Cross London Rail Links Limited
Crossrail Assessment of Atmospheric Emissions & Air Quality Impacts
Technical Report
Volume I of IV
Crossrail Reference: 1E0320-G0E00-00001
February 2005
Mott MacDonald Assessment of Atmospheric Emissions and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
Crossrail Assessment of Atmospheric Emissions & Air Quality Impacts Technical Report
1E0320-G0E00-00001
Final Report
This document has been prepared for the titled project or named part thereof and should not be relied upon or used for any other project without an independent check being carried out as to its suitability and prior written authority of Mott MacDonald being obtained. Mott MacDonald accepts no responsibility or liability for the consequences of this document being used for a purpose other than the purposes for which it was commissioned. Any person using or relying on the document for such other purpose agrees, and will by such use or reliance be taken to confirm his agreement to indemnify Mott MacDonald for all loss or damage resulting therefrom. Mott MacDonald accepts no responsibility or liability for this document to any party other than the person by whom it was commissioned.
To the extent that the report commissioned is to be based on information supplied by other parties, Mott MacDonald accepts no liability for any loss or damage suffered by the client, whether contractual or tortious, stemming from any conclusions based on data supplied by parties other than Mott MacDonald and used by Mott MacDonald in preparing this report.
Cross London Rail Links Limited 1, Butler Place LONDON, SW1H 0PT
Tel: 020 7941 7600 Fax: 020 7941 7703 www.crossrail.co.uk
i Report Volume I of IV (Feb 2005) Assessment of Atmospheric Emissions and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
List of Contents
Volume I – Air Quality and Emissions Report
Sections and Appendices
1 Introduction 1
2 Context, Scope and Methodology 5
3 Environmental Baseline & Assessments of Impacts – Route Wide 35
4 Environmental Baseline & Assessments of Impacts – Heathrow to Westbourne Park 47
5 Environmental Baseline & Assessments of Impacts – Westbourne Park to Stratford/Isle of Dogs 173
6 Environmental Baseline & Assessments of Impacts – Stratford to Shenfield 317
7 Environmental Baseline & Assessments of Impacts – Isle of Dogs to Ebbsfleet 395
8 Environmental Baseline & Assessments of Impacts – Pitsea 471
9 Impact Minimisation and Mitigation Measures 475
10 Summary and Conclusions 483
Appendices
Appendix A Glossary 487
Appendix B References 489
Appendix C Uncertainty Analysis – Emissions 493
Appendix D Ventilation Shaft Emissions Assessment 497
Appendix E Utility Works – Scoping Assessment Results 509
Volume II – Air Quality and Emissions Supporting Figures
Volume III – Air Quality and Emissions Assessment Input Data and Assumptions
Volume IV – Technical Report (Assessment of Electromagnetic Field Impacts)
ii Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
1 Introduction
1.1 Overview
1.1.1 Introduction to Crossrail
Crossrail is a major new cross-London rail link project that has been developed to serve London and the southeast of England. Crossrail will support and maintain the status of London as a world city by providing a world class transport system. The project includes the construction of a twin-bore tunnel on an east-west alignment under central London and the upgrading of existing National Rail lines to the east and west of central London. The Crossrail route is shown in Figure 1.1.
Figure 1-1: Overview of Crossrail Route
The project will enable the introduction of a range of new and improved rail journeys into and through London. It includes the construction of seven central area stations, providing interchange with London Underground, National Rail and London bus services, and the upgrading or renewal of existing stations outside central London. Crossrail will provide fast, efficient and convenient rail access to the West End and the City by linking existing routes from Shenfield and Abbey Wood in the east with Maidenhead and Heathrow in the west.
Crossrail will be a significant addition to the transport infrastructure of London and the southeast of England. It will deliver improved services for rail users through the relief of
1 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV crowding, faster journeys and the provision of a range of new direct journey opportunities. The project will also have wider social and economic benefits for London and the southeast of England.
1.1.2 Route Overview
Crossrail’s route has four distinct sections: a central section within central London and, outside central London, western, northeastern and southeastern sections. The boundaries of these route sections are shown in the schematic maps in Chapters 4 to 7.
In the west, Crossrail will use the Great Western Main Line between Maidenhead and Westbourne Park. The existing 25 kV overhead electrification between Paddington and Airport Junction will be extended to Maidenhead and bridge alterations will be undertaken as necessary. The main infrastructure changes are the construction of a flyover structure (the Stockley flyover) to allow Crossrail trains to access the existing tunnelled spur to Heathrow and the provision of a rail underpass (a dive-under) west of Acton Yard. A new line, within the existing railway corridor, will be provided between Langley and West Drayton. Enhancements will also be made to stations, with the most significant works being at Ealing Broadway, Southall, Hayes and Harlington, West Drayton, Slough and Maidenhead. New stabling sidings are also proposed at Old Oak Common, West Drayton and west of Maidenhead station.
The central route section will consist largely of a twin-bore tunnel beneath central London with portals at Royal Oak in the west, Pudding Mill Lane in the northeast and Victoria Dock Road in the southeast. The central route section extends from a point around 200m west of the A40 Westway to a point around 500m to the east of the portal at Pudding Mill Lane in the northeast and a point just to the east of Poplar Dock and the A1206 Prestons Road in the Isle of Dogs in the southeast. New stations and associated structures, such as ventilation shafts, will be provided along this part of the route.
On the northeast route section, Crossrail will use the existing Great Eastern Main Line between Pudding Mill Lane and Shenfield. The main infrastructure changes are a new train maintenance depot west of Romford station and the reinstatement of a track between Goodmayes and Chadwell Heath. Enhancements will also be made to stations, with the most significant works being proposed at Ilford and Romford. This route has existing 25kV overhead electrification. New stabling facilities will be provided at Gidea Park.
The southeast route section runs between a point to the east of the Isle of Dogs station and the eastern terminus at Abbey Wood, where Crossrail will serve a reconstructed station. Crossrail will operate in a twin-bore tunnel to Victoria Dock portal where it will serve a reconstructed station at Custom House. The route will then follow the existing alignment currently used by the North London Line through the Connaught Tunnel to Silvertown. At North Woolwich, a new twin-bore tunnel to Plumstead, referred to as the Thames Tunnel, will pass beneath the River Thames. Two new tracks will be provided between Plumstead and a point east of Abbey Wood station to accommodate Crossrail services on the North Kent Line corridor. This route will be provided with 25kV overhead electrification on the Crossrail lines.
2 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
1.2 Reporting Structure
Air quality and emissions reporting consists of four volumes: • Volume I – Air quality and emissions report. • Volume II – Air quality and emissions supporting figures. • Volume III – Air quality and emissions assessment input data and assumptions. • Volume IV – Electromagnetic field analysis report.
This report, Volume I, is structured as follows: • Section 2 – outlines the methodology, scope and evaluation criteria applied during the assessment. • Section 3 – presents the results of the route-wide assessment of emissions and the route-wide assessment of worksite dust risk. • Section 4, 5, 6 and 7 – present the local air quality and worksite dust assessment by route window for each section of the route. • Section 8 – outlines the dust impacts for the excavated material handling facility at Pitsea. • Section 9 – outlines some potential mitigation measures. • Appendix A – Glossary • Appendix B – References • Appendix C – Uncertainty Analysis – Emissions • Appendix D – Ventilation Shaft Emissions Assessment • Appendix E – Utility Works – Scoping Assessment Results
This Report has been produced based on the Environmental Statement Scheme Description Version A1.8 and traffic data files as per the table below:
Central construction TN701_B_Traffic Data Construction_(Central)_050126 Rounded.xls
NE construction TN702_A_Traffic Data Construction_(North Eastern)_050126 Rounded.xls
SE construction TN703_A_Traffic Data Construction_(South Eastern)_050126 Rounded.xls
West construction Western_Air_Noise101104.xls
Route-wide operation Flow Data for Specialists_Sept04b.xls
3 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
(This page left intentionally blank).
4 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
2 Context, Scope and Methodology
2.1 Introduction
2.1.1 Context
The primary focus of this section is to describe the scope and methodology for the assessment of atmospheric impacts. Before considering the methodology in any more detail first the context of regulation in these areas is outlined.
Legislation related to air quality and emissions in the UK has not been a recent development, with control over atmospheric pollution being traced back over 100 years. Over time the focus and style of regulation has changed, however, the primary purpose essentially remains unaltered, to protect human health. In more recent years the legislative framework has become more comprehensive and stringent and continues to develop. The broad goal of protecting human health has evolved and now also considers the protection of landscapes, wildlife, and the fabric of society. Historically the scope of regulation has tended to focus on the source of pollution and its impact on the local area; however the broadening of understanding has seen this focus expand to include impacts on the national, trans-national and global scales. It is therefore against this framework of legislation, regulation, agreements and commitments that the Crossrail Project must be assessed. The following text outlines the key policy structure relating to air quality and emissions in the UK, these are not considered in detail here but have been accounted for in the establishment of assessment criteria, assessment baseline and during the impact assessment process.
2.1.2 Air Quality
UK environmental policy is determined to a considerable extent by European legislation. European legislation and international agreements therefore impact on all aspects of air quality policy from the setting of long-term limits for ambient air quality to the control of emissions to air from a wide range of industrial processes.
Directive 96/62/EC on ambient air quality assessment and management, the Air Quality Framework Directive, establishes a framework under which the EU has and will continue to set limit or target values for specified pollutants (through the adoption of Daughter Directives). With regard to the Crossrail Project the Daughter Directive of particular relevance was adopted in 1999 (99/30/EC) and had to be implemented by 2001. This established legally binding limit values for sulphur dioxide, nitrogen dioxide, particles and lead to be achieved by 1 Jan 2005 and 1 January 2010. The applicable limit values with regards to this assessment are set out later in this report.
In accordance with Part IV of the Environment Act 1995, The Air Quality Strategy for England, Scotland, Wales and Northern Ireland (DEFRA, 2000) sets out the national framework for central and local government to meet a series of air quality objectives in line with the air quality limit values stipulated by the European Commission. In addition to national measures to reduce industrial and vehicular emissions through licensing and
5 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV regulation, the Air Quality Strategy includes the cyclical process of local air quality management, whereby local authorities are required to review and assess local air quality and, if certain air quality objectives are not achieved, to designate Air Quality Management Areas (AQMAs) and subsequently implement Air Quality Action Plans (AQAPs). The air quality objectives are defined in the Air Quality (England) (Amendment) Regulations 2002.
In September 2002 the Mayor for London published his air quality strategy in accordance with the Greater London Authority Act 1999. The aim of the London Air Quality Strategy is to ‘minimise the adverse effects of air pollution on human health and to improve air quality to a level that everyone can enjoy, making London a more pleasant place in which to live, work and to visit’. This directly relates to the two air quality indicators (nitrogen dioxide,NO2, and particles with a mean diameter of less than ten microns, PM10) included in the Mayor’s Health Strategy.
The London Air Quality Strategy is focused on two headline policies (bracketed numbers refer to the policy number): • (1) The Mayor will work towards the achievement of the national air quality objectives, as prescribed by the government. • (2) The Mayor and Transport for London will work in partnership with London boroughs and government towards achieving the national air quality objectives and co-operate in ongoing action to improve air quality.
Policies and proposals specific to transport within the London air quality strategy include: • (3) The Mayor, through Transport for London and his draft London Plan will continue to expand and improve public transport, walking and cycling in London, to encourage more people to switch from car travel to less polluting modes. • (5) Through the London Plan (Spatial Development Strategy), the Mayor will, in general, support high trip generating development only at locations with both high levels of public transport accessibility and capacity. • (19) The Mayor and Transport for London will work with relevant partners to identify options for reducing emissions from rail and shipping and the Underground in London and for promoting the safe use of the Thames and London’s other navigable waterways for passenger and freight services.
In February 2004 the Mayor for London published his London Plan which includes Policy 4A.6 for improving air quality through implementation of the Mayor’s Air Quality Strategy by:
• improving the integration of land use and transport policy and reducing the need to travel especially by car
• identifying environmental constraints on polluting activities to ensure protection of local air quality, setting out criteria in respect of different pollutants against which plans and policies can be appraised and proposals assessed
• ensuring at the planning application stage, that air quality is taken into account along with other material considerations and that formal air quality assessments are undertaken where appropriate, particularly in designated AQMAs.
6 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
Local authorities within London must take into account the London Air Quality Strategy when undertaking local air quality management. To date, of the 22 London Boroughs through which the Crossrail route will pass, 18 have declared one or more AQMA. AQMAs in 17 of these 18 Boroughs have been declared due to predicted breaches in NO2, or both NO2 and PM10 objectives on the basis of traffic emissions. The four remaining London Boroughs all intend to declare AQMAs in the near future in relation to predicted breaches due to road traffic. Figure 2-1 (refer to Volume II) is a plan illustrating boundaries of AQMAs within the Crossrail study area
Nine of the 18 local authorities that have declared one or more AQMAs have produced AQAPs including many and varied actions which aim to improve air quality within the AQMAs. More detailed information regarding the AQMAs, the status of the AQAPs intended to alleviate the air quality problems within them, and actions proposed by each local authority, can be seen in Table 2-1.
Crossrail represents a significant step in expanding and improving public transport infrastructure and offers a viable alternative to commuting by private vehicle. The net result of Crossrail, in terms of local air quality, will be a reduction in private vehicle emissions particularly within central London. Crossrail is expected to contribute to the overall programme of improvements in air local quality
2.1.3 Climate Change
In response to increasing concerns about climate change, the United Nations Framework Convention on Climate Change (UNFCCC) was agreed at the Earth Summit in Rio de Janeiro in 1992. Under the 1992 Convention all developed countries agreed to aim at returning their greenhouse gas emissions to 1990 levels by 2000.
The 1992 Convention commitment was only a first step in the international response to climate change. Climate prediction models show that deeper cuts in emissions may be needed to prevent serious interference with the climate. The Kyoto Protocol, agreed in 1997 and due to come into force in February 2005, was designed to begin addressing this issue. Under this Protocol developed countries agreed to emissions reduction targets for a basket of six greenhouse gases (GHGs) (carbon dioxide, methane, nitrous oxide, hydrofluorocarbons, perfluorocarbons and sulphur hexafluoride) of 5.2 % below 1990 levels over the period 2008-2012.
Under the Kyoto Protocol the European Community and its member states were able to agree to meet their commitments jointly. This ‘bubble’ arrangement allowed the Community’s target (8 % below 1990 levels by 2008-2012) to be redistributed between member states to reflect their national circumstances, requirements for economic growth, and the scope for further emission reductions and was completed through the Burden Sharing Agreement (1998). Under this Agreement the UK committed to reduce its GHG emissions by 12.5 %. It should be noted that these commitments are now legally enforceable since the establishment of the EU Emissions Trading Scheme (EU ETS).
The UK has committed to reduce its greenhouse gas emissions in accordance with the agreed targets and has been developing environmental policy addressing climate change since 1990 with the introduction of the Non-Fossil Fuel Obligation (NFFO) programme to
7 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV encourage renewable forms of power generation, including wind and landfill gas turbines, energy crops and biofuels. The UK Climate Change Programme (CCP) was initiated formally in 1995 and, following consultation of a draft in 2000, was adopted later that same year.
The CCP considers both measures enabling society to live with climate change (reactive policies) and measures to reduce GHG emissions and hence, minimise further change
(proactive policies). The CCP includes a domestic goal for reducing CO2 emissions by 20 % below 1990 levels by 2010 and refers to a wider goal of reducing emissions by 60 % by 2050.
The CCP is based on implementing a series of sectoral measures aggregated to meet the UK Kyoto commitment. Based on existing policies, including increases in road fuel levy to 1999, Climate Change Levy and meeting a 15 % renewables target for power supplied by 2015 the UK is expected to meet its Kyoto commitment of 12.5 %. It should be noted, however, that achievement is mainly as a result of fuel switching from coal to gas in the energy sector during the 1990s.
In contrast to emissions from industrial and energy sectors in the UK, emissions from the transport sector have increased by 7 % since 1990. This trend is expected to rise with an overall 35 % increase in emissions by 2020. The opportunities for one-off measures reducing emissions from the energy and industrial sectors have been the focus of much regulation to date; however, these opportunities are likely to diminish over time. Measures to reduce emissions from the transport sector may not be required in order to meet targets for the first Kyoto period (2008-2012), however transport action will have significant influence on the ability of the UK to meet future emissions reduction targets. Policies addressing this can therefore be expected in the future, many of which may relate to the development of public transport and promoting alternatives to road transport.
The Mayor for London has commissioned and published a study on the impacts of climate change on London bringing local emphasis and providing support to the key environmental policy objective of reducing greenhouse gas emissions. The London Sustainable
Development Commission recommends the adoption of a target for the reduction of CO2 emissions in London of 20 % from 1990 levels by 2010. This target should be seen as the first stage in a process that would lead to a minimum target of a 60 % reduction in CO2 emissions, relative to 2000, by 2050. The Mayor’s Energy Strategy includes Policy 15 which states ‘The Mayor considers that London should work to achieve an exemplary sustainable transport system for the capital that contributes to mitigating climate change through maximising the transfer from use of private vehicles to public transport, walking and cycling, and encouraging greater use of vehicles using low-carbon fuels’.
Table 2-1 highlights the measures that local authorities in London have adopted in order to reduce CO2 emissions from within their boroughs. It is clear that most London boroughs have few or no policies, plans or measures in place to reduce CO2 emissions from road or other transport within their boroughs. Several boroughs operate roadside emissions testing, however, this is focused on ensuring vehicle fleets are well maintained to aid compliance with NO2 and PM10 objectives. One exception to this general rule is the Corporation of London which reduces emissions from its own operations by: offsetting CO2 from both staff and member travel; investment into the renewable energy market; and the use of Combined
8 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
Heat and Power (CHP) heating and cooling. The Corporation of London has a 2008 corporate commitment CO2 reduction target, which it has already met.
Policy 4A.6 of the London Plan also identifies measures for reducing pollutant and CO2 emissions by:
• improving the integration of land use and transport policy and reducing the need to travel especially by car
• promoting sustainable design and construction
• seeking to reduce the environmental impacts of transport activities by supporting the increased provision of cleaner transport fuels, particularly with respect to the refuelling infrastructure
• working in partnership with relevant organisations, taking appropriate steps to achieve an integrated approach to air quality management and to achieve emissions reductions through improved energy efficiency and energy use (see Policy 4A.7).
Policy 4A.7 of the London Plan refers to the Mayor’s Energy Strategy and its objectives of reducing carbon dioxide emissions, improving energy efficiency and increasing the proportion of energy used generated from renewable sources by measures including:
• improving the integration of land use and transport policy and reducing the need to travel by car
• requiring the inclusion of energy efficient and renewable energy technology and design, including passive solar design, natural ventilation, borehole cooling, combined heat and power, community heating, photovoltaics, solar water heating, wind, fuel cells, biomass fuelled electricity and heat generating plant in new developments wherever feasible
• facilitating and encouraging the use of all forms of renewable energy where appropriate including giving consideration to the impact of new development on existing renewable energy schemes.
Crossrail represents a significant step in expanding and improving public transport infrastructure and offers a viable alternative to commuting by private vehicle. The design of the project and its operation has the potential to realise significant net savings in carbon dioxide emissions. Crossrail is expected to contribute to the overall programme of reducing emissions of greenhouse gas emissions in London and the UK.
2.1.4 Merging Policies
The Air Quality Strategy and Climate Change Programme are not isolated initiatives and both make specific reference to each other. The Department for the Environment, Food and Rural Affairs (DEFRA) has recently published the terms of reference for the next review of the Air Quality Strategy placing particular emphasis on optimising air quality management practices to both improve local air quality and reduce greenhouse gas emissions.
9 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
The Air Quality Strategy for England and Wales (2000) states: ‘Measures that will reduce
CO2 emissions will also deliver other benefits, including improvements in air quality. For example, the Government’s proposals for an integrated transport system will deliver both reductions in CO2 and reductions in particles and NO2’ (AQS, 2000).
Air quality management and greenhouse gas emission reduction policies overlap most clearly in the road transport sector. For example, on completion of the first round of review and assessment of local air quality, a total of 127 local authorities designated AQMAs, 114 of which related to road traffic (64 declared for NO2 and 50 for PM10). National projections of greenhouse gas emissions published by DEFRA indicate 85% of the total emissions are
CO2, of which 24% are associated with road transport. In London to date, 29 Boroughs have designated a total of 32 AQMAs, all of which are associated with road traffic. Of these 32
AQMAs, four were designated for NO2, one for PM10 and 27 for both NO2 and PM10. In 1999, road transport emissions in London represented 58.2 % of NOx, 67.9 % of PM10 and 16.4 % of CO2 from all sectors.
The Department for Transport’s Local Transport Plan Guidance (2004) states that ‘...there will be significant environmental benefits arising from the LTP settlement both at national and local level. Modelling, using the same framework as for the 10 Year Plan, has shown that the local transport settlement has an important part to play in delivering the reductions in congestion and emissions of CO2 and two important air pollutants (NOx and PM10) forecast in the 10 Year Plan.
At the national level, the LTP settlement will make an important contribution towards the CO2 emission saving identified in the 10 Year Plan. Encouraging more people to use public transport and to cycle and walk will help reduce the levels of greenhouse gas emissions.’.
The London Air Quality Strategy is linked closely with the Mayor’s Transport Strategy, London Plan (Spatial Development Strategy) and Energy Strategy. Moreover, the introduction to the London air quality strategy concludes by stating that ‘policies and proposals … aimed at achieving the national air quality objectives, generally accord with many of the GLA’s sustainable development principles … [including] … improving
Londoners’ health, reducing CO2 emissions (a greenhouse gas), promoting clean technologies and minimising noise’.
Policy 4A.6 of the London Plan also states that the Mayor will ‘work in partnership with relevant organisations, taking appropriate steps to achieve an integrated approach to air quality management and to achieve emissions reductions through improved energy efficiency and energy use’.
Moreover, the Energy Strategy states that ‘transport in London is a major user of energy and emitter of CO2. The sector accounts for just over 20 % of total final energy consumed in London and about the same proportion of CO2 emissions. Road traffic is responsible for most of this, at around 80 %, and it is also the major source of those pollutants which contribute to poor air quality’.
Although the full potential is subject to final design and operating regime, Crossrail is the ideal project to deliver both improvements in local air quality and reduce greenhouse gas emissions.
10 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
2.1.5 Transport Policy
In July 2004 the Department for Transport published its Transport Strategy in the form of a White Paper The Future of Transport (DfT, 2004). The Transport White Paper covers England with some aspects of transport policy extending to Wales and Scotland; road transport policies are limited to England only. Chapter 10 of the Transport White Paper (Protecting the Environment) highlights climate change and air quality as key environmental issues.
The Transport White Paper reaffirms the Government’s commitment to the national goal of a
20 % reduction in emissions of the main greenhouse gas, carbon dioxide (CO2), by 2010 and to putting the UK on a path to reduce total CO2 emissions by some 60 per cent by 2050, with real progress by 2020. Transport is currently responsible for about a quarter of total UK CO2 emissions, excluding international aviation. In the short term, emissions of carbon dioxide from road transport are expected to grow by about 10 per cent from 2000 levels by 2010. Increased levels of traffic are expected to offset improvements in fuel efficiency. Emissions from other sectors are due to fall in the same time period, so the transport element of total emissions is likely to increase substantially. After 2010, slower traffic growth and continued fuel efficiency improvements are expected to produce a fall in road traffic CO2 emissions of around 5 per cent between 2010 and 2015, with further falls thereafter.
The Transport White Paper also acknowledges the impact transport, and road traffic in particular, can have on air quality. Over the last decade air quality has improved significantly and projections to 2015 suggest these trends will continue. However, the downward trend in emissions of two of the pollutants, NO2 and PM10, is likely to level off and could start rising again after 2015 unless further action is taken. There are parts of the UK where ambient concentrations of NO2 and PM10 are above air quality objective values (in AQMAs). Current policies are expected to improve local air quality to such an extent that the designation of many of these AQMAs will be revoked. However, there are some areas, including parts of
London, where ambient concentrations of NO2 and PM10 are likely to remain above air quality objective values without additional investment in public transport infrastructure (e.g. Crossrail) or policy measures such as the introduction of Low Emission Zones to encourage modal shift and reduce reliance on road transport.
Within London, the Mayor’s transport strategy includes Policy 3.10 which states that ‘where possible, Transport for London (TfL) will lead by example by adopting and promoting cost- effective environmental best practice, particularly where this will contribute to seeking to meet the National Air Quality Strategy Objectives and reducing energy consumption and the emissions of greenhouse gases to meet national targets’. The transport strategy includes two proposals specific to air quality and reducing greenhouse gas emissions: • ( 3.2) Transport for London (TfL) and the Greater London Authority (GLA) will take the lead in ensuring that transport initiatives and plans will contribute to improving air quality by:
- ensuring improved alternatives to use of the car are provided, and encouraging a shift towards public transport, walking, and cycling
- encouraging business to reduce the emission impacts and energy consumption of its transport activities
11 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
- encouraging and promoting the benefits of the more rapid adoption of cost- effective cleaner technologies and fuels, non-fossil fuels, and zero emission technologies for all road vehicles, concentrating on the most polluting vehicles
- ensuring TfL and GLA vehicle fleets set a good example on emission reduction, and developing plans for reducing emissions from the taxi fleet (currently regulated by TfL), and the private hire vehicle fleet (to be regulated by TfL)
- developing and implementing traffic management measures that reduce emissions and energy use as well as encouraging safe, economical and considerate driving
- examining methods of reducing traffic pollution, including a joint feasibility study with the London boroughs, Government, the Association of London Government and others to consider the viability, costs and benefits of one or more low emission zones in London. Businesses will also be involved through a consultative forum
- supporting balanced and appropriate local transport measures proposed by the London boroughs to work towards the National Air Quality Objectives
- working with the Department for Transport, Local Government and the Regions to identify whether additional national measures may be required to improve air
quality, especially to reduce emissions of nitrogen dioxide (NO2). • (3.3) In addition to the measures identified in Proposal 3.2 above, TfL will contribute
to meeting CO2 targets by using and promoting cost effective energy efficient measures and techniques including train driving techniques, cleaner technology and renewable energy wherever possible and appropriate.
The headline indicators for monitoring progress in delivering the wider London transport strategy objectives include total vehicle emissions in London, including greenhouse gases, split by vehicle type. A closely related monitoring issue is air quality measurement, which is principally a matter for the Mayor’s air quality strategy and for the boroughs, but is strongly influenced by transport.
National and London transport policies clearly consider both air quality management and the need to reduce greenhouse gas emissions. As stated above, the Crossrail Project will assist in achieving both these policy objectives.
12 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
Table 2-1: Summary of London Local Authorities’ Status regarding Local Air Quality Management and Climate Change
Local Authority AQMA Predicted breach? AQAP Status Measures to tackle Climate Declared Change ? Brentwood District no none Detailed Review and Assessment (R&A) indicated No information regarding
likely breach of NO2 objective close to busy roads traffic-related initiatives. (areas of M25, A12, A128/A1023 junction). An AQMA is likely to be declared in the future.
City of London 9 NO2, PM10 Draft for consultation published October 2002. Reduces emissions from (primary cause is road Key policies include: reduction of traffic levels in the own operations by: offsetting
traffic) City by 10% by 2005; support for adoption of the CO2 from both staff and Low Emission Zone (LEZ); widespread reduction in member travel; investment emissions from own vehicle fleet; those of their into the renewable energy contractors and of taxis; support for cycling; market; use of Combined implementation of appropriate conditions applied to Heat and Power (CHP) planning approvals; and promotion of energy heating and cooling. Has a conservation in buildings. 2008 corporate commitment target. Has contributed to research and partnership projects to reduce contributions to climate change from its own operations and amongst stakeholders in the City, London and the nation.
13 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
Local Authority AQMA Predicted breach? AQAP Status Measures to tackle Climate Declared Change ?
City of Westminster 9 NO2, PM10 Published 2001. No information regarding (primary cause is road Key policies include: implementation of LEZ; traffic traffic-related initiatives. traffic) control and restraint based parking policies; promotion alternative fuels and development of refuelling infrastructure; minimising emissions by buildings and building activity; development of walking, cycling and use of public transport by liaison with voluntary organisations.
Dartford District 9 NO2, PM10 AQAP not yet available. No information regarding (due to road traffic) traffic-related initiatives.
Gravesham District 9 NO2, PM10 Published July 2004. No information regarding (one AQMA due to Key policies for A2 Trunk Road AQMA include: traffic-related initiatives. traffic; one due to compulsory purchase of properties; reduction in
industrial PM10 only) traffic flows and %HGVs; reduction in overall background concentrations; introduction of tolls; road realignment. Key policies for Northfleet Industrial Area AQMA include:measures to minimise emissions from cement works; relocation of works; reduction in cumulative impacts from all processes; compulsory purchase of properties; street cleaning.
London Borough of 9 NO2, PM10 AQMA encompasses houses alongside the A13. No information regarding Barking & Dagenham (due to road traffic) AQAP not yet available. traffic-related initiatives.
14 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
Local Authority AQMA Predicted breach? AQAP Status Measures to tackle Climate Declared Change ?
London Borough of 9 PM10 (resuspended Published May 2003. No information regarding Bexley road dust) Key policy is to improve cleanliness/mitigation traffic-related initiatives. measures of sites in Manor Road, and continue with road cleaning regime.
London Borough of 9 NO2, PM10 AQAP not yet available. Undertakes roadside vehicle Brent (primary cause is road emission testing, but with the
traffic) aim of reducing NO2 and
PM10 emissions.
London Borough of 9 NO2, PM10 AQAP not yet available. Undertakes roadside vehicle Camden emission testing.
London Borough of 9 NO2, PM10 Published 2004. No information regarding Ealing (due to road traffic) Key policies include: promotion of cleaner traffic-related initiatives. technologies and alternative fuels; improving environmentally friendly forms of transport; traffic reduction; reducing the need to travel; non-traffic measures. Approximately 60 measures have been proposed, the main being introduction of a LEZ for the borough.
London Borough of 9 NO2, PM10 AQAP not yet available. No information regarding Greenwich (due to road traffic) traffic-related initiatives.
15 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
Local Authority AQMA Predicted breach? AQAP Status Measures to tackle Climate Declared Change ?
London Borough of 9 NO2, PM10 Published June 2003. No information regarding Hammersmith & (due to road traffic) Key policies include: reducing emissions at source; traffic-related initiatives. Fulham reducing the need to travel; encouraging switching to less polluting forms of transport; more efficient use of road transport; awareness raising.
London Borough of no none AQAP not yet available as no AQMA currently No information regarding Havering designated. traffic-related initiatives. Havering proposes to designate several small AQMAs or to designate the whole Borough an
AQMA in January 2005 on the basis of NO2 and PM10 due to traffic.
London Borough of 9 NO2, PM10 AQAP not yet available. No information regarding Hillingdon (due to road traffic) traffic-related initiatives.
London Borough of 9 NO2, PM10 Published August 2003. No information regarding Islington (primary cause is road Key policies include: support of the London LEZ; traffic-related initiatives.
traffic) various zoning measures; public transport improvements; freight management; reduction in traffic speeds in residential areas; reductions in congestion; and more.
16 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
Local Authority AQMA Predicted breach? AQAP Status Measures to tackle Climate Declared Change ?
London Borough of 9 NO2, PM10 Published in 2004. No information regarding Kensington & (primary cause is road The AQAP includes 25 action points, the most traffic-related initiatives. Chelsea traffic) significant of which being: support for the London LEZ; more stringent parking permit schemes; encouragement for cleaner vehicles and alternative fuels/technologies; improved public transport.
London Borough of 9 NO2, PM10 AQMAs encompass various roads within the No information regarding Newham (due to road traffic) Borough. Newham’s AQAP will be published in traffic-related initiatives. January 2005.
London Borough of 9 NO2, PM10 Reassessment based on revised vehicle emissions No information regarding Redbridge (due to road traffic) factors indicated that an AQMA should be traffic-related initiatives. designated. AQAP not yet available.
London Borough of 9 NO2, PM10 Draft Published Spring 2003. No information regarding Tower Hamlets (primary cause is road Borough’s ten key actions include: support London- traffic-related initiatives. traffic) wide Vehicle Emissions Testing Scheme; controlled parking; lead by example i.e. electric van fleet; support development of major transport infrastructure projects; support the London LEZ.
Royal Borough of no none Detailed R&A indicated likely breach of NO2 No information regarding Windsor and objective in several areas. A cabinet decision traffic-related initiatives.
17 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
Local Authority AQMA Predicted breach? AQAP Status Measures to tackle Climate Declared Change ? Maidenhead regarding designation is expected late 2004/early
2005. Therefore, no AQAP available as yet.
Slough District no None Detailed R&A indicated likely breach of objective/s. No information regarding The Borough proposes to declare an AQMA along traffic-related initiatives. sections of the M4, and also the A4 in the town centre where the predicted breach is marginal. Therefore, no AQAP available as yet.
South Bucks District 9 NO2 (due to road Detailed R&A indicated breach of NO2 objective traffic) along the length of the M4, M25 and M40 (and adjacent land). AQAP not yet available.
18 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
2.2 Scoping
2.2.1 Potential Impacts
Large-scale projects have impacts on the environment and in particular on atmospheric emissions. Potential emissions associated with the two stages of development are as described below.
(i) Construction Phase
Potential construction impacts on air quality and climate change (greenhouse gas emissions) include: • emissions associated with site plant • increased emissions due to construction traffic and/or congestion associated with construction/local diversions • dust arising from construction activities such as haul roads, wind erosion of stockpiles, earth moving operations, etc.
(ii) Operational Phase
Potential operational air quality and climate change (greenhouse gas emissions) impacts may include a reduction in traffic emissions associated with modal shift, although this has to be balanced with increased emissions associated with electricity generation. They may also include an alteration to the traffic dynamics at a local level as people move to and from new stations.
2.2.2 Definition of Scope
(i) Spatial Scope
The spatial scope of the assessment covers: • the impact of construction dust on receptors within 150 m of the boundary of works and construction sites • the impact on air quality due to significant changes in traffic flows during construction or operation at distances of up to 10 m from the relevant road centreline • the assessment of changes in atmospheric emissions, including greenhouse gases of the South East Region of England with reference made to UK profiles for electricity generation.
19 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
(ii) Temporal Scope
The assessment of dust emissions and construction traffic focuses on the construction period from 2006 to 2012. Operational phase changes have been assessed for 2016 using road traffic data prepared by the Traffic and Transport specialist. The cumulative effects on greenhouse gases are established using 1990 as the reference year and 2000 as the baseline year. Consideration of overall payback of emissions has been considered accounting for predicted modal shift as a result of the project.
(iii) Technical Scope
Changes in road traffic dynamics and construction works will affect emissions during both the construction phase, with increased heavy goods vehicle movements and local diversions, and the operational phase, with modal shift potentially reducing the number of private vehicle journeys and hence, road traffic emissions. There is also potential for emissions of particles
(PM10) or as nuisance dust, during the construction phase. The predicted reduction in road traffic emissions will be offset to some degree by increased particle (as PM10) emissions, from the tunnel ventilation shafts, and increased emissions of nitrogen oxides and particles
(as PM10), from the additional output from power stations required to generate the electricity required to run the scheme.
There are a number of pollutants that will be altered throughout the construction and operation of the Crossrail project. The majority of impacts are related to traffic and worksite emissions. The key pollutants associated with road traffic are carbon monoxide, benzene,
1,3-butadiene, nitrogen oxides (including nitrogen dioxide), particles (as PM10) and greenhouse gases. These are discussed below.
• Carbon Monoxide, Benzene and 1,3-Butadiene
Significant improvements in vehicular emissions control have dramatically reduced road traffic emissions of these pollutants. Further improvements are predicted as older vehicles in the national fleet are replaced with newer ones. Studies carried out at national level, based on both measured and modelled data, indicate that the Air Quality Objectives (see next Section) for these three pollutants will be achieved at all roadside locations in the UK, including motorways. This conclusion is supported by the results of the Review and Assessment (R&A) process carried out by local authorities. No AQMAs have been declared in the UK to date in respect of carbon monoxide, benzene, and 1,3-butadiene.
Additional heavy goods vehicles and local disruption to traffic during the construction phase of the Crossrail scheme are not predicted to increase roadside concentrations of these pollutants sufficiently to alter the conclusions above. These pollutants have not been considered further in this assessment.
• Nitrogen Oxides
Nitrogen oxides (NOx) is a collective term used to refer to two species of oxides of nitrogen; nitric oxide (NO) and nitrogen dioxide (NO2). The contribution of road transport to NOx emissions has declined significantly in recent years as a result of
20 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
various policy measures, and further reductions are predicted up until 2010 and
beyond. For example, urban traffic NOx emissions are estimated to fall by about 20 % between 2000 and 2005; and by 46 % between 2000 and 2010. However, significant improvements in vehicle and fuel efficiency are offset by the ever-increasing volumes of traffic using the roads.
With respect to human health impacts, the vast majority of the 100-plus Air Quality Management Areas (AQMAs) designated by Local Authorities as a result of the first round R&A, are related specifically to roadside air quality, where attainment of the
annual mean objective for NO2 is considered unlikely. Additional heavy goods vehicles and local disruption to traffic during the construction phase of the Crossrail
scheme are likely to exacerbate the incidence of elevated NO2 concentrations. Hence, the roadside concentrations of this pollutant have been considered further in this assessment.
The Limit Value for NOx is applicable at designated nature reserves and hence, is not considered appropriate for Greater London. Changes in road traffic emissions due to the Crossrail scheme outside Greater London are not considered significant at the local scale.
• Particulate Matter (as PM10)
Particles with a mean diameter of 10 microns or less are referred to as PM10. As for
NOx, the contribution of road transport to PM10 emissions has declined significantly in recent years as a result of various policy measures, and further reductions are
predicted up until 2010 and beyond. Urban traffic PM10 emissions are estimated to fall by about 23 % between 2000 and 2005; and by 44 % between 2000 and 2010. However, significant improvements in vehicle and fuel efficiency are offset by the ever-increasing volumes of traffic using the roads.
With respect to human health impacts, a significant proportion of the 100-plus Air Quality Management Areas (AQMAs) designated by Local Authorities as a result of the first round R&A, are related specifically to roadside air quality, where attainment
of the short term (24 hour mean) objective for PM10 is considered unlikely. Additional heavy goods vehicles and local disruption to traffic during the construction phase of
the Crossrail scheme are likely to exacerbate the incidence of elevated PM10 concentrations. Hence the roadside concentrations of this pollutant have been considered further in this assessment.
The operation of the trains will generate PM10 emissions as a result of brake wearing, etc. These emissions will be concentrated at the various ventilation shafts along the route. As for road traffic emissions, this may exacerbate the incidence of elevated
PM10 concentrations. Hence the concentrations of this pollutant in the vicinity of ventilation shafts have been considered further in this assessment. • Carbon Dioxide
Carbon dioxide is the principal greenhouse gas implicated as a primary cause of global climate change. While carbon dioxide emissions from industrial and energy sectors are predicted to fall in the future, emissions from transport have increased by
21 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
7 % since 1990 with this trend predicted to continue, with an overall rise of 35 % by 2020 predicted.
In the assessment of the greenhouse gas emissions for the Crossrail project this was limited to considering just carbon dioxide as other greenhouse gases either do not arise or are not significant and subject to considerable uncertainty both in quantification and their potential to skew results.
2.2.3 Inventory of Receptors
Receptors sensitive to changes in ambient air quality and nuisance dust include: • residential properties • residential care homes • educational establishments • hospitals • designated nature reserves.
Certain commercial premises may also be subject to nuisance dust particularly if these have large expanses of glass, for example, car showrooms.
2.3 Establishment of Baseline
2.3.1 Land Use & Community Use
Detailed land use and community use surveys were completed in conjunction with this study in order to assist in baseline definition for all environmental disciplines. This information was used to identify potential resources and receptors sensitive to changes in air quality and dust.
2.3.2 Local Air Quality
A Review and Assessment (R&A) of air quality has recently been completed by each local authority providing consistent baseline air quality information across the study area from the current year to 2010. This local authority air quality research provides a baseline for local air quality assuming a ‘do nothing’ scenario. The Mayor of London and Local Authorities are preparing Air Quality Action Plans (AQAPs) or Strategies to be implemented in the next few years. The Mayor of London, for example, is considering the imposition of a Low Emission Zone in central London which may exclude all but the cleanest heavy goods vehicles from travelling through it. Baseline air quality data includes information from completed and emerging AQAPs.
As discussed above the technical scope of this aspect of the study was restricted to oxides of nitrogen (NO and NO2) and particles (as PM10) as these are the pollutants of most concern in the areas being considered.
22 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
The baseline data have been compiled using the UK’s National Air Quality Information Archive. The archive is funded by DEFRA, The National Assembly for Wales, The Scottish Executive and The Department of Environment, Northern Ireland and comprises monitoring and estimates of pollutant levels across the UK. More details regarding this archive can be found at www.airquality.co.uk/archive/index.php.
Relevant data were collated and manipulated using year adjustment factors published in Technical Guidance Note (03) TG(03) to provide baseline estimates for each 1km2 of the ambient air quality for 2003, the first year of construction (2007), 2010 (given the provisional
PM10 objective) and 2016 (the worst case year in the first 25 years of operation – in terms of traffic) for NOx, NO2 and PM10. Data for 2003 have been included in order that assessment results can be put into context in relation to existing air quality concentrations. The spreadsheet containing the results is too large for inclusion in this Report, however, the general pattern of information is described below.
The concentration estimates for NOx in the years 2003, the first year of construction, 2010 and 2016 respectively were calculated. At the current time the Air Quality Annual Limit Value 3 for NOx of 30 µg/m , applicable to the protection of vegetation, is not anticipated to be revised during the years being considered. What is clear from the results is that for 2003 the Air Quality Limit Value is exceeded widely. By 2010 the situation is estimated to be improving but much of London and the southwest of the study area (i.e. to Maidenhead) is still exceeding the limit value.
The concentration estimates for NO2 in the years 2003, the first year of construction, 2010 and 2016 respectively were compiled. At the current time the Air Quality Annual Limit Value 3 for NO2 of 40 µg/m is not anticipated to be revised during the years being considered. What is clear from the results is that for 2003 the Air Quality Limit Value is exceeded widely, particularly along main arterial roads into central London. By 2010 the situation is estimated to be improving but much of Central London is still exceeding the limit value.
The ambient concentration estimates for PM10 for the years 2003, the first year of construction, 2010 and 2016 were also calculated. The current Air Quality Annual Limit 3 Value for PM10 of 40 µg/m has proposed revisions to occur around 2010. These revisions create a division in the limits in London and Outside London. Within London (i.e. the London Boroughs) the limits will be 23 µg/m3 while outside London the annual limit value will be 20 3 µg/m . The projections for 2002 show that the whole of the study area is well below the PM10 limit (less than 70 % of the proposed limit). However, with the proposed revisions the situation changes markedly with all areas becoming at least 70 % of the proposed limits and a few areas (Central London and Heathrow) anticipated to be exceeding the proposed limits.
The ambient background concentrations of NOx, NO2 and PM10 have been used in the assessment as input to the modelling of roadside air quality along construction traffic routes.
2.3.3 Construction Dust
In addition to elevation of ambient concentrations of particles, as PM10, construction dust emissions have the potential to increase local dust deposition rates. Due to variations in emissions from a wide variety of sources, and the effect of wind and rainfall, dust deposition rates fluctuate widely. Establishing long term mean dust deposition rates typically requires a
23 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV minimum 12 month monitoring study with short term peak deposition rates being several factors greater than the long term mean due to variations in meteorology and other activities such as construction sites, quarrying, traffic, etcetera. There are a number of methods for measuring dust deposition including the British Standard Dust Deposit Gauge, the Sticky Pad and the Glass Slide Technique. The results of all three techniques are reported in different units, typically aggregated over one, two or four week exposure periods. The nature of dust episodes is typically in the order of a few hours or days, implying the monitoring techniques available are limited in being able to detect the cause of elevated dust levels. Moreover, there is no UK standard for dust deposition although a number of guidelines have been proposed based on field studies relating dust deposition rates to incidence of nuisance.
Establishing a baseline of dust deposition rates is not considered practicable for this assessment, primarily due to the significant extent of construction activity within London. A risk based approach has been developed to ensure that construction sites are identified where dust deposition nuisances have a greater potential of being an issue.
2.3.4 Traffic Data
Baseline traffic data have been compiled by the project team for both construction and operation against which the effects of the Crossrail project have been assessed.
The traffic data have been provided for the baseline year, for 2007 (for construction phase) and 2016 (for operational phase). The data define the annual average daytime flows, fleet composition and speeds on principal links for scenarios with and without the Crossrail project. The baseline includes consideration of the impact of planned traffic management schemes being considered by local transport planning authorities.
2.3.5 Emissions – CO2 and NOx
The Department for Environment Food and Rural Affairs (DEFRA) has commissioned the preparation and maintenance of a national atmospheric emissions inventory, including greenhouse gases (www.naei.org.uk). The DEFRA inventory has been used as the basis for defining the baseline of greenhouse gas emissions supplemented with information published by the Greater London Authority.
Emissions data have been compiled for carbon dioxide, the principal greenhouse gas, and for nitrogen oxides, associated with acidic deposition and the formation of secondary air pollutants. Generic data, such as land use and traffic flows, can be used to apportion national emissions totals. This approach has been employed for this study. For the purposes of this assessment, sources contributing to UK emissions have been broadly categorised into three types: • Point sources – such as power stations, refineries or industrial sites • Line sources – such as roads, railways or shipping lanes • Area sources – such as agricultural, commercial or domestic areas.
Baseline inventory data have been compiled and mapped on a 1 km2 scale for the year 2000. The data have been processed to provide emissions estimates from transport alone, together
24 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV with an indication of total quantities of pollutant emissions per 1 km2 for the study area. Projected data for future years are not currently available.
Consideration of the spatial distribution of atmospheric emissions is key when assessing air quality, especially for transport-related projects. Uncertainties related to emission factors and calculation methods result in the potential for estimates of a pollutant for any given year to differ. The reliability of emission estimates should, therefore, be validated and verified as far as is possible to ensure that they reflect actual circumstances. Roads and area sources are particularly problematic in that they are not and have not been measured in detail, hence little field data exist for most specific locations. As a result, verification by comparison with measured data becomes problematic, resulting in the need for comparison with results from other estimates/projections.
Emissions estimates have been obtained from the Greater London Authority (GLA) to check the inventory compiled under this study using NAEI data. GLA estimates have been crosschecked with the Crossrail inventory processing the data from both inventories to obtain results for the same spatial coverage, using GIS (a Geographical Information System). Total estimates within 20 % of one other are considered broadly consistent. Table 2-2 summarises the results. The GLA data used are not for the exact years of the study, instead the closest year to the one of interest has been used.
Table 2-2: Validation of Crossrail Emissions Inventory (in tonnes per year) Pollutant Emitted NAEI GLA Difference between NAEI and GLA Year of data 2000 1999 used Oxides of Nitrogen Transport 52,033 36,430 30 %
(NOx) only Total 75,266 64,778 14 % emissions Carbon Dioxide Transport 8,988,228 6,218,166 31 %
(CO2) only Total 29,552,688 29,532,195 0.1 % emissions Source data: UK National Atmospheric Emissions Inventory and the Greater London Authority Emission Inventory
Total emissions of both pollutants for both inventories are broadly consistent, with the difference in CO2 emissions being less than 1 % and the difference in NOx emissions being approximately 14 %. Results pertaining to emissions from transport only, however, show a greater difference (approximately 30 %). While this is a significant difference there are many potential reasons for this. This difference may be explained by the emissions categories being divided differently and using a different method of calculation. This can be illustrated by considering the case for NOx. Total emissions of NOx between inventories are broadly consistent. In London, Mott MacDonald (MM) estimated that 70 % of NOx emissions and 30 % of CO2 emissions were related to transport. In contrast, GLA estimates were 56 % of NOx from transport and 21 % of CO2 from transport. Applying these ratios to the National Atmospheric Emissions Inventory (NAEI) data would result in the same differences between the inventories as exist for emissions totals.
25 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
2.4 Prediction of Impacts
2.4.1 Activities Impacting on Atmospheric Pollutants
During both the construction and operational phases of the Crossrail Project activities will occur that result in the release of pollutants to the atmosphere.
Emissions to the air arising from the construction phase relate to the activities at each worksite that consume fuel or use materials. While differences occur between worksites, such as the launching of a tunnel boring machine, size of worksite, presence of a railhead, types of equipment being used, construction characteristics and temporal length of the construction works; the atmospheric emissions principally arise from two areas: • fuel consumption – powering equipment/transport • materials use – that have released emissions in their manufacture or release emissions through their use.
Examples of the activities that occur during construction that result in releases to the atmosphere or generation of dust include: • excavation/boring • storage, loading and movement of excavated material, waste and materials • piling/drilling • concrete works • demolition • fitting out • equipment transfer between sites.
2.4.2 Construction Phase - local air quality
Local air quality impacts have been quantified for traffic using the methodology included in the Design Manual for Roads and Bridges (DMRB) as a screening method. Input data include: • local traffic data • background air quality data.
The DMRB method provided conservative estimates of ground level concentrations which were directly compared / evaluated against the standards included in the Air Quality (England) (Amendment) Regulations 2002.
DMRB was used to process the traffic data for the construction phase both with and without the Crossrail project allowing specific road links to be highlighted where the construction traffic would lead to an increase in roadside NO2 or PM10 concentrations significantly above the ‘do-nothing’ scenario.
26 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
2.4.3 Construction Phase - dust
Although techniques are available to quantify emissions and subsequent dispersal of dust from construction sites, they are subject to considerable uncertainty. Typical dust episodes at construction sites are associated with short term events, not usually included within a modelling assessment. Construction sites are temporary and some degree of nuisance would normally be tolerated if the duration was no more than a few months. Recent studies by the Building Research Establishment suggest nuisance is unlikely to occur at distances greater than 150m from a construction site boundary.
There are no established criteria for the assessment of nuisance dust arising from construction sites. A risk-based approach has been applied that highlighted the construction sites with the potential to cause the most significant dust nuisances and therefore those that may require additional mitigation measures.
The risk based methodology involves identification of dust raising activities and their duration, and the presence of receptors near to each worksite. This method has been used to rank the sites in terms of low, medium or high dust nuisance potential and hence, determine the degree of dust mitigation required, as reflected in Section 9.
2.4.4 Construction Phase – emissions
As noted above atmospheric emissions arise from two areas; primarily from fuel consumption, secondarily, from materials use. The assessment of construction emissions requires a number of assumptions to be made, as documented in Volume II.
A spreadsheet tool was developed in order to estimate amounts of fuel used for each construction site which can be processed to provide an estimate of CO2 emissions. There are two aspects related to this calculation; the first using inputs related to material, excavated material and waste volumes/quantities delivered to and removed from the worksites and the second relating specifically to fuel consumed by equipment used on site.
The material, excavated material and waste volumes and quantities have been estimated using the engineering calculations, which have been produced for each worksite. Turning these estimates into emissions estimates is achieved through two routes either:
• Making assumptions regarding the mode of transport; the quantities/volumes of material, excavated material or waste that can be transported by mode; the distance travelled; the fuel efficiency and multiplying through the estimated volumes/quantities to be moved. This results in an estimated fuel consumption that can be converted into an emissions estimate by the application of an appropriate emissions factor.
• Making assumptions regarding mode of transport; the quantities/volumes of material, excavated material or waste that can be transported by mode; the distance travelled and multiplying through the estimated volumes/quantities to be moved. This results in estimated vehicle kilometres travelled or tonne kilometres travelled that can be converted to estimated emissions through the application of the appropriate emissions factor.
27 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
The second of these methods was used to estimate emissions from off-site vehicle movements. The emissions during the manufacture of materials have been excluded from this assessment as these emissions are beyond the control of Crossrail and will be subject to separate controlling legislation in the UK. For the purposes of this assessment the emissions of transport from a suppliers/manufacturers boundary have been included in the calculations.
The final area of emissions sources requiring assessment are the emissions from on-site energy use (both fuel and electricity). These have been calculated by compiling lists of equipment to be used on-site; their period of use and daily hours of operation. By making assumptions related to the engine power rating, efficiency of fuel conversion and level of engine power used on average an estimate of the fuel consumption per hour for an item of equipment can be derived. Taking this and multiplying out with the equipment’s estimated operational time provides an estimate of emissions from a particular piece of equipment on a particular worksite, which in turn can be compiled to provide an estimate of the on-site emissions.
Taking all these elements together provides an estimate of the emissions associated with the construction phase. This process has been used to assess the effectiveness of the planned transport measures (use of road and rail) in minimising the emissions in relation to a scenario comprising 100 % road haulage. Emissions of greenhouse gases during the construction phase have been aggregated and assessed against emission savings during the operational phase in order to consider ‘emissions payback’ periods, i.e. the time taken for the operational project to save emissions equivalent to those produced during its construction.
2.4.5 Construction Phase – utility works
The Crossrail Project will require a number of utility works in addition to the main construction activities. A scoping study of these utility works was undertaken to determine the potential to cause an air quality impact, primarily in terms of dust nuisance. The works were classified as either:
• having no potential air quality impact
• having a potential air quality impact, but only in combination with other main works
• having a potential air quality impact in their own right.
The results of the scoping study are summarised in Appendix F. The potential impacts associated with utility works in their own right have been assessed in more detail using the same method described above for the main sites and the results reported accordingly. The development of specific mitigation measures will address the specific measures required for these utility works. For the utility works that are not likely to have a potential air quality impact unless in combination with a main construction site, the specific mitigation measures for the main site will include for the presence of the utility works and the potential need to extend management measures as appropriate.
28 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
2.4.6 Operational Phase - local air quality
Air quality impacts during the operational phase are associated with changes to local transport. In most circumstances, such impacts are not predicted to be significant and it is noted that the Crossrail project alone is unlikely to make a large positive impact on the achievement of air quality objectives. The Crossrail project does, however, provide a very important service around which other mechanisms can be designed in order to reduce reliance on road transport and therefore has the potential to become an integral aspect of strategic air quality management across its route. The project will have an effect in the traffic dynamics of an area, with local air quality effects predicted at stations with park and ride or kiss and ride facilities.
Local air quality impacts associated with modal shift during the operational phase have been assessed using the same method described in Section 2.4.2, for all road links where the project would result in a change of more than 5 % in annual average daytime flows (AADTF, 24-hour). Link data for the base year (2003) and operating year (2016) are presented in full in Volume III. These data have been used to estimate roadside air quality. The results are outlined in the analysis for each route window with the full set of results included in Volume III.
The potential for emissions of particles (as PM10) from ventilation shafts has also been considered in relation to local air quality. Very little data on atmospheric emissions from ventilation shafts exist therefore a monitoring study was undertaken to establish PM10 concentrations at an existing ventilation shaft operational within London. The detailed methodology and results of this study are included in Appendix E.
2.4.7 Operational Phase - emissions
Atmospheric emissions during the operational phase are expected to change as follows: • increase in emissions associated with additional electricity generation • increase in emissions due to maintenance activities • emissions of particulates from ventilation shafts • changes in emissions associated with modal shift.
Atmospheric emissions associated with electricity generation have been determined based on the load centres and expected UK profile in electricity generating mix. Opportunities to reduce electricity demand have been included in the design stage through the development of a Trains Operations Model. This model simulates typical days of operating the Crossrail system, enabling the power consumption to be calculated and hence, optimised by taking into account design in track geometry, inclines, gradients, tunnel ventilation and regenerative technologies.
Emissions associated with maintenance are expected to be very minor, are highly uncertain at this stage and have therefore not been included in this assessment.
29 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
The emissions savings due to modal shift are likely to occur at two levels: local journeys and regional journeys. An estimate of modal shift has been derived from estimated kilometre savings of various vehicle groups derived from the London Transport Model.
Emissions of greenhouse gases during the construction phase have been aggregated and analysed in conjunction with the operational emissions assessment to consider the potential emissions payback scenario. Emissions payback is the point at which emissions saved by the project equal the emissions released during project construction.
2.5 Evaluation of Impacts
2.5.1 Overview
The criteria outlined below have been used to assess the significance of atmospheric emissions and air quality impacts.
2.5.2 Local Air Quality
Table 2-3 shows the limit values from the Air Quality and Air Quality Limit Values Regulations and also outlines the Air Quality Objectives. In many assessment processes thresholds of significance are adopted for use in the assessment of impacts on local air quality e.g: • Significant • Where an Air Quality Management Area has not currently been declared, if the increase in ground level concentrations results in the relevant air quality objective or limit value being equalled or exceeded. • Where an Air Quality Management Area has been declared, if there is an increase in ground level concentrations of a sufficient degree that the implementation of an Air Quality Action Plan by the relevant local authority would be prejudiced. • Not significant –the change in ground level concentrations does not result in the air quality objective or limit value to be equalled or exceeded.
30 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
Table 2-3: Air Quality Assessment Criteria
Pollutant Potential Averaging Air Quality Where applicable Non-Statutory Impact Period Objective / Limit Criteria Value not within 200 m of a major road but within designated nature Vegetation annual (a) (k) 30 µg/m3 (b) 30 µg/m3 reserves regardless of distance from Nitrogen Oxides roadside (NOx) Significant if annual
NOx emissions in Acid annual - everywhere the design year are Deposition greater than present (baseline) year. Nitrogen (c) Health All locations (d) (j) 3 Dioxide (NO2) 1-hour 200 µg/m accessible to the - public locations of annual (e) (j) 40 µg/m3 - permanent residence (c) Particles (PM10) Health Locations where the public may be expected to be present for at least 8 24-hour (f) (j) 50 µg/m3 (g) 50 µg/m3 hours per day (eg. Residential properties, hospitals, care homes, etc) locations of annual (h) (j) 40 µg/m3 (i) 20 µg/m3 permanent residence Notes: (a) Not applicable within 200 m of a major road. (b) English Nature consider the Limit Value applicable within designated nature reserves (regardless of distance from the road) in accordance with the Conservation (Natural Habitats, &c) Regulations 1994 and the Countryside and Rights of Way Act 2000. (c) Health criteria are applicable only at locations where persons may be exposed over the averaging period. For example, the 1-hour criteria are applicable at all public places, the annual mean criteria at locations of residence. (d) Expressed as the 99.8th percentile for the calendar year, to be achieved by 31 December 2005. (e) To be achieved by 31 December 2005. (f) Expressed as the 90.4th percentile for the calendar year, to be achieved 31 December 2004. (g) Stage II Limit Value, expressed as the 90.4th percentile for the calendar year, to be achieved 31 December 2010 if adopted. (h) To be achieved 31 December 2004. (i) Stage II Limit Value, to be achieved 31 December 2010 if adopted. (j) Air Quality Objective. Source: The Air Quality Strategy. (k) Air Quality Limit Value. Source: The Air Quality (England) Regulations 2000 and
31 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
(Amendment) Regulations 2002.
2.5.3 Construction Dust
As noted in section 2.4 there are no established criteria for the assessment of nuisance dust arising from construction sites. A risk-based approach has therefore been developed to identify construction sites with potential to generate significant quantities of dust near sensitive receptors. The assessment of risk focuses on the type and duration of dust raising activities present at each worksite combined with the number and type of receptor within 150 m of the worksite. The method is summarised as follows:
• Using the data from Table 2-4, dust raising activities, ranked as either high, medium or low (3, 2 or 1), on each site were identified from the relevant Construction Working Plans along with predicted duration (in months). The duration of each activity was weighted by the dust raising potential. A total dust raising potential for each worksite was calculated by summing the weighted scores.
• Receptor counts were made around each worksite within distance bandings of 20 m, 50 m, 100 m and 150 m, and weighted by a factor of 4, 3, 2 or 1, respectively. A total dust sensitivity potential for each worksite was calculated by summing the weighted property counts.
• A total dust nuisance score for each worksite was calculated by multiplying the total weighted dust raising potential with the total weighted property count.
Where two or more worksites are in close proximity to one another causing distance bandings to overlap, the weightings for the property counts impacted by more than one worksite were increased by one band. Where appropriate two or more worksites are combined within one dust boundary.
All worksites were ranked by the total dust nuisance score and divided into three categories reflecting the degree of dust mitigation recommended as follows: • standard mitigation (Tier 1) • enhanced mitigation (Tier 2) • premium mitigation (Tier 3).
Results from this assessment were used to provide an indication of the worksites where there is increased potential for dust nuisance and where additional dust mitigation measures, beyond the minimum requirements, may have to be implemented.
Lorry holding areas that are spatially distinct from worksites were not assessed individually for dust raising potential but they will subject to the controls specified in the staged mitigation measures detailed in Section 9.
32 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
Table 2-4: Dust raising Potential of Construction Activities
Description Dust Raising Comment Potential Earthmoving Disruption of potentially Earthworks Excavation High contaminated sites may lead to Grading release of contaminated dusts The impact depends on the type Concrete batching Medium of batching (onsite or not) Material Stockpiling High Handling Loading/unloading Medium-High vehicles Landfilling Low Unlikely to occur much Demolition Medium Cutting Low Works on The impact depends on the type Grinding Medium Buildings of material Crushing High Grit blasting Medium Forbidden by local authorities' Burning of material Low Combustion codes of practice Engines emissions Low Transport of materials Medium Traffic on unsurfaced Medium roads Transport The mud brought to surrounding streets is more likely to cause a Traffic of dirty vehicles Low nuisance than the dust raised from the vehicle itself. Natural Affects stockpiles in particular, but Wind blowing Medium-High Cause also sites which are not in activity. Sources: Corporation of London 2002, London Borough of Lewisham 2004, Westminster City Council 2003
2.5.4 Emissions
There are no established criteria for the assessment of atmospheric emissions other than for vehicles and for prescribed processes. With respect to greenhouse gases, the UK Government has two commitments: • reducing total greenhouse gas emissions by 2008-2012 to 87.5 % of 1990 levels • reducing carbon dioxide emissions by 2010 to 80 % of 1990 levels.
The UK Climate Change Programme acknowledges that further reductions will be required beyond 2010 and cites the recommendation made by the Royal Commission on Environmental Pollution to reduce greenhouse gas emissions by 2050 to 50 % of 1990 levels. The recent Energy White Paper includes a stated aim to reduce carbon dioxide emissions by 2050 to 40 % of 1990 levels. For the purposes of this study, consideration has been given to the lifecycle emissions payback for the project.
33 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
As there are no established guidance criteria for the assessment of atmospheric emissions from construction projects it was not possible to evaluate emissions in terms of ‘significance’ in the same way as for other elements of the assessment. However, taking the emissions for London and some of the surrounding areas and comparing these with the emissions estimated for the project can a useful and accessible yardstick of the potential magnitude of the impact, but it does not translate directly into a measure of impact. On this sort of regional scale, the emissions are only meaningful in the context of regional impacts, which might include issues such as long range transport of pollutants, nitrogen deposition, acidic deposition and formation of secondary particles. The relationship with local air quality impacts, which forms the basis of the assessment elsewhere, is very indistinct.
34 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of V
3 Environmental Baseline & Assessments of Impacts – Route Wide
3.1 Introduction
The purpose of this section is to summarise assessments of the construction and operation phase emissions and the dust worksite risk assessment. It does so by considering the emissions in the context of current emissions within London and the areas to the east and west.
3.2 Emissions
3.2.1 Baseline
Table 3-1 contains a summary of the results of the compiled emissions inventory for NOx, PM10 and CO2. These data have been split to indicate estimated emissions from transport only, and total estimated emissions from all sources. Transport accounts for a significant proportion of the emissions. This is particularly pronounced for emissions of NOx, with transport accounting for 70% of emissions. In areas outside of London, but within the study area, the influence of transport on emissions is more pronounced. These are delineated by local authority boundaries in which Crossrail will be present.
35 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of V
Table 3-1: Baseline Emissions Inventory 2000 (without the project) (in tonnes) Pollutant Emitted Area Transport Total Percentage Only of emissions due to transport Estimated 2000 emissions Oxides of Nitrogen London Authorities 52,033 75,266 69%
(NOx) only Other Authorities 24,050 28,499 84%
Total NOx (all areas covered) 76,083 103,765 73% 1 Particles (as PM10) London Authorities 69% only 2,098 3,035 Other Authorities 970 1,149 84%
Total PM10 (all areas covered) 3,068 4,184 73% Carbon Dioxide London Authorities 8,988,228 29,552,688 30%
(CO2) only Other Authorities 3,176,842 7,299,953 44%
Total CO2 (all areas covered) 12,165,070 36,852,641 33% Source data: UK National Atmospheric Emissions Inventory 1 Notes: PM10 baseline has been calculated using the ratio between NOx and PM10 developed from the Greater London Authority/Transport for London Atmospheric Emissions Inventory (Version February 2002).
The methodology employed in the National Atmospheric Emissions Inventory makes the contribution of existing construction activities very uncertain. It relies on emission factors and a knowledge of fuel consumption for certain classes of off road machinery. The contribution made by construction to emissions of NOx and CO2 are attributed on a national basis and resolved spatially according to population density. For PM10 emissions, the emission factors are also applied on a population basis and allow for primary emissions through earth moving and similar activities. It is doubtful if this approach could identify the discrete contribution of a very large construction project, such as the Channel Tunnel. Thus the emissions inventory above could well underestimate the contribution made by current construction activities for major projects in and around London and the Crossrail project could simply replace some of these emissions from existing major projects.
Taking the emissions for London and some of the surrounding areas is, it could be argued, an arbitrary choice as a base case for emissions. It does not translate directly into a measure of impact, in the same way that a measurement of existing air quality might, for example. On this sort of regional scale, the emissions are only meaningful in the context of regional impacts, which might include issues such as long range transport of pollutants, nitrogen deposition, acidic deposition and formation of secondary particles. The relationship with local air quality impacts, which forms the basis of the assessment elsewhere, is very indistinct. The arbitrary nature of the baseline makes the assignment of significance difficult, if not impossible. Nevertheless, these baseline emissions do provide a useful gauge of the magnitude of Crossrail’s emissions.
The scheme wide emissions of NOx and PM10 are reported for completeness although the Department for Transport sets targets for transport schemes to meet relevant ambient air quality criteria for these two pollutants in terms of concentrations rather than reduce
36 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of V
emissions per se. The Environmental Statement is limited to reporting CO2 emissions alone for this reason.
3.2.2 Construction Phase
Emissions during the construction phase have been assessed on a route wide basis as the localised impacts of pollutants have been considered through the air quality and dust assessments. The results, summarised below, have been compiled through the sum of emissions calculated for each construction site (a bottom-up analysis). The results for individual sites and input data are outlined in Volume III.
The completion of any construction work releases pollutants as fuel and primary materials are consumed during the process. A significant amount of off-road machinery will need to be deployed, which are assumed to emit a similar profile of pollutants to HGVs for the purposes of this assessment. The Crossrail project is a very large project and efforts are planned to keep emissions to a minimum, such as through the use of electricity to power on-site equipment and, where possible, through the relocation of some vehicle movements from the road to other forms of transportation such as barges and trains. The assessment required a number of assumptions to be made these are detailed in Volume III.
Table 3-2 to Table 3-6 summarise the results from this analysis for the total route and for each section respectively. The analysis has calculated the construction phase emissions based on two scenarios: • 100% road transport – materials, excavated material etc. • accounting for the planned transport options that include rail and river transport.
These results and the following analysis have been based on the data available to date.
Table 3-2: Scheme Wide Construction Phase Emissions (total tonnes over six years)
CO2 NOx PM10 Total based on 100 % road transport 525,312 12,747 712 Total based on planned transport measures 483,957 12,167 698 Residual -41,355 -580 -13.5 Residual as percentage of 100 % road transport -8% -5% -2%
Table 3-3: W1-W25 Western Route Corridor Construction Phase Emissions (total tonnes over six years)
CO2 NOx PM10 Total based on 100% road transport 24,989 158 12 Total based on planned transport measures 24,417 150 11 Residual -572 -9 -1 Residual as percentage of 100 % road transport -2% -5% -6%
37 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of V
Table 3-4: C1-C13 Central Route Corridor Construction Phase Emissions (total tonnes over six years)
CO2 NOx PM10 Total based on 100% road transport 346,706 11,032 594 Total based on planned transport measures 308,992 10,499 580 Residual -37,715 -532 -14 Residual as percentage of 100 % road transport -11% -5% -2%
Table 3-5: NE1-NE17 North Eastern Route Corridor Construction Phase Emissions (total tonnes over six years)
CO2 NOx PM10 Total based on 100% road transport 78,081 301 30.4 Total based on planned transport measures 77,698 295 30.3 Residual -383 -5 0 Residual as percentage of 100 % road transport -0.5% -1.8% -0.3% .
Table 3-6: SE1-SE8 South Eastern Construction Phase Emissions (total tonnes over six years)
CO2 NOx PM10 Total based on 100% road transport 75,536 1,256 75 Total based on planned transport measures 72,850 1,223 77 Residual -2,686 -34 2 Residual as percentage of 100 % road transport -4% -3% 2% Note: The planned transport measure of exporting excavated material by barge from Limmo (SE1) and Plumstead Portal via Manor Wharf (SE6 and SE6a) are included in the planned transport measures with the sensitivity of having the excavated material removed via road have been included in the 100% road option.
Efforts to minimise road transport are estimated to have reduced the potential CO2 footprint for Crossrail by about 41,000 tonnes over the construction period (equivalent to approximately 8 % of the project’s construction CO2 emissions). These efforts have been estimated to reduce the NOx footprint by around 470 tonnes (equivalent to approximately 5 %) and PM10 emissions by approximately 14 tonnes (equivalent to about 2 %). This is a result of the use of diesel locomotives and barges for the freight movements/excavated material removal rather than HGVs.
Comparison of the total construction phase emissions with the 2000 baseline shows the following:
38 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of V
• Carbon dioxide – The estimates of the CO2 emissions due to the project are equivalent to approximately 1.3 % of the baseline emissions.
• Nitrogen oxides – The estimates of the NOx emissions due to the project are equivalent to approximately 11.7 % of the baseline emissions.
• Particles – The estimates of the PM10 emissions due to the project are equivalent to approximately 16.7 % of the baseline emissions.
As outlined under the methodology section the emissions assessment has been built up primarily using two streams of data; that for the delivery and removal of materials and wastes from construction sites and that related to the use of construction equipment on-site (site emissions). It should be noted that the site emissions have been based on the best available information at the time of the study. Due to the early stage of assessment such information would not be refined until a contractor has been appointed and has developed detailed construction methodologies for a particular worksite. The current information is limited in detail with the smallest temporal unit considered being either a week or a month depending on the nature of the works at any particular worksite. As such it is acknowledged that the current estimate of emissions from worksites represent a likely overestimate that can be refined (and potentially reduced) when the contractors develop more detailed construction plans.
The other proportion of the emissions relate to HGV movements. For the pollutants of concern within the study area the effect of the construction project on local air quality has been assessed as part of the route window analysis in Sections 4 to 7.
In addition, the construction phase emissions are considered temporary and a total of those released over a six year construction period. If the emissions are assumed to be equal per year over the construction period then the indicative contribution of emissions of CO2, NOx and PM10 in comparison to the baseline would obviously reduce.
It is noted that indirect emissions will arise from the manufacture of materials used during construction, principally concrete and steel. Based on high level calculations associated emissions could be in the order of 350,000 tonnes of CO2, 500 tonnes of NOx and 150 1 tonnes of PM10 . The emissions during the manufacture of materials have, however, been excluded from this assessment as these emissions are considered to be beyond the control of Crossrail and will be subject to separate controlling legislation in the UK.
3.2.3 Operational Phase
The route-wide results from the operational phase include consideration of the construction phase emissions which have been offset against the estimated modal shift due to the project, taking account of operational energy consumption figures.
The emissions assessment has estimated both the construction and operation emissions from the Crossrail project, including consideration of the emissions reductions brought about
1 This calculation has been based on approximate calculations of emissions from the production of 1.1 million m3 of concrete, 140,000 tonnes of steel reinforcement and 140 km of steel rails.
39 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of V through modal shift. The study assumed that the energy required to operate Crossrail originates from the grid.
Drawing these phases of assessment together and making the assumption that the annual energy savings are consistent over the project life has allowed an estimate of emissions payback to be made. The results are summarised in Table 3-7 for all pollutants considered.
Table 3-7: Emissions Payback
Source CO2 NOx PM10 Operational Energy Use1, 2 61,442 2,893 159 Vent shaft emissions3 0 0 0 Modal shift4 -62,756 -626 -5 Annual operational emissions (tonnes/pollutant) -1,315 2,268 154 Construction emissions (tonnes/pollutant) 483,957 12,167 698 Emissions payback (years) 368.1 Never Never Note: 1 Calculated from Crossrail Operational Model June 2004 annual electricity consumption of 205,220,193 kWh less the avoided consumption of electric trains replaced by Crossrail of 38,448,954 kWh and replaced diesel train emissions equivalent to 23,742,446 service km per year. 2 Assumes grid electricity used. The conversion of electricity consumption to emissions has been based on estimated overall emissions improvements in the UK power generation sector. The emissions factors in kg per kWh consumption that have been applied are CO2 0.368, NOx 0.017 and PM10 0.00095. These have been based on projections by DTI of both CO2 and electricity supplied used in the National Allocation Plan for the European Emissions Trading Scheme (published May 2004, amended November 2004). The figures for CO2 represent a seven year average for the period 2013 to 2020. The figures for NOx and PM10 have been pro-rated based on 2000 ratios to CO2. 3 Estimated figure. The vent shaft analysis has not indicated any emissions from vent shafts. 4 Modal shift has been calculated based on information extracted from the LTS model for with and without Crossrail scenarios.
The results estimate that the Crossrail project will save marginally more emissions of CO2 from modal shift than it emits through electricity consumption during any year. Based on the assumptions made the CO2 emissions payback is estimated to occur after 365 years; well beyond the design life of the scheme. It is noted that the speed of emissions payback could be improved through the identification and adoption of energy/fuel efficiency measures during both the construction and operational phases. It could also be improved through the adoption of a policy to purchase all or part of the electricity requirements from green electricity (assumed to be have zero carbon emissions).
For both NOx and PM10 the assessment did not estimate any annual savings in emissions, therefore, based on the assumptions in this assessment the project would not be able to offset emissions of these pollutants.
These results for NOx and PM10 may be considered negative impacts. Considering these results in the context of the emissions is key to understanding the likely magnitude of the impact. The operational scenario analysis demonstrates that these negatives primarily arise due to the emissions related to the electricity consumption of Crossrail.
40 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of V
Emissions associated with electricity consumption are important in the context of the national emissions balance. However, there are a number of reasons that demonstrate why the operation of the Crossrail project is unlikely to result in a serious adverse impact:
• Emissions of NOx and PM10 are displaced from urban roads along the route to power stations generating electricity. Such power stations will have to comply with the conditions of their permit which would include compliance with emissions limitations that, at minimum, should comply with the applicable European Environmental Standards such as the revised Large Combustion Plant Directive.
• The displacement of NOx and PM10 emissions, however small in absolute terms, from the roads around the project will assist in the management of air quality in the area. • The Crossrail project as a whole provides an important mechanism around which comprehensive air quality management strategies can be built, this has been outlined in Section 2.
Therefore while it is estimated that the project may not directly improve the situation for NOx and PM10 it may assist in the wider air quality management along the route. In addition, provided that power stations supplying the energy comply with imposed legal operating requirements, the Crossrail project is estimated to not result in emissions and impacts associated with the power production beyond the legislative framework.
The above discussion does not mean that operationally energy consumption has no impact it simply means that this is considered to be an impact that should be minimised through good operational energy practices. It is recommended that the Crossrail project seeks to maximise opportunities for energy and fuel efficiency both during construction and operation in line with the policies outlined in Section 2.
It should also be noted that the above calculations have been based on the best information to date. With a more focussed push for public transport, perhaps in conjunction with other policy measures such as increased congestion charging, higher taxation or a culture shift the modal shift influence may be more significant and emissions savings could be achieved sooner and under more scenarios.
The above analysis has indicated that the Crossrail project could have a very small benefit in terms of Carbon, potentially achieving operational carbon neutrality. It is noted that the atmospheric emissions situation for all pollutants could be improved through a combination of energy efficiency gains and a policy for procuring green electricity if it can be demonstrated that it is economically viable.
An uncertainty analysis for the emissions assessment has been undertaken and is outlined in Appendix D.
3.2.4 CO2 Emissions Payback Sensitivity Analysis
The assessment described above provides an indication of the expected payback in years as the balance between emissions arising from the construction period and those saved during operation. The assessment includes a number of conservative assumptions:
41 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of V
• The on-time for construction plant is based on monthly data commensurate with the level of design detail available at the time of assessment. As the detailed design progresses, the construction plant on-time will be reduced as the Construction Methodologies are optimised and hence, actual emissions will be less than estimated at this stage.
• No consideration has been given to optimising energy consumption during operation, by enhancing energy savings associated with regenerative breaking, heating, lighting and ventilation systems, for example
• No consideration is given to purchase of electricity from renewable suppliers.
Table 3.8 includes the results of a sensitivity analysis taking account of the above factors. Scenario A is considered the ‘base case’, representing the indicative calculations reported above. Scenarios B1 and B2 represent the potential for reducing emissions as the details for construction plant operating time is resolved. Scenario C provides an indication of the potential for energy efficiency during operation and Scenario D the contribution that purchasing renewable electricity has. Scenario E represents the cumulative effect of Scenarios B1, C and D. The results indicate the payback period may be expected to be reduced to well within normal planning timescales of 10 to 20 years. Although further detailed design is required to quantify this net positive impact more accurately, the sensitivity analysis does demonstrate there is high potential for Crossrail to have a positive impact in
terms of reducing CO2 emissions.
Table 3-8: CO2 Emissions Payback – Sensitivity Analysis
Source Scenario Scenario Scenario Scenario Scenario Scenario A B1 B2 C D E Operational Energy Use 61,442 61,442 61,442 55,298 30,721 27,649 Modal shift -62,756 -62,756 -62,756 -62,756 -62,756 -62,756 Annual operational emissions -7,458 -32,035 -35,107 (tonnes) -1,315 -1,315 -1,315 Construction emissions (tonnes) 483,957 362,968 241,979 483,957 483,957 362,968 Emissions payback (years) 368.1 276.2 184.2 64.9 15.1 10.3 Note: 1 Scenario A as per Table 3.7. 2 Scenario B1 assumes construction plant operation time is reduced by 25% 3 Scenario B1 assumes construction plant operation time is reduced by 50% 4 Scenario C assumes operational energy use reduced by 10% 5 Scenario D assumes 50% purchase of renewable electricity 6 Scenario E assumes the cumulative effect of implementing Scenarios B1, C and D.
42 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of V
3.3 Worksite Dust Risk Assessment
3.3.1 Baseline
Establishing long-term mean dust deposition rates typically requires a minimum 12 month monitoring study. There are also many confounding factors such as existing construction sites which by their nature are transient. A risk based approach has been adopted for this assessment that was designed to ensure that construction sites where dust nuisance may potentially be an issue are identified and the appropriate level of mitigation measures applied.
3.3.2 Construction Phase
Many construction activities have the potential to give rise to emissions of dust. The risk of emissions giving rise to complaint is dependent on a number of factors. These include the specific activities on site, the duration of activities and the proximity and nature of receptors. Each work site has been assessed individually for potential to give rise to dust emissions and attributed a score. The score determines whether the site is rated as a high, medium or low risk site and in turn the risk rating determines the level of dust control required within the three tier system. The dust control measures are outlined in Section 9.
The results of the dust analysis are represented graphically in Figure 3-1 and provided for each route window in sections 4 to 8; the individual worksite scores and rankings are detailed in Volume III. The boundaries between high, medium and low risk sites, which can be seen in Figure 3-1, were set by making a practical judgement on the overall results of the assessments. The 10 sites with the greatest risk of significant dust emissions had a clear cut- off approximating to a score of 200 000. The medium risk rating takes in all the remaining sites in the Central section and a small number in the other sections where there is likely to be a significant impact. The medium risk sites therefore are those with a score between 200 000 as a higher boundary and 10 000 as a lower boundary. The low risk sites have a score below 10 000. This represents the majority of sites which lie in the West, North East and South East sections. These are the sites where works are mainly small scale platform, station and track work alterations.
3.3.3 Dust Assessment Impacts Summary Table
Route wide - Temporary Impacts Works & potential Significance Committed Residual Impact impacts Mitigation Description Significance Potential for The potential for Dust control Application of the Insignificant. The temporary dust nuisance will methods detailed mitigation measures potential for deterioration due exist but should in Section 9 should minimise nuisance is to construction be controlled by issue and manage considered dust mitigation the residual risk of temporary and measures. nuisances. controllable.
43 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
Figure 3-1: Dust Nuisance Potential: Risk Assessment
1200000
1000000
800000
High risk
600000
Dust raising potential raising Dust 400000
200000 Medium risk Low risk 0 Pitsea Moorgate Canal Way Canal Iver Station Goslett Yard Ilford Station Ilford Arsenal Way Arsenal Davies Street Davies rsion (utilities) Red Star Deck Star Red Blackwall Way Blackwall Blackwall Way Blackwall Slough Station Slough Vallence Road Vallence Taplow Station Taplow Durward Street Durward Finsbury Circus Southall Station Southall Liverpool Street Liverpool Park Lane Shaft Park Ladbrook Grove Ladbrook Ladbroke Grove Ladbroke Langley Station Station Langley Romford Station Romford Stratford Station Stratford Station Hanwell Hyde Park Park Shaft Hyde Hanover Square Hanover Stockley Flyover Stockley Bridge Trenches District Line Link Line District Burnham Station Ealing Broadway Ealing Royal Oak Portal Shenfield Station Shenfield Plumstead Portal Plumstead Limmo Peninsular Limmo Pudding Mill Lane Mill Pudding Silvertown Station Silvertown Brentwood Station Brentwood Connaught Tunnel Connaught Farringdon Station Farringdon Leigh Road Bridge Road Leigh Fisher Street Shaft Street Fisher Gidea Park Station Park Gidea Paddington Station Paddington Dover Road Bridge Road Dover Manor Park Station Manor Park Forest Gate Station Gate Forest Warren Lane Shaft Shaft Warren Lane Goodmayes Station West Ealing Station Ealing West Mile End Park Shaft Park End Mile Horton Road Bridge Road Horton Seven Kings Station Kings Seven Eleanor Street Shaft Street Eleanor Maidenhead Sidings Hanbury Street Shaft Street Hanbury Green Shaft Stepney Sainsbury's Car Park Sainsbury's William Street Bridge West Drayton Station Drayton West Fareham Shaft Street Harold Wood Station Station Wood Harold Blomfield Street Shaft Street Blomfield St Marys Road St Bridge Southall West Sidings West Southall Uxbridge Road Bridge Road Uxbridge Hertsmere Road Shaft Hertsmere Road North Woolwich Portal Woolwich North Hanwell Station (track) Station Hanwell Wrexham Road Bridge Road Wrexham Chadwell Heath Station Heath Chadwell Lowell Street Vent Shaft Vent Street Lowell Old Oak Common Depot Common Oak Old Middlegreen Road Bridge Road Middlegreen Old Stockley Road Bridge Road Old Stockley Romford Depot (combined) Depot Romford Pudding Mill Lane (utilities) Lane Mill Pudding Harold Wood Station (west) Station Wood Harold Gidea Park Stabling Sidings Stabling Park Gidea Westbourne Park Bus Depot Bus Park Westbourne Hayes and Harlington Station and Harlington Hayes Ebbsfleet Station and Sidings Station Ebbsfleet Belvedere Materials Handling Materials Belvedere Aldersbrook Sidings Worksite Sidings Aldersbrook West Drayton Stabling Sidings Stabling Drayton West Plumstead to Bostal Manorway to Bostal Plumstead Heron Industrial Estate (utilities) Estate Industrial Heron Stoke Poges and Farnham Bridges and Poges Stoke Dagenham Motors to Stockley Close Motors to Stockley Dagenham Wick Lane Dive Sewer Wick Abbey Wood Station and Trackworks Wood Station Abbey Mile End conveyor inc Pedley Streeet Pedley inc conveyor End Mile Abbey Mills Sewer Diversion (utilities) Diversion Sewer Mills Abbey Hollow Hill Lane to Dog Kennel Bridge Kennel Dog Lane to Hill Hollow Acton Main Line Station and Diveunder Main Line Station Acton Southall to Uxbridge Road Road (W7 section) to Uxbridge Southall Isle of Dogs (North Quay) Billingsgate& Victoria Dock Portal/Custom Station House Portal/Custom Dock Victoria Southall Station to Uxbridge Road section) Road (W8 to Uxbridge Station Southall Worksites
44 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
(This page left intentionally blank).
45 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
(This page left intentionally blank).
46 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
4 Environmental Baseline & Assessments of Impacts – Route Section 1: Heathrow to Westbourne Park
4.1 Overview of Crossrail works in West Route Section
This Section describes the west route section of Crossrail, which runs from Heathrow to Westbourne Park, as illustrated below.
Figure 4-1: Orientation Diagram of the West Route Section
4.1.1 Permanent Works
The Crossrail service will use only the existing Great Western relief lines (in normal operations). Additional new track will however, be provided at some locations. For example, a new line will be constructed over about 1 km between Langley and West Drayton, which will link existing (but upgraded) freight lines to its east and west so providing increased track capacity.
Crossrail’s major new structures or facilities include a new dive-under (rail underpass) at Acton (W4), a new flyover at Stockley in Hillingdon (W11), a freight loop from Langley to West Drayton (W14, W15,W16) and new or remodelled sidings at Maidenhead (W25), West Drayton (W13) and Old Oak Common depot (W3). Crossrail will require, at several places, changes to the permanent way, such as new track or track realignment. It will also require new or extended station platforms to accommodate Crossrail’s 200 m long trains. At nine stations, improved facilities, including new or modified ticket halls, will be provided to accommodate the increased number of passengers from Crossrail.
47 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
Much of the Great Western Mainline (GWML) is not electrified: only the section between Paddington and the Stockley Road bridge in Hillingdon is electrified at present. The remainder of the route west of Stockley Road bridge will require the provision of new 25 kV AC overhead line equipment (OHLE), generally in the form of 6 m high gantries from which catenary wires and contact wires will be suspended. This in turn will require that some of the bridges on the route be raised or the track lowered beneath them. In some cases, bridges will be reconstructed completely. In other cases, bridge works will be more limited; for example, the raising of parapets (side walls) for public safety reasons.
4.1.2 Construction Works
Construction methods for each of the works are described in their route window; for example, with respect to construction of bridges, station buildings, stabling facilities and grade separated crossings. The construction works, where they take place on or near to the railway, may need to be undertaken during ‘possessions’, when the railway is closed to normal passenger and freight services. These possessions generally take place at night, at weekends or over public holidays. Where time periods for the works are given in this chapter, they may be subject to alteration to accommodate possession planning requirements (ie times to be negotiated with the train companies and Network Rail, when the works can be undertaken during temporary closure of the railway) and final commissioning, which may need to be completed for the corridor as a whole.
Methods for constructing OHLE and platform extensions are much the same wherever they are undertaken and so, for brevity, are described once here.
Construction of OHLE will require that ground bearing or piled foundations be installed using rail-mounted machinery or by hand. Masts (which will have a bolted base) and electrical equipment will be installed generally from the rail. Materials will be delivered by rail or road as appropriate.
Plant and equipment required for construction of OHLE will include a mini digger, piling rigs, concreting plant, diesel locomotives and wagons, a vibrating poker, generators, road/rail cranes and hand held plant.
Platform extensions, which will be undertaken at 13 stations, will involve: • break out and removal of existing surfaces and ramps; • excavation and construction of foundations using piling where appropriate; • construction of platforms using crosswalls and pre-cast concrete planks; • fitting of reinforced concrete screed, copings and paving, fitting of tactile strips and levelling of the surface; • installation of lighting and drainage; and • adjustment of track alignments, if required.
Proprietary platform extension systems may be used which may vary the construction activities.
48 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
Subject to possession planning requirements and excluding final commissioning, platform extensions will generally take between one and three months to complete.
Enabling works will be required prior to the main construction works. These may take up to 12 months at each site, although at locations where only minor enabling works are required the durations of these works could be much shorter.
49 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
Table 4-1: Main Construction Works in the West Section
Route Window Crossrail Worksites Major Bridge Permanent Project Local Start Point End Station works Works/Features Authority Point W25 Maidenhead Maidenhead Northern Platform Worksite - Stabling and turnback RB. of Welbeck York Station Northern Station Car Park facility Windsor & Road Stream Worksite A new platform and a new Maidenhead Shoppenhanger’s Road ticket hall at Maidenhead Worksite Station Maidenhead Sidings Worksite Overhead line equipment Southern Station Car Park Worksite Maidenhead Yard Sewer Diversion Worksites W24 Maidenhead - Maidenhead Bridge Worksite Maidenhead Overhead line equipment RB of York Stream Jubilee Railway Railway Bridge Windsor & River Bridge Maidenhead Bridge South Bucks DC W23 Taplow Taplow Taplow Station Approach - Platform extensions South Bucks Jubilee River Hitcham Station Road Worksite North Overhead line equipment DC Bridge Road Taplow Station Footbridge Footbridge works Worksite South W22 Lent Rise - - Overhead line equipment South Bucks Hitcham Clare DC Road Road Slough B.C. W21 Burnham Burnham Sandringham Court Worksite - Platform extensions Slough B.C. Clare Road Henley Station North (Burnham Station) Overhead line equipment Road Burnham Lane Worksite W20 Dover Road - Dover Road Bridge Worksite Dover Road Overhead line equipment Slough B.C. Henley Road Yarmouth & Leigh North Bridge Road
50 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
Route Window Crossrail Worksites Major Bridge Permanent Project Local Start Point End Station works Works/Features Authority Point Road Dover Road Bridge Worksite Leigh Road Bridges South East Bridge Dover Road Bridge Worksite South West Leigh Road Bridge Worksite North Leigh Road Bridge Worksite South East Leigh Road Bridge Worksite South West W19 Stoke - Farnham Road Bridge Farnham Road Overhead line equipment Slough B.C. Yarmouth Grays Poges Lane Worksite North Bridge Road Road Bridge Farnham Road Bridge Stoke Poges Worksite South Lane Bridge Stoke Poges Lane Bridge and Worksite North Footbridge Stoke Poges Lane Bridge Worksite South W18 Slough Slough William Street Bridge William Street Changes to the ticket hall, a Slough B.C. Grays Road Eastbridg Station Worksite Bridge new footbridge and e Brunel Way Worksite Wexham Road provision of lift access Railway Terrace Worksite Bridge Platform extensions and the West Uxbridge Road provision of a new bay Slough Station Worksite North Bridge platform Slough Station Worksite Overhead line equipment South Wexham Road Bridge Worksite North Wexham Road Bridge
51 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
Route Window Crossrail Worksites Major Bridge Permanent Project Local Start Point End Station works Works/Features Authority Point Worksite South Uxbridge Road Bridge Worksite North
W17 Middlegreen - Middlegreen Road Bridge Middlegreen Overhead line equipment Slough B.C. Eastbridge Darwin Road, St. Worksite North Road Bridge Road Mary’s St. Mary’s Road Bridge and Pipe Road and Worksite South Bridge Trenches Trenches Bridge Worksite St Mary’s Bridges North Road Bridge Trenches Footbridge W16 Langley Langley Langley Station Worksite - Overhead line equipment Slough B.C. Darwin Road Southwol Station North Platform extension d Spur Hollow Hill Lane to Dog Reinstatement and Kennel Bridge Worksite extension of track at Langley East Junction W15 Dog Kennel - Dog Kennel Bridge Worksite Dog Kennel Overhead line equipment Slough B.C. Southwold Bathurst Bridge South Bridge 1.2km of new track on the South Bucks Spur Walk Chequer Bridge Gas Pipeline Construction north side of the line with DC Diversion Worksites of new bridge associated embankment span over road widening adjacent to existing Chequers
52 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
Route Window Crossrail Worksites Major Bridge Permanent Project Local Start Point End Station works Works/Features Authority Point Bridge W14 Iver Station Iver Iver Station Worksite Thorney Lane Overhead line equipment South Bucks Bathurst Walk River Thorney Lane South Worksite Bridge Replacement of ticket office DC Colne Thorney Lane North Worksite Platform extension and East provision of new platform Thorney Lane North Worksite West Thorney Hill Golf Course Electricity Pylon Worksites W13 West West Drayton West Drayton Stabling Station Road New stabling facility on the South Bucks River Colne Roberts Drayton Worksite Bridge former West Drayton coal DC Close Station and West Drayton Station to depot LB of Stabling Horton Bridge Worksite Rebuilt station at West Hillingdon Colne Valley Trunk Sewer Drayton Diversion Worksites Overhead line equipment W12 Horton - Kingston Lane Worksite Kingston Lane Overhead line equipment LB of Roberts Stockley Road and West Drayton Station to Bridge Hillingdon Close Road Old Horton Bridge Worksite Old Stockley Bridge Stockley Stockley Road Bridge Road Bridge Road Worksite Bridges W11 Stockley - Stockley Close Worksite - New viaduct along the north LB of Stockley Alpha Flyover H G Timber Worksite side of the railway and new Hillingdon Road Bridge Estate All Point Packaging Worksite transfer structures at either Dagenham Motors Worksite end with associated trackworks Overhead line equipment to the west
53 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
Route Window Crossrail Worksites Major Bridge Permanent Project Local Start Point End Station works Works/Features Authority Point W10 Hayes and Hayes and Hayes and Harlington Station Station Road New track on north side of LB of Alpha Estate Brent Harlington Harlington Road Bridge Worksite Bridge rail corridor Hillingdon Road Station Hayes and Harlington Station New ticket hall, footbridge Worksite North and lifts Hayes and Harlington Station New platform and platform Worksite South extensions
W9 Southall - - - - LB of Brent Road Randolph West Hillingdon Road Sidings LB of Ealing W8 Southall Southall Southall Station Worksite - Reconstruction of Southall LB of Ealing Randolph Lyndhurst Station Park Avenue Worksite Station Road Avenue New and extended platforms and lifts Track works W7 Hanwell Hanwell Hanwell Station Forecourt - Platform extensions LB of Ealing Lyndhurst Church Station Worksite Avenue Road Golden Manor Worksite Churchfields Gardens Worksite W6 West Ealing West Ealing West Ealing Station Worksite - Replacement of the ticket LB of Ealing Church Road St Station hall Leonards New bay platform Road Platform extensions W5 Ealing Ealing Haven Green Worksite - Replacement of the ticket LB of Ealing St Leonards Piccadilly Broadway Broadway Ealing Broadway Station hall Road Line Station Forecourt Worksite Platform extensions Ealing Broadway Station Worksite South
54 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
Route Window Crossrail Worksites Major Bridge Permanent Project Local Start Point End Station works Works/Features Authority Point W4 Acton Main Acton Main Line Acton Mainline Station - New rail underpass west of LB of Ealing District & Western Line Station Worksite Acton Yard Piccadilly Avenue & Yard Acton Mainline Station New ticket hall Line Bridge Worksite West New footbridge Action Yard Worksite Platform extensions and new lifts W3 Old Oak - - - Fifteen new stabling sidings LB of Ealing Western Hythe Common Carriage washing facility LB of Avenue Road Depot and crew accommodation Hammersmith and Fulham W2 Canal Way - - - Changes to the track layout LB of Hythe Road Admiral Hammersmith Mews and Fulham RB. of Kensington & Chelsea W1 Portobello - - - Reduction from six to four RB. of Admiral Mews Edenham Junction tracks Kensington & Way Chelsea
55 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
4.2 Route Window W25: Maidenhead Station
4.2.1 Overview
(i) General Description
Within this route window the main Crossrail works will involve: • construction of stabling and turnback facilities west of Maidenhead station; • upgrading of Maidenhead station including a new ticket hall, lifts, a new platform for Marlow branch services and platform extensions, and an extension to the existing subway; and • introduction of overhead line equipment.
This route window is located within the Royal Borough of Windsor & Maidenhead. Maidenhead station lies on the southeast edge of the town centre, within a wholly urban setting. Retail and office uses predominate in the town centre, which is itself adjoined by the residential area of Grenfell Park. To the south lies the mixed-use area of South Maidenhead, comprising housing, open space (Desborough Park and the Desborough school playing fields) and community facilities.
The proposed stabling site is located on an enlarged embankment that is adjoined to the north by the Boyn Valley Industrial Estate, beyond which lies the residential area of Boyn Hill. To the south lies the woodland belt of The Gullet and the residential area of Desborough.
Figure 4-2: Location Plan of Maidenhead Station
56 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
During the construction phase the activities in Route Window W25 include those associated with provision of an emergency escape and turnback sidings, platform extensions and associated track slews. Route Window W25 contains the Maidenhead Station worksite. During the operational phase the primary Crossrail feature in this Route Window is the presence of Maidenhead Station.
(ii) Baseline Air Quality
This Route Window is located within the Royal Borough of Windsor and Maidenhead. The Royal Borough of Windsor and Maidenhead has not yet declared any AQMAs, however, in December 2004 following the cabinet decision the Borough expects to declare several
AQMAs on the basis of NO2. The section of the Crossrail route within the Borough will travel through one of the AQMAs (that which encompasses Maidenhead’s rail network).
Annual mean ambient background concentrations of NO2, PM10 and NOx within this Route Window are, and are expected to be, as per the table below. Concentrations in 2003 are presented for context. Baseline Objective 2003 2007 2010 2016 2003 2007 2010 2016
NOX 67 55 46 36 - - - -
NO2 35 31 27 23 40 40 40 40
PM10 22 21 20 18 40 40 20* 20*
* The proposed provisional PM10 objective for London to be achieved by 2010 is 23 µg/m³. Outside of London, the proposed provisional objective also to be achieved by 2010 is 20 µg/m³. (all concentrations in µg/m³) Source: National Air Quality Information Archive at www.airquality.co.uk
(iii) Construction Phase: Traffic Impacts on Local Air Quality
In 2007, the ambient background NO2 concentration in Route Window W25 is not predicted to breach the Air Quality Objective of 40µg/m³ on any of the roads assessed. NO2 concentrations derived from construction traffic in this Window are predicted to contribute less than 1µg/m³ and will not cause additional breaches of the Objective.
Ambient background PM10 concentrations within Route Window W25 will be less than 70% of the Air Quality Objective Value of 40µg/m³ in 2007. PM10 concentrations derived from construction traffic within this window are predicted to contribute less than 1µg/m³ and remain within the Objective Value.
Ambient background PM10 concentrations within Route Window W25 are not expected to breach the provisional Air Quality Objective Value of 23µg/m³ in 2007, the first year of construction, with or without Crossrail. Crossrail construction traffic is not predicted to cause any additional breaches. This Objective Value may be implemented in 2010 when the ambient background PM10 concentration, in the absence of traffic, is expected to be 20µg/m³.
Within Route Window W25 one new development which may be of significance to Crossrail is planned. It involves the construction of a four storey office block and car park. The
57 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV development site is within 100 m of the Maidenhead Station Tier 2 medium risk Worksite. If this development generates significant construction traffic, cumulative air quality impacts are possible. If, however, the development is completed prior to Crossrail construction there will be no air quality issue as the development does not comprise any sensitive receptors.
(iv) Operational Phase: Traffic Impacts on Local Air Quality
During the operational phase of Crossrail, none of the links within Route Window W25 are expected to exhibit an increase in traffic flow in 2016 as compared to the 2016 Baseline case.
In 2016, ambient background NO2 concentrations in Route Window W25 are expected to be within the Air Quality Objective of 40 µg/m³ on all roads. NO2 concentrations resulting from operational traffic as a result of Crossrail are not predicted to alter concentrations as compared to the Baseline in 2016.
Ambient background PM10 concentrations within Route Window W25 are expected to be less than 70 % of the Air Quality Objective Value of 40 µg/m³ in 2016. PM10 concentrations derived from operational traffic due to Crossrail are not predicted to alter concentrations as compared to the Baseline in 2016.
PM10 concentrations within Route Window W25 are expected to be between 70 and 100% of the provisional Air Quality Objective Value of 23µg/m³ on all roads in 2016 both with and without Crossrail. In 2016 the ambient background PM10 concentration, in the absence of traffic, is expected to be 18 µg/m³. The provisional Objective Value may be implemented in 2010.
Pollutant concentrations in 2016 within this Route Window are expected to not be increased and hence are insignificant.
4.2.2 Construction Phase: Nuisance Dust
There is one dust boundary in Route Window W25, this is the Maidenhead Sidings Worksite. The boundary does not overlap with any other dust boundary and therefore no adjustment for cumulative impacts is required. Table 4-2 shows the total receptor counts for Maidenhead Station site.
58 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
Table 4-2: Maidenhead Sidings Worksite
No of receptors Total 20 m 50 m 100 m 150 m Residential 0 150 306 212 Care homes 0 0 0 0 Educational 0 0 0 1 Hospitals 0 0 0 0 Designated areas 0 1 0 0 Other 42 2 33 39 Total 42 153 339 252 Weighting 4 3 2 1 Weighted total 168 459 678 252 1557 Construction Dust raising Weighting Duration Weighted Activity potential dust raising potential earthworks, high 3 7 21 excavation construction low 1 18 18 trackworks low 1 8 8 Weighted total 47 Worksite score 73 179 Refer to Methodology Section 2.5 and Figure 1E0320-W1E00-E01-F-00025 (Volume III).
There is an educational establishment, Desborough School, within the dust boundaries of Route Window W25.
With reference to the route-wide assessment (Section 3 the overall worksite rating for dust nuisance potential is: • Maidenhead Sidings. The dust risk score for this site is between 10,000 and 200,000 and therefore there is a medium potential for dust nuisance. Tier 2 mitigation measures will be required (refer to Section 9).
Within Route Window W25 one new development which may be of significance to Crossrail is planned. It involves the construction of a four storey office block and car park. The development site is within 100 m of the Maidenhead Sidings Tier 2 medium risk Worksite. If this development generates significant construction dust, cumulative air quality impacts are possible. If, however, the development is completed prior to Crossrail construction there will be no air quality issue as the development does not comprise any sensitive receptors.
4.2.3 Utility Works
There are no utility works in this window with the potential to cause air quality impacts on their own. However, the planned sewer diversion at Maidenhead Yard (Reference AW035) would generate dust which, in combination with the activities associated with the Maidenhead Sidings Worksite, has the potential to cause an air quality impact. This has
59 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV been addressed in the assessment of the Maidenhead Sidings Worksite and in developing the relevant dust management measures to be applied at this site.
4.2.4 Operational Phase: Vent Shaft Emissions
There are no vent shafts in Route Window W25.
4.2.5 Route Window Impact Summary Tables
Route Window W25 - Temporary Impacts Works & Significance Committed Residual Impact potential Mitigation Description Significance impacts Deterioration in Insignificant (<1 % Recommended Marginal Insignificant ambient NO2 due increase on construction deterioration in air as temporary to construction baseline practice (Section quality (NO2) for marginal traffic – all routes. concentrations; no 9). Minimisation of duration of increase. breach of lorry export (use of construction. Objective rail). caused). Deterioration in Insignificant (no Recommended Marginal Insignificant ambient PM10 due increase on construction deterioration in air as temporary to construction baseline practice (Section quality (PM10) for marginal traffic – all routes. concentrations; no 9). Minimisation of duration of increase. breach of lorry export (use of construction. Objective rail). caused). Medium potential Significant but Recommended The application of Insignificant. dust nuisance. temporary (rated construction the mitigation Potential for medium for dust practice/ mitigation measures should nuisance is potential). The measures (Section minimise this issue temporary. potential for dust 9). and manage the nuisance will exist residual risk of but will be nuisance issues. controlled by mitigation measures.
60 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
Route Window W25 - Permanent Impacts Works & Significance Committed Residual Impact potential Mitigation Description Significance impacts Change in Insignificant (no None necessary. Marginal Insignificant. ambient NO2 due change in ambient deterioration in air to operational concentrations). quality (NO2) in traffic. area of poor air quality. Change in Insignificant (no None necessary. Very marginal Insignificant. ambient PM10 due change in ambient deterioration in air to operational concentrations). quality (NO2) in traffic. area of poor air quality.
4.3 Route Window W24: Maidenhead Bridge
No physical works are anticipated in this section of the route.
Figure 4-3: Location of Maidenhead Railway Bridge
61 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
4.4 Route Window W23: Taplow Station
4.4.1 Overview
(i) General Description
Crossrail will require the introduction of overhead line equipment throughout the alignment in this route window. At Taplow station, the safety implications of this electrification will require that the parapets of the station footbridge be modified.
Platforms at Taplow station will be extended westwards by about 26 m to accommodate Crossrail trains. Platform extensions and footbridge works will take about four months to complete.
The works will be undertaken from two worksites located respectively to the north of the railway, just off Approach Road, and to the south of the railway, in the western corner of the current car park. Transport of materials to and from the sites will be by road. Only about two lorries will serve each worksite on a typical day. Plant and equipment required at the worksite will include a piling rig, crawler, excavators, mobile cranes, compressors, lighting rigs and generators.
This route window is located within the District of South Buckinghamshire. The route runs across the Thames floodplain on an embankment, much of it well vegetated, returning to ground level at Taplow station. The surrounding area comprises countryside and urban fringe uses. Taplow station lies on the western edge of the built-up area of Burnham. Commercial and light industrial premises lie immediately to its east. Beyond Approach Road and Institute Road to the north, is located recreational space, a few residential properties and countryside. The area to the south, beyond Bath Road, is also mainly rural, but includes some residential properties. This rural area extends westwards, forming a wedge of rural land that separates Burnham and Maidenhead.
62 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
Figure 4-4: Location of Taplow Station
During the construction phase the activities in Route Window W23 include those associated with the extension of Relief Line platforms and associated track slews. Route Window W23 contains the Taplow Station worksite. During the operational phase the primary Crossrail feature in this Route Window is the presence of Taplow Station.
(ii) Baseline Air Quality
This Route Window is located within the South Buckinghamshire District.
Small areas of Air Quality Limit Value breaches are predicted to arise in 2004 and 2005, respectively for annual mean NO2 and 24-hourly mean PM10 objectives, close to major roads within South Bucks District. In October 2004 South Bucks District declared an AQMA on the basis of NO2, the area of which encompasses sections of the M25, M4 and adjoining land. The section of the Crossrail route within South Bucks District is entirely within the AQMA.
Annual mean ambient background concentrations of NO2, PM10 and NOx within this Route Window are, and are expected to be, as per the table below. Concentrations in 2003 are presented for context. Baseline Objective 2003 2007 2010 2016 2003 2007 2010 2016
NOX 65 53 44 35 - - - -
NO2 34 30 23 23 40 40 40 40
PM10 22 21 19 18 40 40 20* 20*
* The proposed provisional PM10 objective for London to be achieved by 2010 is 23 µg/m³. Outside of London, the proposed provisional objective also to be achieved by 2010 is 20 µg/m³. (all concentrations in µg/m³) Source: National Air Quality Information Archive at www.airquality.co.uk
63 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
(iii) Construction Phase: Traffic Impacts on Local Air Quality
The level of construction traffic associated with the works in Route Window W23 is minimal. Therefore, no traffic assessment comparing the baseline to the ‘with Crossrail’ case has been undertaken.
(iv) Operational Phase: Traffic Impacts on Local Air Quality
The screening process applied to operational traffic data for Route Window W23 identified three road links that exhibit a change in traffic flows of greater than 5 % during the operational phase of Crossrail. These three links exhibit increase in traffic flow in 2016 as compared to the 2016 Baseline case of up to 6.6 %.
In 2016, ambient background NO2 concentrations in Route Window W23 are expected to be within 70 % of the Air Quality Objective of 40 µg/m³ on all roads. NO2 concentrations resulting from operational traffic as a result of Crossrail are predicted to contribute less than 0.1 µg/m³ as compared to the Baseline in 2016. Crossrail operations are expected to not cause additional breach of the objective on any roads.
Ambient background PM10 concentrations within Route Window W23 are expected to be less than 70 % of the Air Quality Objective Value of 40 µg/m³ in 2016. PM10 concentrations derived from operational traffic due to Crossrail within this window are not predicted to cause any increase in concentrations.
PM10 concentrations within Route Window W23 are expected to be between 70 and 100% of the provisional Air Quality Objective Value of 23µg/m³ on all roads in 2016 both with and without Crossrail. In 2016 the ambient background PM10 concentration, in the absence of traffic, is expected to be 18µg/m³. The provisional Objective Value may be implemented in 2010.
Increase in pollutant concentrations in 2016 within this Route Window are expected to not be significant.
4.4.2 Construction Phase: Nuisance Dust
There is one dust boundary in Route Window W23, this is the Taplow Station site. The boundary does not overlap with any other dust boundary and therefore no adjustment for cumulative impacts is required. Table 4-3 shows the total receptor counts for Taplow Station site.
64 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
Table 4-3 : Taplow Station
No of receptors Total 20 m 50 m 100 m 150 m Residential 0 0 0 0 Care homes 0 0 0 0 Educational 0 0 0 0 Hospitals 0 0 0 0 Designated areas 0 1 0 0 Other 1 2 1 14 Total 1 3 1 14 Weighting 4 3 2 1 Weighted total 4 9 2 14 29 Construction Dust raising Weighting Duration Weighted Activity potential dust raising potential excavation high 3 0.5 1.5 demolition medium 2 0.1 0.2 construction low 1 1 1 Weighted total 2.7 Worksite score 78 Refer to Methodology Section 2.5 and Figure 1E0320-W1E00-E01-F-00023 (Volume III).
With reference to the route-wide assessment (Section 3) the overall worksite rating for dust nuisance potential is: • Taplow Station. The dust risk score for this site is below 10,000 and therefore there is a low potential for dust nuisance. Tier 1 mitigation measures will be required (refer to Section 9).
4.4.3 Utility Works
There are no utility works in this window with the potential to cause air quality impacts, either on their own or in combination with main site construction activities.
4.4.4 Operational Phase: Vent Shaft Emissions
There are no vent shafts in Route Window W23.
65 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
4.4.5 Route Window Impact Summary Tables
Route Window W23 - Temporary Impacts Works & Significance Committed Residual Impact potential Mitigation Description Significance impacts Low potential dust Insignificant (rated Recommended The application of Insignificant. nuisance. low for dust construction the mitigation Potential for potential). The practice/ measures should nuisance is potential for dust mitigation minimise this temporary. nuisance will exist measures issue and manage but will be (Section 9). the residual risk of controlled by nuisance issues. mitigation measures.
Route Window W23 - Permanent Impacts Works & Significance Committed Residual Impact potential Mitigation Description Significance impacts Change in Insignificant None necessary. Marginal Insignificant. ambient NO2 due (<0.1 % change in deterioration in air to operational ambient quality (NO2) in traffic. concentrations). area of poor air quality. Change in Insignificant (no None necessary. Very marginal Insignificant. ambient PM10 due change in ambient deterioration in air to operational concentrations). quality (NO2) in traffic. area of poor air quality.
66 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
4.5 Route Window W22: Lent Rise
No physical works are anticipated in this section of the route.
Figure 4-5: Location of Lent Rise
4.6 Route Window W21: Burnham Station
4.6.1 Overview
(i) General Description
Crossrail will require the introduction of overhead line equipment throughout the alignment in this route window.
The island platform at Burnham station will be extended westwards by about 26 m to accommodate Crossrail trains. Platform extensions will take about four months to complete. Construction plant required at the worksite will include a crawler, excavators, mobile cranes, lighting rigs, compressors and generators.
The works will be undertaken from one site at the western end of Sandringham Court, adjacent to the railway, and a second northeast of the station bounded by Burnham Lane to the east and Sandringham Court to the north. Vehicle access to the worksite will be from Sandringham Court off Station Road. Between two and four lorries are expected to serve each worksite.
67 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
This route window is located within the Borough of Slough. Burnham station lies in a mainly built-up area. Residential uses predominate to the north of the railway. To the south and east, residential uses are intermixed with commercial and light industrial sites, of which Slough Trading Estate is the most prominent. The local centre of Cippenham lies to the south of Bath Road, and the historical village of Burnham to the northwest. The main open spaces comprise Haymill Valley and the Station Road recreation ground, which lie to the east and southeast of the station respectively.
Figure 4-6: Location of Burnham Station
During the construction phase the activities in Route Window W21 include those associated with the various platform works (lengthening, widening and construction). Route Window W21 contains the Burnham Station worksite. During the operational phase the primary Crossrail feature in this Route Window is the presence of Burnham Station.
(ii) Baseline Air Quality
This Route Window is located within the Slough District. Slough’s Air Quality Review and
Assessment recommended further assessment given the possibility that the NO2 objective may be breached. To date Slough District has not declared any AQMAs but two are proposed; one along a section of the M4, and another along a section of the A4 within the town centre.
Annual mean ambient background concentrations of NO2, PM10 and NOx within this Route Window are, and are expected to be, as per the table below. Concentrations in 2003 are presented for context.
68 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
Baseline Objective 2003 2007 2010 2016 2003 2007 2010 2016
NOX 69 57 49 38 - - - -
NO2 36 21 28 24 40 40 40 40
PM10 22 21 20 19 40 40 20* 20*
* The proposed provisional PM10 objective for London to be achieved by 2010 is 23 µg/m³. Outside of London, the proposed provisional objective also to be achieved by 2010 is 20 µg/m³. (all concentrations in µg/m³) Source: National Air Quality Information Archive at www.airquality.co.uk
(iii) Construction Phase: Traffic Impacts on Local Air Quality
In 2007, the ambient background NO2 concentration in Route Window W21 is not predicted to breach the Air Quality Objective of 40µg/m³ on any of the roads assessed. NO2 concentrations derived from construction traffic in this Window are predicted to contribute less than 1µg/m³ and will not cause additional breaches of the Objective.
Ambient background PM10 concentrations within Route Window W21 will be less than 70% of the Air Quality Objective Value of 40µg/m³ in 2007. PM10 concentrations derived from construction traffic within this window are predicted to contribute less than 1µg/m³ and remain within the Objective Value.
Ambient background PM10 concentrations within Route Window W21 are not expected to breach the provisional Air Quality Objective Value of 23µg/m³ in 2007, the first year of construction, with or without Crossrail. Crossrail construction traffic is not predicted to cause any additional breaches. This Objective Value may be implemented in 2010 when the ambient background PM10 concentration, in the absence of traffic, is expected to be 20µg/m³.
(iv) Operational Phase: Traffic Impacts on Local Air Quality
During the operational phase of Crossrail, none of the links within Route Window W21 are expected to exhibit an increase in traffic flow in 2016 as compared to the 2016 Baseline case.
In 2016, ambient background NO2 concentrations in Route Window W21 are expected to be within 70 % of the Air Quality Objective of 40 µg/m³ on all roads. NO2 concentrations resulting from operational traffic as a result of Crossrail are not predicted to alter concentrations as compared to the Baseline in 2016.
Ambient background PM10 concentrations within Route Window W21 are expected to be less than 70 % of the Air Quality Objective Value of 40 µg/m³ in 2016. PM10 concentrations derived from operational traffic due to Crossrail are not predicted to alter concentrations as compared to the Baseline in 2016.
PM10 concentrations within Route Window W21 are expected to be between 70 and 100% of the provisional Air Quality Objective Value of 23µg/m³ on all roads in 2016 both with and
69 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
without Crossrail. In 2016 the ambient background PM10 concentration, in the absence of traffic, is expected to be 19µg/m³. The provisional Objective Value may be implemented in 2010. Pollutant concentrations in 2016 within this Route Window are expected to not be increased and hence are insignificant.
4.6.2 Construction Phase: Nuisance Dust
There is one dust boundary in Route Window W21, this is the Burnham Station site which incorporates three small worksites; Sandringham Court Worksite North, unnamed worksite at western end of station platform; Burnham Lane Worksite. The boundary does not overlap with any other dust boundary and therefore no adjustment for cumulative impacts is required. Table 4-4 shows the total receptor counts for Burnham Station site. Table 4-4 : Burnham Station
No of receptors Total 20 m 50 m 100 m 150 m Residential 16 107 136 260 Care homes 0 0 0 0 Educational 0 0 0 0 Hospitals 0 0 0 0 Designated areas 0 0 0 0 Other 0 3 14 11 Total 16 110 150 271 Weighting 4 3 2 1 Weighted total 64 330 300 271 965 Construction Dust raising Weighting Duration Weighted Activity potential dust raising potential excavation High 3 1 3 demolition Medium 2 0.1 0.2 construction Low 1 1 1 Weighted total 4.2 Worksite score 4053 Refer to Methodology Section 2.5 and Figure 1E0320-W1E00-E01-F-00021 (Volume III).
With reference to the route-wide assessment (Section 3) the overall worksite rating for dust nuisance potential is: • Burnham Station. The dust risk score for this site is below 10,000 and therefore there is a low potential for dust nuisance. Tier 1 mitigation measures will be required (refer to Section 9).
4.6.3 Utility Works
There are no utility works in this window with the potential to cause air quality impacts, either on their own or in combination with main site construction activities.
70 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
4.6.4 Operational Phase: Vent Shaft Emissions
There are no vent shafts in Route Window W21.
4.6.5 Route Window Impact Summary Tables
Route Window W21 – Temporary Impacts Works & Significance Committed Residual Impact potential Mitigation Description Significance impacts Deterioration in Insignificant (no Recommended Marginal Insignificant as ambient NO2 due increase on construction deterioration in air temporary to construction baseline practice (Section quality (NO2) for marginal increase. traffic – all routes. concentrations; no 9). Minimisation duration of breach of of lorry export construction. Objective (use of rail). caused). Deterioration in Insignificant (no Recommended Marginal Insignificant as ambient PM10 due increase on construction deterioration in air temporary to construction baseline practice (Section quality (PM10) for marginal increase. traffic – all routes. concentrations; no 9). Minimisation duration of breach of of lorry export construction. Objective (use of rail). caused). Low potential dust Insignificant (rated Recommended The application of Insignificant. nuisance. low for dust construction the mitigation Potential for potential). The practice/ measures should nuisance is potential for dust mitigation minimise this temporary. nuisance will exist measures issue and manage but will be (Section 9). the residual risk of controlled by nuisance issues. mitigation measures.
Route Window W21 - Permanent Impacts Works & Significance Committed Residual Impact potential Mitigation Description Significance impacts Change in Insignificant (no None necessary. Marginal Insignificant. ambient NO2 due change in ambient deterioration in air to operational concentrations). quality (NO2) in traffic. area of poor air quality. Change in Insignificant (no None necessary. Very marginal Insignificant. ambient PM10 due change in ambient deterioration in air to operational concentrations). quality (NO2) in traffic. area of poor air quality.
71 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
4.7 Route Window W20: Dover Road and Leigh Road Bridges
4.7.1 Overview
(i) General Description
Overhead line equipment will be introduced throughout the alignment in this route window. In order to accommodate the OHLE, Leigh Road bridge will be replaced. The parapets of Dover Road bridge will be raised.
The works at Dover Road bridge will take a little over two months to complete and will involve the use of mobile cranes and a fork lift loader. Demolition waste and ballast will be transported to/from the site by road. Worksites will be located at the northeast, southeast and southwest corners of the bridge. Six lorries per day will serve each of the worksites throughout the construction period.
Leigh Road bridge will be replaced with a new steel single 25 m span bridge. The new bridge will accommodate a pavement and two traffic lanes, obviating the need for the existing traffic signals, which will be removed. Utilities will be diverted across a temporary utilities bridge while the main works take place. The main works will be completed in about six months. They will involve the removal of the existing arches, pier and abutments, followed by piling for the new abutments to a depth of about 20 m. The new steel structure will then be installed. Finishing works will involve casting the concrete deck, directing services back onto the bridge and resurfacing the road. Required construction plant include mobile cranes, tracked loader, vibratory roller, excavators, concrete pumps, generators, compressors and piling equipment.
Worksites will be located at the northwest, southeast and southwest corners of the bridge. Each worksite will be served by 23 lorries per day during the three-week peak construction period and typically by four at other times.
This route window is located within the Borough of Slough. Business and commercial development is located on either side of the rail corridor, including retail warehousing and offices.
72 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
Figure 4-7: Location of Dover Road and Leigh Road Bridges
During the construction phase the activities in Route Window W20 include those associated with the various works including track lowering and bridge modifications along the route to accommodate for overhead lines. Route Window W20 contains the Leigh Road and Dover Road Bridges worksites. During the operational phase the primary Crossrail feature in this Route Window is the presence of the Crossrail lines.
(ii) Baseline Air Quality
This Route Window is located within the Slough District.
Slough’s Air Quality Review and Assessment recommended further assessment given the possibility that the NO2 objective may be breached. To date Slough District has not declared any AQMAs but two are proposed; one along a section of the M4, and another along a section of the A4 within the town centre.
Annual mean ambient background concentrations of NO2, PM10 and NOx within this Route Window are, and are expected to be, as per the table below. Concentrations in 2003 are presented for context. Baseline Objective 2003 2007 2010 2016 2003 2007 2010 2016
NOX 73 61 52 41 - - - -
NO2 37 33 29 25 40 40 40 40
PM10 23 22 20 19 40 40 20* 20*
* The proposed provisional PM10 objective for London to be achieved by 2010 is 23 µg/m³. Outside of London, the proposed provisional objective also to be achieved by 2010 is 20 µg/m³. (all concentrations in µg/m³)
73 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
Source: National Air Quality Information Archive at www.airquality.co.uk
(iii) Construction Phase: Traffic Impacts on Local Air Quality
In 2007, the ambient background NO2 concentration in Route Window W20 is not predicted to breach the Air Quality Objective of 40µg/m³ on any of the roads assessed. NO2 concentrations derived from construction traffic in this Window are predicted to contribute less than 1µg/m³ and will not cause additional breaches of the Objective.
Ambient background PM10 concentrations within Route Window W20 will be less than 70% of the Air Quality Objective Value of 40µg/m³ in 2007. PM10 concentrations derived from construction traffic within this window are predicted to contribute less than 1µg/m³ and remain within the Objective Value.
Ambient background PM10 concentrations within Route Window W20 are not expected to breach the provisional Air Quality Objective Value of 23µg/m³ in 2007, the first year of construction, with or without Crossrail. Crossrail construction traffic is not predicted to cause any additional breaches. This Objective Value may be implemented in 2010 when the ambient background PM10 concentration, in the absence of traffic, is expected to be 20µg/m³.
(iv) Operational Phase: Traffic Impacts on Local Air Quality
Route Window W20 has not been assessed in terms of operational impacts. Operational traffic data have not been compiled for the Baseline or ‘with Crossrail’ case in 2016 as it is not anticipated that the operation of Crossrail in Route Window W20 are expected to present any change to the Baseline in terms of traffic movements.
4.7.2 Construction Phase: Nuisance Dust
There are two dust boundaries in Route Window W20, these are Leigh Road Bridge and Dover Road Bridge. The boundaries do not overlap and therefore no adjustments for cumulative impacts were required. The tables below show the worksite dust receptor counts for Route Window W20.
74 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
Table 4-5 : Leigh Road Bridge
No of receptors Total 20 m 50 m 100 m 150 m Residential 0 0 0 0 Care homes 0 0 0 0 Educational 0 0 0 0 Hospitals 0 0 0 0 Designated areas 0 0 0 0 Other 8 8 31 51 Total 8 8 31 51 Weighting 4 3 2 1 Weighted total 32 24 62 51 169 Construction Dust raising Weighting Duration Weighted Activity potential dust raising potential excavation High 3 2 6 demolition Medium 2 0.5 1 construction Low 1 2 2 Weighted total 9 Worksite score 1521 Refer to Methodology Section 2.5 and Figure 1E0320-W1E00-E01-F-00020 (Volume III).
Table 4-6 : Dover Road Bridge
No of receptors Total 20 m 50 m 100 m 150 m Residential 0 0 0 0 Care homes 0 0 0 0 Educational 0 0 0 0 Hospitals 0 0 0 0 Designated areas 0 0 0 0 Other 5 6 7 25 Total 5 6 7 25 Weighting 4 3 2 1 Weighted total 20 18 14 25 77 Construction Dust raising Weighting Duration Weighted Activity potential dust raising potential construction Low 1 1.3 1.3 Weighted total 1.3 Worksite score 100 Refer to Methodology Section 2.5 and Figure 1E0320-W1E00-E01-F-00020 (Volume III).
With reference to the route-wide assessment (Section 3) the worksite dust nuisance potential rating is:
75 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
• Leigh Road Bridge. The dust risk score for this site is below 10,000 and therefore there is a low potential for dust nuisance. Tier 1 mitigation measures will be required (refer to Section 9). • Dover Road Bridge. The dust risk score for this site is below 10,000 and therefore there is a low potential for dust nuisance. Tier 1 mitigation measures will be required (refer to Section 9).
4.7.3 Utility Works
There are no utility works in this window with the potential to cause air quality impacts, either on their own or in combination with main site construction activities.
4.7.4 Operational Phase: Vent Shaft Emissions
There are no vent shafts in Route Window W20.
4.7.5 Route Window Impact Summary Tables
Route Window W20 – Temporary Impacts Works & Significance Committed Residual Impact potential Mitigation Description Significance impacts Deterioration in Insignificant (<1 % Recommended Marginal Insignificant as ambient NO2 due increase on construction deterioration in air temporary to construction baseline practice (Section quality (NO2) for marginal increase. traffic – all routes. concentrations; no 9). Minimisation duration of breach of of lorry export construction. Objective (use of rail). caused). Deterioration in Insignificant (no Recommended Marginal Insignificant as ambient PM10 due increase on construction deterioration in air temporary to construction baseline practice (Section quality (PM10) for marginal increase. traffic – all routes. concentrations; no 9). Minimisation duration of breach of of lorry export construction. Objective (use of rail). caused). Low potential dust Insignificant (rated Recommended The application of Insignificant. nuisance. low for dust construction the mitigation Potential for potential). The practice/ measures should nuisance is potential for dust mitigation minimise this temporary. nuisance will exist measures issue and manage but will be (Section 9). the residual risk of controlled by nuisance issues. mitigation measures.
76 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
4.8 Route Window W19: Stoke Poges Lane Bridge
4.8.1 Overview
(i) General Description
New overhead line equipment will be introduced throughout the alignment in this route window. In order to accommodate the OHLE, bridge modifications will be required.
At Farnham Road bridge, the parapets will be raised and the track will be lowered slightly beneath the bridge. The parapet works will take place over a total period of about two months. The track lowering will take about five weeks to complete. Construction plant required for both the track lowering and the parapet works will include bulldozers, excavators, rail-mounted cranes, generators, lighting equipment, diesel locomotives, a tamper and rail saws. Works will be undertaken from the car park to the southwest of the bridge, and from a second worksite located to the immediate northwest of the bridge, just off Malton Avenue. Transport of materials to and from the site for the bridge work will be by road. Materials excavated or used in the track lowering works at Farnham Road bridge will be transported to and from the site by rail. At each worksite there will be some two lorries per day.
At Stoke Poges Lane, the road bridge will be raised to provide sufficient clearance for OHLE. The works will take place over a period of about eight months. Following the removal of the road surface and the diversion of utilities onto the existing footbridge, the road bridge will be jacked up and new bed stones/bearings will be installed before the bridge is lowered to its final position on these. These works will require the closure of the footbridge over about three months. The parapets of both the road bridge and the footbridge will then be raised, requiring road closures over about three weeks. Construction plant required at this site will include lighting rigs, mobile cranes, road paving plant and a compactor rammer. Works will be undertaken from a site on each side of the bridge: one to the northeast on an existing industrial site, and another to the southwest in Salt Hill Park. Transport of materials to and from the sites will be by road. Each worksite will be served by 10 lorries per day during the two week peak construction period and typically by four a day at the northeast worksite and two at the southeast during the remainder of the works.
This route window is located within the Borough of Slough. The majority of the area through which the route passes is residential housing, which backs onto the rail corridor. Industrial areas are located north of the railway at the western and eastern ends of the route window. Salt Hill Park forms an extensive area of open space south of the railway.
77 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
Figure 4-8: Location of Stoke Poges Lane
During the construction phase the activities in Route Window W19 include those associated with the various works including track lowering and bridge modifications at various bridges on route to accommodate for overhead lines. Route Window W19 contains the Stoke Poges Lane and Farnham Road Bridges worksites. During the operational phase the primary Crossrail feature in this Route Window is the presence of the Crossrail lines.
(ii) Baseline Air Quality
This Route Window is located within the Slough District. Slough’s Air Quality Review and
Assessment recommended further assessment given the possibility that the NO2 objective may be breached. To date Slough District has not declared any AQMAs but two are proposed; one along a section of the M4, and another along a section of the A4 within the town centre.
Annual mean ambient background concentrations of NO2, PM10 and NOx within this Route Window are, and are expected to be, as per the table below. Concentrations in 2003 are presented for context. Baseline Objective 2003 2007 2010 2016 2003 2007 2010 2016
NOX 75 62 54 42 - - - -
NO2 38 33 30 26 40 40 40 40
PM10 22 21 20 19 40 40 20* 20*
* The proposed provisional PM10 objective for London to be achieved by 2010 is 23 µg/m³. Outside of London, the proposed provisional objective also to be achieved by 2010 is 20 µg/m³. (all concentrations in µg/m³) Source: National Air Quality Information Archive at www.airquality.co.uk
78 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
(iii) Construction Phase: Traffic Impacts on Local Air Quality
In 2007, the ambient background NO2 concentration in Route Window W19 is predicted to breach the Air Quality Objective of 40µg/m³ on six of the roads assessed. NO2 concentrations derived from construction traffic in this Window are predicted to contribute less than 1µg/m³ and will not cause additional breaches of the Objective.
Ambient background PM10 concentrations within Route Window W19 will be less than 70% of the Air Quality Objective Value of 40µg/m³ in 2007. PM10 concentrations derived from construction traffic within this window are predicted to contribute less than 1µg/m³ and remain within the Objective Value.
Ambient background PM10 concentrations within Route Window W19 are not expected to breach the provisional Air Quality Objective Value of 23µg/m³ in 2007, the first year of construction, with or without Crossrail. Crossrail construction traffic is not predicted to cause any additional breaches. This Objective Value may be implemented in 2010 when the ambient background PM10 concentration, in the absence of traffic, is expected to be 20µg/m³.
Within Route Window W19 one new development which may be of significance to Crossrail is planned. It involves the demolition of industrial buildings and replacement with 15 new houses. The development site is not within 150 m of a Worksite, however, it is close to the Stoke Poges Lane Bridge Worksite. If this development generates significant construction traffic, cumulative air quality impacts are possible. If the developments are completed prior to Crossrail construction the impact of construction on the additional residential receptors should be considered.
(iv) Operational Phase: Traffic Impacts on Local Air Quality
Route Window W19 has not been assessed in terms of operational impacts. Operational traffic data have not been compiled for the Baseline or ‘with Crossrail’ case in 2016 as it is not anticipated that the operation of Crossrail in Route Window W19 are expected to present any change to the Baseline in terms of traffic movements.
4.8.2 Construction Phase: Nuisance Dust
There is one dust boundary in Route Window W19, which incorporates Farnham Road Bridge North and South Worksites, Stoke Poges Lane Bridge North and South worksites and the section of track between these two bridges. Table 4-7 shows the receptor counts for the dust boundary in Route Window W19.
79 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
Table 4-7 : Stoke Poges Bridge to Farnham Road Bridge
No of receptors Total 20 m 50 m 100 m 150 m Residential 13 168 212 329 Care homes 0 0 0 0 Educational 0 0 0 0 Hospitals 0 0 0 0 Designated areas 0 0 0 0 Other 9 16 25 9 Total 22 184 237 338 Weighting 4 3 2 1 Weighted total 88 552 474 338 1452 Construction Dust raising Weighting Duration Weighted Activity potential dust raising potential construction Low 1 4 4 Weighted total 4 Worksite score 5808 Refer to Methodology Section 2.5 and Figure 1E0320-W1E00-E01-F-00019 (Volume III).
With reference to the route-wide assessment (Section 3) the overall worksite rating for dust nuisance potential is: • Farnham Road Bridge to Stoke Poges Bridge. The dust risk score for this site is below 10,000 and therefore there is a low potential for dust nuisance. Tier 1 mitigation measures will be required (refer to Section 9).
Within Route Window W19 one new development which may be of significance to Crossrail is planned. It involves the demolition of industrial buildings and replacement with 15 new houses. The development site is not within 150 m of a Worksite, however, it is close to the Stoke Poges Lane Bridge Worksite. If this development generates significant demolition/construction dust, cumulative air quality impacts are possible. If the developments are completed prior to Crossrail construction the impact of construction on the additional residential receptors should be considered.
4.8.3 Utility Works
There are no utility works in this window with the potential to cause air quality impacts, either on their own or in combination with main site construction activities.
4.8.4 Operational Phase: Vent Shaft Emissions
There are no vent shafts in Route Window W19.
80 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
4.8.5 Route Window Impact Summary Tables
Route Window W19 - Temporary Impacts Works & Significance Committed Residual Impact potential Mitigation Description Significance impacts Deterioration in Insignificant (<1 % Recommended Marginal Insignificant as ambient NO2 due increase on construction deterioration in air temporary to construction baseline practice (Section quality (NO2) for marginal increase. traffic – all routes. concentrations; no 9). Minimisation duration of breach of of lorry export construction. Objective (use of rail/barge). caused). Deterioration in Insignificant (no Recommended Marginal Insignificant as ambient PM10 due increase on construction deterioration in air temporary to construction baseline practice (Section quality (PM10) for marginal increase. traffic – all routes. concentrations; no 9). Minimisation duration of breach of of lorry export construction. Objective (use of rail/barge). caused). Low potential dust Insignificant (rated Recommended The application of Insignificant. nuisance. low for dust construction the mitigation Potential for potential). The practice/ measures should nuisance is potential for dust mitigation minimise this temporary. nuisance will exist measures issue and manage but will be (Section 9). the residual risk of controlled by nuisance issues. mitigation measures.
4.9 Route Window W18: Slough Station
4.9.1 Overview
(i) General Description
Within this route window the main Crossrail works will involve: • upgrading of Slough station including a new bay platform, platform extensions and modifications to the ticket halls; • a new footbridge at the western end of the station with lift access to all platforms; • provision of a Slough goods loop; and • introduction of overhead line equipment throughout, and changes to three road bridges to accommodate this.
This route window is located within the Borough of Slough. Slough station is located on the northern edge of the town centre. Town centre uses predominate to the south of the railway,
81 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV mainly comprising offices and retailing, with residential areas to the west (beyond the branch railway) and to the east (beyond the supermarket). Business uses (offices, light industry and distribution) predominate to the area to the north of the railway, with residential areas beyond Stoke Gardens and Petersfield Avenue.
Figure 4-9: Location of Slough Station
During the construction phase the activities in Route Window W18 include those associated with platform widening and extensions, insertion of sidings and possible raising of Slough Station footbridge. Route Window W18 contains the Slough Uxbridge Road, Wrexham Road and William Street Bridges worksites along with the Slough Station worksite. During the operational phase the primary Crossrail feature in this Route Window is the presence of Slough Station.
(ii) Baseline Air Quality
This Route Window is located within the Slough District. Slough’s Air Quality Review and
Assessment recommended further assessment given the possibility that the NO2 objective may be breached. To date Slough District has not declared any AQMAs but two are proposed; one along a section of the M4, and another along a section of the A4 within the town centre.
Annual mean ambient background concentrations of NO2, PM10 and NOx within this Route Window are, and are expected to be, as per the table below. Concentrations in 2003 are presented for context.
82 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
Baseline Objective 2003 2007 2010 2016 2003 2007 2010 2016
NOX 74 62 53 42 - - - -
NO2 37 33 30 26 40 40 40 40
PM10 22 21 20 18 40 40 20* 20*
* The proposed provisional PM10 objective for London to be achieved by 2010 is 23 µg/m³. Outside of London, the proposed provisional objective also to be achieved by 2010 is 20 µg/m³. (all concentrations in µg/m³) Source: National Air Quality Information Archive at www.airquality.co.uk
(iii) Construction Phase: Traffic Impacts on Local Air Quality
In 2007, the ambient background NO2 concentration in Route Window W18 is predicted to breach the Air Quality Objective of 40µg/m³ on two of the twenty-four roads assessed. NO2 concentrations derived from construction traffic in this Window are predicted to contribute less than 1µg/m³ and will not cause additional breaches of the Objective.
Ambient background PM10 concentrations within Route Window W18 will be less than 70% of the Air Quality Objective Value of 40µg/m³ in 2007. PM10 concentrations derived from construction traffic within this window are predicted to contribute less than 1µg/m³ and remain within the Objective Value.
Ambient background PM10 concentrations within Route Window W18 are not expected to breach the provisional Air Quality Objective Value of 23µg/m³ in 2007, the first year of construction, with or without Crossrail. Crossrail construction traffic is not predicted to cause any additional breaches. This Objective Value may be implemented in 2010 when the ambient background PM10 concentration, in the absence of traffic, is expected to be 20µg/m³.
Within Route Window W18 three new developments which may be of significance to Crossrail are planned. The first is construction of a 4 storey block of flats within 150 m of the Wrexham Road Bridge Worksite; the second is demolition of buildings and replacement with mixed-use development, partly incorporating residential use and within 150 m of the Slough Station Worksite; the third is the demolition of a building and erection of offices with parking, within 20 m of the Slough Station Worksite.
If these developments generate significant demolition/construction dust, cumulative air quality impacts are possible. If the developments are completed prior to Crossrail construction the impact of construction on the additional residential receptors should be considered.
(iv) Operational Phase: Traffic Impacts on Local Air Quality
The screening process applied to operational traffic data for Route Window W18 identified only one road link exhibiting a change in traffic flows of greater than 5 % during the operational phase of Crossrail. Station Approach Road is expected to exhibit an increase in
83 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV traffic flow of over 66 % in 2016 as compared to the 2016 Baseline case, however, this represents only 897 vehicles per day.
In 2016, ambient background NO2 concentrations in Route Window W18 are expected to be within the Air Quality Objective of 40 µg/m³ on all roads, and less than 70 % of the Objective
Value on many. NO2 concentrations resulting from operational traffic as a result of Crossrail are predicted to contribute less than 0.5 µg/m³ as compared to the Baseline in 2016, even on Station Approach Road. Crossrail operations are expected to not cause additional breach of the objective on any roads.
Ambient background PM10 concentrations within Route Window W4 are expected to be less than 70 % of the Air Quality Objective Value of 40 µg/m³ in 2016. PM10 concentrations derived from operational traffic due to Crossrail within this window are predicted to contribute less than 0.1 µg/m³ and total concentrations would remain within the Objective Value.
PM10 concentrations within Route Window W18 are expected to be between 70 and 100% of the provisional Air Quality Objective Value of 23µg/m³ on all roads in 2016 both with and without Crossrail. In 2016 the ambient background PM10 concentration, in the absence of traffic, is expected to be 18µg/m³. The provisional Objective Value may be implemented in 2010. Increase in pollutant concentrations in 2016 within this Route Window are expected to not be significant.
4.9.2 Construction Phase: Nuisance Dust
There are three dust boundaries in Route Window W18, Uxbridge Road Bridge, Slough Station which incorporates 5 smaller worksites and Wrexham Road Bridge. The Wexham Road Bridge and, Slough Station dust boundaries overlap and therefore adjustments for cumulative impacts have been made. Table 4-8, Table 4-9 and Table 4-10 show the adjusted receptor counts for the worksite dust nuisance boundaries in Route Window W18.
84 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
Table 4-8: Slough Station
No of receptors Total 20 m 50 m 100 m 150 m Residential 0 14 39 133 Care homes 0 0 0 0 Educational 0 0 0 0 Hospitals 0 0 0 0 Designated areas 0 0 0 0 Other 4 0 15 5 Total 4 14 54 138 Weighting 4 3 2 1 Weighted total 16 45 108 138 304 Construction Dust raising Weighting Duration Weighted Activity potential dust raising potential demolition medium 2 0.75 1.5 excavatrion high 3 2 6 trackworks low 1 6 6 construction low 1 10 10 Weighted total 23.5 Worksite score 7144 Refer to Methodology Section 2.5 and Figure 1E0320-W1E00-E01-F-00018 (Volume III).
Table 4-9: Wexham Road Bridge
No of receptors Total 20 m 50 m 100 m 150 m Residential 56 64 94 187 Care homes 0 0 0 0 Educational 0 0 0 0 Hospitals 0 0 0 0 Designated areas 0 0 0 0 Other 3 8 6 8 Total 59 72 100 195 Weighting 4 3 2 1 Weighted total 236 216 200 195 847 Construction Dust raising Weighting Duration Weighted Activity potential dust raising potential construction low 1 1 1 minimal works (p'way) low 1 0.3 0.3 Weighted total 1.3 Worksite score 1001 Refer to Methodology Section 2.5 and Figure 1E0320-W1E00-E01-F-00018 (Volume III).
85 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
Table 4-10: Uxbridge Road Bridge
No of receptors Total 20 m 50 m 100 m 150 m Residential 0 18 56 96 Care homes 0 0 0 0 Educational 0 0 0 0 Hospitals 0 0 0 0 Designated areas 0 0 0 0 Other 0 3 4 3 Total 0 21 60 99 Weighting 4 3 2 1 Weighted total 0 63 120 99 282 Construction Dust raising Weighting Duration Weighted Activity potential dust raising potential demolition) medium 2 0.3 0.2 construction low 1 6.5 6.5 Weighted total 7.1 Worksite score 2002 Refer to Methodology Section 2.5 and Figure 1E0320-W1E00-E01-F-00018 (Volume III).
There is an educational establishment within the dust boundaries of Route Window W18, this is Thomas Valley University.
With reference to the route-wide assessment (Section 3) the overall worksite rating for dust nuisance potential is: • Uxbridge Road Bridge. The dust risk score for this site is below 10,000 and therefore there is a low potential for dust nuisance. Tier 1 mitigation measures will be required (refer to Section 9). • Slough Station. The dust risk score for this site is below 10,000 and therefore there is a low potential for dust nuisance. Tier 1 mitigation measures will be required (refer to Section 9). • Wrexham Road Bridge. The dust risk score for this site is below 10,000 and therefore there is a low potential for dust nuisance. Tier 1 mitigation measures will be required (refer to Section 9).
Within Route Window W18 three new developments which may be of significance to Crossrail are planned. The first is construction of a 4 storey block of flats within 150 m of the Wrexham Road Bridge Tier 1 Worksite; the second is demolition of buildings and replacement with mixed-use development, partly incorporating residential use and within 150 m of the Slough Station Tier 1 Worksite; the third is the demolition of a building and erection of offices with parking, within 20 m of the Slough Station Worksite.
86 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
If these developments generate significant demolition/construction dust, cumulative air quality impacts are possible. If the developments are completed prior to Crossrail construction the impact of construction on the additional residential receptors should be considered.
4.9.3 Utility Works
There are no utility works in this window with the potential to cause air quality impacts, either on their own or in combination with main site construction activities.
4.9.4 Operational Phase: Vent Shaft Emissions
There are no vent shafts in Route Window W18.
4.9.5 Route Window Impact Summary Tables
Route Window W18 - Temporary Impacts Works & Significance Committed Residual Impact potential Mitigation Description Significance impacts Deterioration in Insignificant (<1 Recommended Marginal Insignificant as ambient NO2 due % increase on construction deterioration in air temporary to construction baseline practice (Section quality (NO2) for marginal increase. traffic – all routes. concentrations; no 9). Minimisation duration of breach of of lorry export construction. Objective (use of rail). caused). Deterioration in Insignificant (no Recommended Marginal Insignificant as ambient PM10 due increase on construction deterioration in air temporary to construction baseline practice (Section quality (PM10) for marginal increase. traffic – all routes. concentrations; no 9). Minimisation duration of breach of of lorry export construction. Objective (use of rail). caused). Low potential dust Insignificant (rated Recommended The application of Insignificant. nuisance. low for dust construction the mitigation Potential for potential). The practice/ measures should nuisance is potential for dust mitigation minimise this temporary. nuisance will exist measures issue and manage but will be (Section 9). the residual risk of controlled by nuisance issues. mitigation measures.
87 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
Route Window W18 - Permanent Impacts Works & Significance Committed Residual Impact potential Mitigation Description Significance impacts Change in Insignificant None necessary. Marginal Insignificant. ambient NO2 due (<1.5 % change in deterioration in air to operational ambient quality (NO2) in traffic. concentrations). area of poor air quality. Change in Insignificant None necessary. Very marginal Insignificant. ambient PM10 due (<0.2% change in deterioration in air to operational ambient quality (NO2) in traffic. concentrations). area of poor air quality.
4.10 Route Window W17: Downs, St Mary’s Road & Langley Trenches Bridges
4.10.1 Overview
(i) General Description
New overhead line equipment will be provided along the Crossrail route. In order to accommodate the OHLE, bridge modifications will be required. The brick arches of both Middlegreen Road (Langley Down) bridge and St Mary’s Road (Church Lane) bridge will be demolished and replaced with new bridge decks. Trenches footbridge will be partially demolished and a new two-span steel superstructure erected.
Middlegreen Road bridge works will take about three and half months to complete. Utilities will first be diverted across a temporary utilities bridge. The main bridge works will involve demolition of the brick arches, installation of new pre-cast concrete arch units, in-fill and concreting over the arch units, provision of new parapets, reinstatement of track ballast, re- laying of utilities and finishing works. Works will be undertaken from a site on the northwest corner of the bridge. The worksite will be served by eight lorries per day during the five week peak construction period and typically by six per day at other times.
St Mary’s Road bridge works will take about seven months to complete. A temporary pedestrian/services bridge will be provided before the existing bridge is demolished. Construction of the new bridge will then involve provision of the piers and the south abutment, prior to the installation of bedstone units and concrete beams. Finishing works will include the provision of bridge decks and parapets. On completion, the temporary bridge will be removed. Works will be undertaken from a site on the southwest corner of the bridge. The worksite will be served by 12 lorries per day during the 12 week peak construction period and typically by eight per day at other times.
88 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
Trenches footbridge works will take a little over six months to complete. Demolition of the existing superstructure will be undertaken, while retaining the brick abutments and pier. Bedstone units will then be cast into place before the new bridge is lifted into position and finishing works are completed. Only about two lorries per day will serve the worksite throughout the construction period.
Transport of materials to and from all of the bridge worksites will be by road.
This route window is located within the Borough of Slough. All of the bridges are located on the northern edge of the built-up area of Slough. To the north, between the railway and the Grand Union Canal, a playing field lies to the west of Middlegreen Road. The Middlegreen Trading Estate lies to the east of the road. The area north of the canal comprises countryside which has been altered by urban fringe features such as power lines, nurseries and residential properties, especially around Middle Green. The area south of the railway is wholly urban. It comprises mainly residential streets, with some community uses such as schools.
Figure 4-10: Location of Middlegreen Road, St Mary’s Road and Trenches Bridges
During the construction phase the activities in Route Window W17 include those associated with the reconstruction of three separate bridges to allow clearance for overhead electrification and alteration to two additional bridges. Route Window W17 contains the Langley Trenches, St Mary’s Road and Downs Bridges worksites. During the operational phase the primary Crossrail feature in this Route Window is the presence of the Crossrail railway line.
89 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
(ii) Baseline Air Quality
This Route Window is located within the South Buckinghamshire and Slough Districts. Small areas of breach are predicted to arise in 2004 and 2005, respectively for annual mean NO2 and 24-hourly mean PM10 objectives, close to major roads within South Bucks District. In October 2004 South Bucks District declared an AQMA on the basis of NO2, the area of which encompasses sections of the M25, M4 and adjoining land. This section of the Crossrail route is not within the South Bucks District AQMA. Slough’s Air Quality Review and Assessment recommended further assessment given the possibility that the NO2 objective may be breached. To date Slough District has not declared any AQMAs but is proposing to declare along a section of the M4, and a section of the A4 within the town centre.
Annual mean ambient background concentrations of NO2, PM10 and NOx within this Route Window are, and are expected to be, as per the table below. Concentrations in 2003 are presented for context. Baseline Objective 2003 2007 2010 2016 2003 2007 2010 2016
NOX 72 60 52 41 - - - -
NO2 37 32 29 25 40 40 40 40
PM10 22 21 20 18 40 40 20* 20*
* The proposed provisional PM10 objective for London to be achieved by 2010 is 23 µg/m³. Outside of London, the proposed provisional objective also to be achieved by 2010 is 20 µg/m³. (all concentrations in µg/m³) Source: National Air Quality Information Archive at www.airquality.co.uk
(iii) Construction Phase: Traffic Impacts on Local Air Quality
In 2007, the ambient background NO2 concentration in Route Window W17 is not predicted to breach the Air Quality Objective of 40µg/m³ on any of the roads assessed. NO2 concentrations derived from construction traffic in this Window are predicted to contribute less than 1µg/m³ and will not cause additional breaches of the Objective.
Ambient background PM10 concentrations within Route Window W17 will be less than 70% of the Air Quality Objective Value of 40µg/m³ in 2007. PM10 concentrations derived from construction traffic within this window are predicted to contribute less than 1µg/m³ and remain within the Objective Value.
Ambient background PM10 concentrations within Route Window W17 are not expected to breach the provisional Air Quality Objective Value of 23µg/m³ in 2007, the first year of construction, with or without Crossrail. Crossrail construction traffic is not predicted to cause any additional breaches. This Objective Value may be implemented in 2010 when the ambient background PM10 concentration, in the absence of traffic, is expected to be 20µg/m³.
(iv) Operational Phase: Traffic Impacts on Local Air Quality
Route Window W17 has not been assessed in terms of operational impacts. Operational traffic data have not been compiled for the Baseline or ‘with Crossrail’ case in 2016 as it is
90 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
not anticipated that the operation of Crossrail in Route Window W17 are expected to present any change to the Baseline in terms of traffic movements.
4.10.2 Construction Phase: Nuisance Dust
There are three dust boundaries in Route Window W17, these are Trenches Bridge, St Mary's Road Bridge and Middlegreen Road Bridge. Trenches Bridge and St Mary's Road Bridge dust boundaries overlap and therefore adjustments for cumulative impacts is required.
Table 4-11: Trenches Bridge
No of receptors Total 20 m 50 m 100 m 150 m Residential 0 39 29 49 Care homes 0 0 0 0 Educational 0 0 0 0 Hospitals 0 0 0 0 Designated areas 0 0 0 0 Other 4 9 0 1 Total 4 48 29 50 Weighting 4 3 2 1 Weighted total 16 144 58 50 268 Construction Dust raising Weighting Duration Weighted Activity potential dust raising potential construction low 1 1.5 1.5 demolition medium 2 0.1 0.2 Weighted total 1.7 Worksite score 455.6 Refer to Methodology Section 2.5 and Figure 1E0320-W1E00-E01-F-00017 (Volume III).
91 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
Table 4-12: St Mary's Road Bridge
No of receptors Total 20 m 50 m 100 m 150 m Residential 5 43 43 55 Care homes 0 0 0 0 Educational 0 0 0 1 Hospitals 0 0 0 0 Designated areas 0 0 0 0 Other 0 7 7 3 Total 5 50 50 59 Weighting 4 3 2 1 Weighted total 20 150 100 59 329 Construction Dust raising Weighting Duration Weighted Activity potential dust raising potential demolition medium 2 0.1 0.2 construction low 1 3.5 3.5 Weighted total 3.7 Worksite score 1217 Refer to Methodology Section 2.5 and Figure 1E0320-W1E00-E01-F-00017 (Volume III).
Table 4-13 : Middlegreen Road Bridge
No of receptors Total 20 m 50 m 100 m 150 m Residential 0 0 14 32 Care homes 0 0 0 0 Educational 0 0 0 0 Hospitals 0 0 0 0 Designated areas 0 0 0 0 Other 0 1 1 2 Total 0 1 15 34 Weighting 4 3 2 1 Weighted total 0 3 30 34 67 Construction Dust raising Weighting Duration Weighted Activity potential dust raising potential demolition medium 2 0.1 0.2 construction low 1 1.5 1.5 Weighted total 1.7 Worksite score 114 Refer to Methodology Section 2.5 and Figure 1E0320-W1E00-E01-F-00017 (Volume III).
92 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
The dust boundary for Downs Bridge does not overlap with any other dust boundary and therefore does not require any adjustments for cumulative impacts. Table 4-11, Table 4-11 and Table 4-13 above show the adjusted worksite dust nuisance receptor counts for Route Window W17.
Langley Manor School is located within the dust boundary in Route Window W17.
With reference to the route-wide assessment (Section 3) the overall worksite rating for dust nuisance potential is: • Langley Trenches Bridge. The dust risk score for this site is below 10,000 and therefore there is a low potential for dust nuisance. Tier 1 mitigation measures will be required (refer to Section 9). • St Mary's Road Bridge. The dust risk score for this site is below 10,000 and therefore there is a low potential for dust nuisance. Tier 1 mitigation measures will be required (refer to Section 9). • Middlegreen Bridge. The dust risk score for this site is below 10,000 and therefore there is a low potential for dust nuisance. Tier 1 mitigation measures will be required (refer to Section 9).
4.10.3 Utility Works
There are no utility works in this window with the potential to cause air quality impacts, either on their own or in combination with main site construction activities.
4.10.4 Operational Phase: Vent Shaft Emissions
There are no vent shafts in Route Window W17.
4.10.5 Route Window Impact Summary Tables
Route Window W17 - Temporary Impacts Works & Significance Committed Residual Impact potential Mitigation Description Significance impacts Deterioration in Insignificant (<1 Recommended Marginal Insignificant as ambient NO2 due % increase on construction deterioration in air temporary to construction baseline practice (Section quality (NO2) for marginal increase. traffic – all routes. concentrations; no 9). Minimisation duration of breach of of lorry export construction. Objective (use of rail). caused). Deterioration in Insignificant (no Recommended Marginal Insignificant as ambient PM10 due increase on construction deterioration in air temporary to construction baseline practice (Section quality (PM10) for marginal increase. traffic – all routes. concentrations; no 9). Minimisation duration of breach of of lorry export construction.
93 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
Route Window W17 - Temporary Impacts Objective caused). (use of rail). Low potential dust Insignificant (rated Recommended The application of Insignificant. nuisance. low for dust construction the mitigation Potential for potential). The practice/ measures should nuisance is potential for dust mitigation minimise this temporary. nuisance will exist measures issue and manage but will be (Section 9). the residual risk of controlled by nuisance issues. mitigation measures.
4.11 Route Window W16: Langley Station
4.11.1 Overview
(i) General Description
New overhead line equipment will be provided along the Crossrail route. Relief line platforms at Langley station will be extended eastwards by about 42 m to accommodate Crossrail trains. The down main platform will be extended eastwards by 20 m to allow for its use by five-car Crossrail trains during designated maintenance periods for the relief lines. In addition, some track works will also be required to the east of Langley station, with the provision of a new junction for the Langley-West Drayton loop scheme (see Route Window W15).
A new feeder station (Slough feeder station) will be required to supply the main power to the railway. This will be located at a strategic location adjacent to high voltage power supplies, on the north side of the railway north of Darwin Road. The feeder station will comprise a unit of 23 m by 8 m.
Platform extensions and subsequent drainage, lighting and finishing works, as well as rail systems and track work will take about one year and one month to complete. Construction plant required at the station worksite will include a bulldozer, excavators, pneumatic drills, mobile cranes, lighting rigs, compressors and generators.
The station works will be undertaken from a worksite located within the vacant oil terminal on the north side of the station. Transport of materials to and from the sites will be by road; vehicle access will be from Langley Park Road. The worksite will be served by four lorries per day during the six week peak construction period and typically by two per day at other times.
The construction of the new junction arrangement will be undertaken during approximately 12 weekend possessions. The worksite for the track work will be located within the existing railway boundary. Materials will be moved to and from the site by rail using existing lines.
94 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
This route window is located within the Borough of Slough. To the east of the station, the existing disused freight loop located on the north side of the line will be upgraded to passenger line standard and returned to regular use following its extension eastwards from Langley East Junction to connect with the Iver-West Drayton Goods Loop at Dog Kennel bridge (see Route Window W15).
Figure 4-11: Location of Langley Station
During the construction phase the activities in Route Window W16 include those associated with widening of, extension of, and construction of new platforms. Some buildings associated with the existing station are expected to also be demolished. Route Window W16 contains the Chequer Bridge and Langley Station worksites. During the operational phase the primary Crossrail feature in this Route Window is the presence of Langley Station.
(ii) Baseline Air Quality
This Route Window is located within the South Buckinghamshire and Slough Districts.
Small areas of air quality limit value breaches are predicted to arise in 2004 and 2005, respectively for annual mean NO2 and 24-hourly mean PM10 objectives, close to major roads within South Bucks District. In October 2004 South Bucks District declared an AQMA on the basis of NO2, the area of which encompasses sections of the M25, M4 and adjoining land. This section of the Crossrail route is not within the South Bucks District AQMA.
Slough’s Air Quality Review and Assessment recommended further assessment given the possibility that the NO2 objective may be breached. To date Slough District has not declared any AQMAs but is proposing to declare along a section of the M4, and a section of the A4 within the town centre.
95 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
Annual mean ambient background concentrations of NO2, PM10 and NOx within this Route Window are, and are expected to be, as per the table below. Concentrations in 2003 are presented for context. Baseline Objective 2003 2007 2010 2016 2003 2007 2010 2016
NOX 71 59 50 40 - - - -
NO2 36 32 29 25 40 40 40 40
PM10 22 21 20 19 40 40 20* 20*
* The proposed provisional PM10 objective for London to be achieved by 2010 is 23 µg/m³. Outside of London, the proposed provisional objective also to be achieved by 2010 is 20 µg/m³. (all concentrations in µg/m³) Source: National Air Quality Information Archive at www.airquality.co.uk
(iii) Construction Phase: Traffic Impacts on Local Air Quality
In 2007, the ambient background NO2 concentration in Route Window W16 is predicted to breach the Air Quality Objective of 40µg/m³ on one of the roads assessed. NO2 concentrations derived from construction traffic in this Window are predicted to contribute less than 1µg/m³ and will not cause additional breaches of the Objective.
Ambient background PM10 concentrations within Route Window W16 will be less than 70% of the Air Quality Objective Value of 40µg/m³ in 2007. PM10 concentrations derived from construction traffic within this window are predicted to contribute less than 1µg/m³ and remain within the Objective Value.
Ambient background PM10 concentrations within Route Window W16 are not expected to breach the provisional Air Quality Objective Value of 23µg/m³ in 2007, the first year of construction, with or without Crossrail. Crossrail construction traffic is not predicted to cause any additional breaches. This Objective Value may be implemented in 2010 when the ambient background PM10 concentration, in the absence of traffic, is expected to be 20µg/m³.
(iv) Operational Phase: Traffic Impacts on Local Air Quality
The screening process applied to operational traffic data for Route Window W16 identified one road link exhibiting a change in traffic flows of greater than 5% during the operational phase of Crossrail. Of the three links within Route Window W16, one is expected to exhibit an increase in traffic flow of 2.3% in 2016 as compared to the 2016 Baseline case, and another 6.2%.
In 2016, ambient background NO2 concentrations in Route Window W16 are expected to be within 70% of the Air Quality Objective of 40 µg/m³ on all roads. NO2 concentrations resulting from operational traffic as a result of Crossrail are predicted to contribute less than 0.2 µg/m³ as compared to the Baseline in 2016. Crossrail operations are expected to not cause additional breach of the objective on any roads.
Ambient background PM10 concentrations within Route Window W16 are expected to be less than 70% of the Air Quality Objective Value of 40 µg/m³ in 2016. PM10 concentrations
96 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
derived from operational traffic due to Crossrail within this window are predicted to contribute less than 0.1 µg/m³ and remain within the Objective Value.
PM10 concentrations within Route Window W16 are expected to be between 70 and 100% of the provisional Air Quality Objective Value of 23µg/m³ on all roads in 2016 both with and
without Crossrail. In 2016 the ambient background PM10 concentration, in the absence of traffic, is expected to be 20µg/m³. The provisional Objective Value may be implemented in 2010.
Increase in pollutant concentrations in 2016 within this Route Window are expected to not be significant.
4.11.2 Construction Phase: Nuisance Dust
There are two dust boundaries in Route Window W16, these are: Langley Station and Langley Station compound. All three of these dust boundaries overlap and therefore adjustments for cumulative impacts are required. Table 4-14 shows the adjusted worksite dust nuisance receptor counts for route window W16. Table 4-14 : Langley Station
No of receptors Total 20 m 50 m 100 m 150 m Residential 0 0 20 29 Care homes 0 0 0 0 Educational 0 0 0 0 Hospitals 0 0 0 0 Designated areas 0 0 0 0 Other 5 7 15 9 Total 5 7 35 38 Weighting 4 3 2 1 Weighted total 20 21 70 38 149 Construction Dust raising Weighting Duration Weighted Activity potential dust raising potential excavation high 3 1 3 construction low 1 3 3 Weighted total 6 Worksite score 894 Refer to Methodology Section 2.5 and Figure 1E0320-W1E00-E01-F-00016 (Volume III).
With reference to the route-wide assessment (Section 3) the overall worksite rating for dust nuisance potential is: • Langley Station. The dust risk score for this site is below 10,000 and therefore there is a low potential for dust nuisance. Tier 1 mitigation measures will be required (refer to Section 9).
97 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
• Langley Station Compound. The dust risk score for this site is below 10,000 and therefore there is a low potential for dust nuisance. Tier 1 mitigation measures will be required (refer to Section 9).
4.11.3 Utility Works
There are no utility works in this window with the potential to cause air quality impacts, either on their own or in combination with main site construction activities.
4.11.4 Operational Phase: Vent Shaft Emissions
There are no vent shafts in Route Window W16.
4.11.5 Route Window Impact Summary Tables
Route Window W16 - Temporary Impacts Works & Significance Committed Residual Impact potential Mitigation Description Significance impacts Deterioration in Insignificant (<1 % Recommended Marginal Insignificant as ambient NO2 due increase on construction deterioration in air temporary to construction baseline practice (Section quality (NO2) for marginal increase. traffic – all routes. concentrations; no 9). Minimisation duration of breach of of lorry export construction. Objective (use of rail). caused). Deterioration in Insignificant (no Recommended Marginal Insignificant as ambient PM10 due increase on construction deterioration in air temporary to construction baseline practice (Section quality (PM10) for marginal increase. traffic – all routes. concentrations; no 9). Minimisation duration of breach of of lorry export construction. Objective (use of rail). caused). Low potential dust Insignificant (rated Recommended The application of Insignificant. nuisance. low for dust construction the mitigation Potential for potential). The practice/ measures should nuisance is potential for dust mitigation minimise this temporary. nuisance will exist measures issue and manage but will be (Section 9). the residual risk of controlled by nuisance issues. mitigation measures.
98 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
Route Window W16 - Permanent Impacts Works & Significance Committed Residual Impact potential Mitigation Description Significance impacts Change in Insignificant None necessary. Marginal Insignificant. ambient NO2 due (<0.5% change in deterioration in air to operational ambient quality (NO2) in traffic. concentrations). area of poor air quality. Change in Insignificant None necessary. Very marginal Insignificant. ambient PM10 due (<0.1% change in deterioration in air to operational ambient quality (NO2) in traffic. concentrations). area of poor air quality.
4.12 Route Window W15: Dog Kennel Footbridge
4.12.1 Overview
(i) General Description
A new single track relief line will be constructed on the northern side of the alignment over about 1.2 km between Chequer bridge (in Route Window W16) and Dog Kennel bridge. This will link the existing freight lines that exist to the west and east, so creating a continuous loop between Langley and West Drayton stations and providing additional capacity both for freight and passenger trains by increasing the route from four tracks to five along this section. To accommodate this additional track, the embankment between Chequer bridge and Dog Kennel bridge will be widened by approximately 7m.
At Chequer bridge, a new single track railway bridge will be built to the north of the existing structure to carry the new track over Hollow Hill Lane/Market Lane east of Langley. This work will take about one year and one month. Piled foundations and abutments will be constructed and plinths installed before the new bridge superstructure is erected.
Works at the bridge will be undertaken from a site that extends between Hollow Hill Lane and Dog Kennel bridge, located to the north of the railway. Materials for the bridge works will be taken to and from the site by road. The worksite will be served by 64 lorries per day during the 13 week peak construction period and typically by 44 per day at other times.
Construction plant required at the worksite will include a bulldozer, a lifting crane, excavators, concrete vibrators, piling rig, compressors and generators.
The works at Chequer bridge will need to be preceded by the diversion of two gas mains and an oil pipeline, which are currently located in the vicinity of the most easterly bridge support. This will require an initial 10 month period of trench digging, pipe laying and backfilling. The
99 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV works will require a half road closure of Market Lane for a three week period and the use of shuttle working. Works will be undertaken from a separate worksite.
Dog Kennel bridge will be demolished, works taking about three months to complete. Works will be undertaken from worksites located on the north and south sides of the bridge, adjacent to the railway. The materials generated from demolition of the existing brick arch will be taken away by road. Vehicle access to the worksites will be from North Park Road and from Market Lane. The worksite will be served by four lorries per day including the 10 week peak construction period.
Construction of the additional track will be undertaken during possession of the relief lines.
This route window is located within the Borough of Slough and the District of South Buckinghamshire. The rail corridor crosses an area of open countryside on a low embankment and in shallow cutting lined with patchy mature trees and scrub. To the north lies a large open arable field, the Bison Works including warehousing, outdoor storage areas and cranes, and the Mansion Caravan and Mobile Home Site adjacent to the Grand Union Canal (Slough Arm). To the south of the line, the land comprises a number of large open arable fields extending southwards to North Park Road and Richings Park Golf Course. To the west side of this route window is the built-up edge of Slough and housing fronting Market Lane.
Figure 4-12: Location of Dog Kennel Bridge
During the construction phase the activities in Route Window W15 are expected to include those associated with the single line Iver Dog Kennel Flyover (construction of a new footbridge/accommodation bridge and widening of an existing underbridge) and alterations to Chequer Bridge. Route Window W15 is expected to include the Dog Kennel Footbridge
100 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV worksite. During the operational phase the primary Crossrail features in this Route Window are expected to be the Crossrail line.
(ii) Baseline Air Quality
This Route Window is located within the South Buckinghamshire and Slough Districts.
Small areas of air quality limit value breaches are predicted to arise in 2004 and 2005, respectively for annual mean NO2 and 24-hourly mean PM10 objectives, close to major roads within South Bucks District. In October 2004 South Bucks District declared an AQMA on the basis of NO2, the area of which encompasses sections of the M25, M4 and adjoining land. This section of the Crossrail route is not within the South Bucks District AQMA.
Slough’s Air Quality Review and Assessment recommended further assessment given the possibility that the NO2 objective may be breached. To date Slough District has not declared any AQMAs but is proposing to declare along a section of the M4, and a section of the A4 within the town centre.
Annual mean ambient background concentrations of NO2, PM10 and NOx within this Route Window are, and are expected to be, as per the table below. Concentrations in 2003 are presented for context. Baseline Objective 2003 2007 2010 2016 2003 2007 2010 2016
NOX 81 67 57 45 - - - -
NO2 40 35 31 27 40 40 40 40
PM10 23 22 20 19 40 40 20* 20*
* The proposed provisional PM10 objective for London to be achieved by 2010 is 23 µg/m³. Outside of London, the proposed provisional objective also to be achieved by 2010 is 20 µg/m³. (all concentrations in µg/m³) Source: National Air Quality Information Archive at www.airquality.co.uk
(iii) Construction Phase: Traffic Impacts on Local Air Quality
In 2007, the ambient background NO2 concentration in Route Window W15 is predicted to breach the Air Quality Objective of 40µg/m³ on one of the roads assessed. NO2 concentrations derived from construction traffic in this Window are predicted to contribute less than 1µg/m³ and will not cause additional breaches of the Objective.
Ambient background PM10 concentrations within Route Window W15 will be less than 70% of the Air Quality Objective Value of 40µg/m³ in 2007. PM10 concentrations derived from construction traffic within this window are predicted to contribute less than 1µg/m³ and remain within the Objective Value.
Ambient background PM10 concentrations within Route Window W15 are not expected to breach the provisional Air Quality Objective Value of 23µg/m³ in 2007, the first year of construction, with or without Crossrail. Crossrail construction traffic is not predicted to cause any additional breaches. This Objective Value may be implemented in 2010 when the ambient background PM10 concentration, in the absence of traffic, is expected to be 20µg/m³.
101 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
(iv) Operational Phase: Traffic Impacts on Local Air Quality
Route Window W15 has not been assessed in terms of operational impacts. Operational traffic data have not been compiled for the Baseline or ‘with Crossrail’ case in 2016 as it is not anticipated that the operation of Crossrail in Route Window W15 are expected to present any change to the Baseline in terms of traffic movements.
4.12.2 Construction Phase: Nuisance Dust
There are two dust boundaries in Route Window W15, these are the Hollow Hill Lane to Dog Kennel Bridge site, and Chequer Bridge. The boundary does not overlap with any other dust boundary and therefore no adjustment for cumulative impacts is required. Table 4-15 shows the total receptor counts for Dog Kennel Footbridge site.
Table 4-15:Hollowhill Lane to Dog Kennel Bridge
No of receptors Total 20 m 50 m 100 m 150 m Residential 0 4 18 9 Care homes 0 0 0 0 Educational 0 0 0 0 Hospitals 0 0 0 0 Designated areas 0 0 0 0 Other 0 3 5 1 Total 0 7 23 10 Weighting 4 3 2 1 Weighted total 0 21 46 10 77 Construction Dust raising Weighting Duration Weighted Activity potential dust raising potential excavation/grading high 3 0.5 1.5 demolition medium 2 0.2 0.4 construction low 1 2 2 Weighted total 3.9 Worksite score 300 Refer to Methodology Section 2.5 and Figure 1E0320-W1E00-E01-F-00015 (Volume III).
With reference to the route-wide assessment (Section 3) the overall worksite rating for dust nuisance potential is: • Dog Kennel Footbridge. The dust risk score for this site is below 10,000 and therefore there is a low potential for dust nuisance. Tier 1 mitigation measures will be required (refer to Section 9). • Chequer Bridge. The dust risk score for this site is between 10,000 and 200,000 and therefore there is a medium potential for dust nuisance. Tier 2 mitigation measures will be required (refer to Section 9).
102 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
4.12.3 Utility Works
There are no utility works in this this window with the potential to cause air quality impacts, either on their own or in combination with main site construction activities.
4.12.4 Operational Phase: Vent Shaft Emissions
There are no vent shafts in Route Window W15.
4.12.5 Route Window Impact Summary Tables
Route Window W15 - Temporary Impacts Works & Significance Committed Residual Impact potential Mitigation Description Significance impacts Deterioration in Insignificant (<1 % Recommended Marginal Insignificant as ambient NO2 due increase on construction deterioration in air temporary to construction baseline practice (Section quality (NO2) for marginal increase. traffic – all routes. concentrations; no 9). Minimisation duration of breach of of lorry export construction. Objective (use of rail). caused). Deterioration in Insignificant (no Recommended Marginal Insignificant as ambient PM10 due increase on construction deterioration in air temporary to construction baseline practice (Section quality (PM10) for marginal increase. traffic – all routes. concentrations; no 9). Minimisation duration of breach of of lorry export construction. Objective (use of rail). caused). Low potential dust Insignificant (rated Recommended The application of Insignificant. nuisance. low for dust construction the mitigation Potential for potential). The practice/ measures should nuisance is potential for dust mitigation minimise this temporary. nuisance will exist measures issue and manage but will be (Section 9). the residual risk of controlled by nuisance issues. mitigation measures.
103 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
4.13 Route Window W14: Iver Station
4.13.1 Overview
(i) General Description
The permanent works will comprise the provision of overhead line equipment along the Crossrail route.
At Iver station, a new ticket office will be provided on the site of the existing facility. Platforms two, three and four at Iver station will be extended eastwards by about 30 m to accommodate Crossrail trains. Platform four will be converted to an island platform: its north side will be reconstructed to create the new platform five; this will serve the new relief line (see route windows W16 and W15), created at Iver station by upgrading the existing freight loop and realigning it slightly northwards. In total, works at the station, including the trackworks, will take about one year and seven months to complete. Construction plant will include rail-mounted plant for track realignment, excavators and other tracked vehicles, piling rigs, concrete pump, mobile cranes, generators and vibrating compactors.
Works at the station will be undertaken from a site off the Thorney Lane access road to the immediate north of the railway and northwest of the station. Materials will be taken to and from the sites by road, from Thorney Lane. The worksite will be served by 30 lorries per day during the five week peak construction period and typically by eight per day at other times.
In order to accommodate the OHLE, Thorney Lane road bridge will be replaced with a new steel structure immediately to its east, constructed using piled foundations and pilecaps. The steel superstructure will be delivered by road and assembled at the worksite and craned into position. Additional steelwork will be installed and a concrete deck will then be laid. Thorney Lane South and associated roads will be realigned and modified as necessary. This work will be undertaken before the existing bridge is demolished. Vehicle access will be retained across the railway throughout the construction period, except for short-term (weekend and overnight) closures in association with the realignment of the road with the new bridge. Thorney Lane footbridge will be retained and its parapets raised. These bridge works will take approximately one year and three months to complete. They will require a variety of construction equipment including a piling rig, cranes, excavators, and a lorry-mounted concrete pump.
The bridge works will be undertaken from three main worksites: one immediately south of the railway and southeast of the existing bridge; one north of the railway and northeast of the existing bridge; and one north of the railway and northwest of the existing bridge. Materials will be taken to and from the sites by road, with vehicle access from the A4 London Road via North Park Lane, Sutton Lane and Thorney Lane South, apart from limited periods when the bridge is closed, when access to the northern worksites will be gained from the north.
Up to 40 lorries per day will access the two northern worksites for Thorney Lane bridge during the five week construction peak, and around 24 lorries per day will access each site at other times. Similar lorry numbers will occur for the southern worksite.
104 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
In order to provide sufficient electromagnetic clearances between the OHLE and the existing high voltage (HV) 132 kv cables above the railway, two 20 m high lattice masts will be installed adjacent to the south side of the rail corridor to raise the HV cables. Only minimal works will be undertaken at the existing pylons to enable re-stringing of the cables. These works will take place over about six months.
A new feeder station (Iver feeder station) will be required to supply the main power to the railway. This will be located at a strategic location adjacent to high voltage power supplies, on the north side of the railway, adjacent to the Iver water treatment works, east of the M25. The feeder station will comprise a unit of 17 m by 8 m.
This route window is located within the District of South Buckinghamshire. North of the station lies an area of open land comprising rough grassland and scrub. This is bounded to the west by a concrete works, to the east by Thorney Lane and to the north by a branch of the Grand Union Canal. To the south of the station, the railway is adjoined by the built-up area of Richings Park. This is a mainly residential area, with a range of local shops and services on Bathurst Walk.
Figure 4-13: Location of Iver Station
During the construction phase the activities in Route Window W14 include those associated with improved station access, addition of buildings, and main line platform extensions/alterations. Route Window W14 contains the Iver Station worksite. During the operational phase the primary Crossrail feature in this Route Window is the presence of Iver Station.
(ii) Baseline Air Quality
This Route Window is located within the South Buckinghamshire District.
105 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
Small areas of air quality limit value breaches are predicted to arise in 2004 and 2005, respectively for annual mean NO2 and 24-hourly mean PM10 objectives, close to major roads within South Bucks District. In October 2004 South Bucks District declared an AQMA on the basis of NO2, the area of which encompasses sections of the M25, M4 and adjoining land. This section of the Crossrail route is within the South Bucks District AQMA.
Annual mean ambient background concentrations of NO2, PM10 and NOx within this Route Window are, and are expected to be, as per the table below. Concentrations in 2003 are presented for context. Baseline Objective 2003 2007 2010 2016 2003 2007 2010 2016
NOX 80 66 56 44 - - - -
NO2 39 34 31 27 40 40 40 40
PM10 23 22 20 19 40 40 20* 20*
* The proposed provisional PM10 objective for London to be achieved by 2010 is 23 µg/m³. Outside of London, the proposed provisional objective also to be achieved by 2010 is 20 µg/m³. (all concentrations in µg/m³) Source: National Air Quality Information Archive at www.airquality.co.uk
(iii) Construction Phase: Traffic Impacts on Local Air Quality
In 2007, the ambient background NO2 concentration in Route Window W14 is not predicted to breach the Air Quality Objective of 40µg/m³ on any of the roads assessed. NO2 concentrations derived from construction traffic in this Window are predicted to contribute less than 1µg/m³ and will not cause additional breaches of the Objective.
Ambient background PM10 concentrations within Route Window W14 will be less than 70% of the Air Quality Objective Value of 40µg/m³ in 2007. PM10 concentrations derived from construction traffic within this window are predicted to contribute less than 1µg/m³ and remain within the Objective Value.
Ambient background PM10 concentrations within Route Window W14 are not expected to breach the provisional Air Quality Objective Value of 23µg/m³ in 2007, the first year of construction, with or without Crossrail. Crossrail construction traffic is not predicted to cause any additional breaches. This Objective Value may be implemented in 2010 when the ambient background PM10 concentration, in the absence of traffic, is expected to be 20µg/m³.
(iv) Operational Phase: Traffic Impacts on Local Air Quality
The screening process applied to operational traffic data for Route Window W14 identified one road link exhibiting a change in traffic flows of greater than 5% during the operational phase of Crossrail. Of the three links within Route Window W14, two are expected to exhibit an increase in traffic flow in 2016 as compared to the 2016 Baseline case less than 2%. One is expected to exhibit an increase of 11%.
In 2016, ambient background NO2 concentrations in Route Window W14 are expected to be within the Air Quality Objective of 40 µg/m³ on all roads, and less than 70% of the Objective
106 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
Value on one road. NO2 concentrations resulting from operational traffic as a result of Crossrail are predicted to contribute less than 0.1 µg/m³ as compared to the Baseline in 2016. Crossrail operations are expected to not cause additional breach of the objective on any roads.
Ambient background PM10 concentrations within Route Window W14 are expected to be less than 70% of the Air Quality Objective Value of 40 µg/m³ in 2016. PM10 concentrations derived from operational traffic due to Crossrail within this window are not predicted to cause any increase in total concentrations.
PM10 concentrations within Route Window W14 are expected to be between 70 and 100% of the provisional Air Quality Objective Value of 23µg/m³ on all roads in 2016 both with and
without Crossrail. In 2016 the ambient background PM10 concentration, in the absence of traffic, is expected to be 20µg/m³. The provisional Objective Value may be implemented in 2010. Increase in pollutant concentrations in 2016 within this Route Window are expected to not be significant.
4.13.2 Construction Phase: Nuisance Dust
There is one dust boundary in Route Window W14, this is the Iver Station site which incorporates the Thorney Lane Worksites. The boundary does not overlap with any other dust boundary and therefore no adjustment for cumulative impacts is required. Table 4-16 shows the total receptor counts for Iver Station site.
Table 4-16 : Iver Station
No of receptors Total 20 m 50 m 100 m 150 m Residential 0 54 75 41 Care homes 0 0 0 0 Educational 0 0 0 0 Hospitals 0 0 0 0 Designated areas 0 0 0 0 Other 0 1 10 2 Total 0 55 85 43 Weighting 4 3 2 1 Weighted total 0 165 170 43 378 Construction Dust raising Weighting Duration Weighted Activity potential dust raising potential excavation high 3 4.5 13.5 construction low 1 8 8 track laying low 1 1 1 Weighted total 22.5 Worksite score 8505 Refer to Methodology Section 2.5 and Figure 1E0320-W1E00-E01-F-00014 (Volume III).
107 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
With reference to the route-wide assessment (Section 3) the overall worksite rating for dust nuisance potential is: • Iver Station. The dust risk score for this site is below 10,000 and therefore there is a low potential for dust nuisance. Tier 1 mitigation measures will be required (refer to Section 9).
4.13.3 Utility Works
There are no utility works in this window with the potential to cause air quality impacts, either on their own or in combination with main site construction activities.
4.13.4 Operational Phase: Vent Shaft Emissions
There are no vent shafts in Route Window W14.
4.13.5 Route Window Impact Summary Tables
Route Window W14 - Temporary Impacts Works & Significance Committed Residual Impact potential Mitigation Description Significance impacts Deterioration in Insignificant (<1 % Recommended Marginal Insignificant as ambient NO2 due increase on construction deterioration in air temporary to construction baseline practice (Section quality (NO2) for marginal increase. traffic – all routes. concentrations; no 9). Minimisation duration of breach of of lorry export construction. Objective (use of rail). caused). Deterioration in Insignificant (no Recommended Marginal Insignificant as ambient PM10 due increase on construction deterioration in air temporary to construction baseline practice (Section quality (PM10) for marginal increase. traffic – all routes. concentrations; no 9). Minimisation duration of breach of of lorry export construction. Objective (use of rail). caused). Low potential dust Insignificant (rated Recommended The application of Insignificant. nuisance. low for dust construction the mitigation Potential for potential). The practice/ measures should nuisance is potential for dust mitigation minimise this temporary. nuisance will exist measures issue and manage but will be (Section 9). the residual risk of controlled by nuisance issues. mitigation measures.
108 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
Route Window W14 - Permanent Impacts Works & Significance Committed Residual Impact potential Mitigation Description Significance impacts Change in Insignificant None necessary. Marginal Insignificant. ambient NO2 due (<0.1% change in deterioration in air to operational ambient quality (NO2) in traffic. concentrations). area of poor air quality. Change in Insignificant (no None necessary. Very marginal Insignificant. ambient PM10 due change in ambient deterioration in air to operational concentrations). quality (NO2) in traffic. area of poor air quality.
4.14 Route Window W13: West Drayton Station & Stabling Sidings
4.14.1 Overview
(i) General Description
Within this route window the main Crossrail works will involve: • construction of a new stabling facility on the site of the former West Drayton coal concentration depot; • redevelopment of West Drayton station; and • introduction of overhead line equipment throughout.
This route window is located within the District of South Buckinghamshire and LB Hillingdon. West Drayton station lies within an entirely urban setting, between the built-up areas of Yiewsley to the north and West Drayton to the south. These areas form a wedge of development that extends southwards to the M4 and is bounded to the west by the Colne valley and to the east by open land along the A408 corridor. To the east of the station, the Grand Union Canal runs parallel with the railway, before turning northwards along the Colne Valley. The station adjoins the town centre of West Drayton/Yiewsley, which comprises a range of typical retail and service activities extending southwards along Station Road and northwards along High Street.
West Drayton stabling sidings is currently occupied by an aggregates distribution centre and other open storage use. It is bounded to the south by the GWML and to the north by the Colnbrook branch line.
109 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
Figure 4-14: Location of West Drayton Station and Stabling
During the construction phase the activities in Route Window W13 include those associated with platform widening and lengthening, building of new station facilities and bridge reconstruction. Route Window W13 contains the West Drayton Station and Stabling Sidings worksites. During the operational phase the primary Crossrail feature in this Route Window is the presence of West Drayton Station and Stabling Sidings.
(ii) Baseline Air Quality
This Route Window is located within the South Buckinghamshire District and the London Borough of Hillingdon.
Small areas of air quality limit value breaches are predicted to arise in 2004 and 2005, respectively for annual mean NO2 and 24-hourly mean PM10 objectives, close to major roads within South Bucks District. In October 2004 South Bucks District declared an AQMA on the basis of NO2, the area of which encompasses sections of the M25, M4 and adjoining land. This section of the Crossrail route is not within the South Bucks District AQMA.
Both the annual mean objective for NO2 and the 24-hour objective for PM10 are predicted to be breached in various areas of Hillingdon. For particulate matter this is restricted to areas around the M4 and M25 but for nitrogen dioxide this area extends over a large part of the south of the borough and along several road corridors. In May 2001 Hillingdon designated an Air Quality Management Area (AQMA) for areas provisionally predicted to fail the objectives. The section of Crossrail track within Route Window W13 is within Hillingdon’s AQMA.
110 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
Annual mean ambient background concentrations of NO2, PM10 and NOx within this Route Window are, and are expected to be, as per the table below. Concentrations in 2003 are presented for context. Baseline Objective 2003 2007 2010 2016 2003 2007 2010 2016
NOX 79 66 57 45 - - - -
NO2 39 34 31 27 40 40 40 40
PM10 23 22 20 19 40 40 20/23* 20/23*
* The proposed provisional PM10 objective for London to be achieved by 2010 is 23 µg/m³. Outside of London, the proposed provisional objective also to be achieved by 2010 is 20 µg/m³. (all concentrations in µg/m³) Source: National Air Quality Information Archive at www.airquality.co.uk
(iii) Construction Phase: Traffic Impacts on Local Air Quality
In 2007, the ambient background NO2 concentration in Route Window W13 will breach the Air Quality Objective of 40µg/m³ on five of the roads assessed. NO2 concentrations derived from construction traffic in this Window are predicted to contribute less than 1µg/m³ and will not cause additional breaches of the Objective.
Ambient background PM10 concentrations within Route Window W13 will be less than 70% of the Air Quality Objective Value of 40µg/m³ in 2007. PM10 concentrations derived from construction traffic within this window are predicted to contribute less than 1µg/m³ and remain within the Objective Value.
Ambient background PM10 concentrations within Route Window W13 are expected to breach the provisional Air Quality Objective Value of 23µg/m³ on two roads in 2007, the first year of construction, with or without Crossrail. Crossrail construction traffic is not predicted to cause any additional breaches. This Objective Value may be implemented in 2010 when the ambient background PM10 concentration, in the absence of traffic, is expected to be 20µg/m³.
(iv) Operational Phase: Traffic Impacts on Local Air Quality
The screening process applied to operational traffic data for Route Window W13 identified one road link that exhibits a change in traffic flows of greater than 5% during the operational phase of Crossrail. Two of the three links within Route Window W13 are expected to exhibit an increase in traffic flow in 2016 as compared to the 2016 Baseline case that is less than 1% and one is expected to experience a 6% increase.
In 2016, ambient background NO2 concentrations in Route Window W13 are expected to be within the Air Quality Objective of 40 µg/m³ on all roads. NO2 concentrations resulting from operational traffic as a result of Crossrail are predicted to contribute less than 0.2 µg/m³ as compared to the Baseline in 2016. Crossrail operations are not expected to cause additional breach of the objective on any roads.
Ambient background PM10 concentrations within Route Window W13 are expected to be less than 70% of the Air Quality Objective Value of 40 µg/m³ in 2016. PM10 concentrations
111 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
derived from operational traffic due to Crossrail within this window are not predicted to cause any increase in concentrations.
PM10 concentrations within Route Window W13 are expected to be between 70 and 100% of the provisional Air Quality Objective Value of 23µg/m³ on all roads in 2016 both with and
without Crossrail. In 2016 the ambient background PM10 concentration, in the absence of traffic, is expected to be 20µg/m³. The provisional Objective Value may be implemented in 2010.
Increase in pollutant concentrations in 2016 within this Route Window are expected to not be significant.
4.14.2 Construction Phase: Nuisance Dust
There are two dust boundaries in Route Window W13, these are the West Drayton Station site and the West Drayton Stabling Sidings. These boundaries overlap and therefore adjustments for cumulative impacts are required. Table 4-17 and Table 4-18 outline the worksite dust nuisance receptor counts for route window W13. Table 4-17 : West Drayton Station
No of receptors Total 20 m 50 m 100 m 150 m Residential 34 86 136 186 Care homes 0 0 0 0 Educational 0 0 0 0 Hospitals 0 0 0 0 Designated areas 0 0 0 0 Other 18 13 14 19 Total 52 99 150 205 Weighting 4 3 2 1 Weighted total 208 297 300 205 1010 Construction Dust raising Weighting Duration Weighted Activity potential dust raising potential earthmoving high 3 11 33 demolition medium 2 14 28 construction low 1 18 18 Weighted total 79 Worksite score 79790 Refer to Methodology Section 2.5 and Figure 1E0320-W1E00-E01-F-00013 (Volume III).
112 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
Table 4-18: West Drayton Stabling Sidings
No of receptors Total 20 m 50 m 100 m 150 m Residential 0 51 154 114 Care homes 0 0 0 0 Educational 0 0 0 0 Hospitals 0 0 0 0 Designated areas 0 0 0 0 Other 4 2 4 22 Total 4 53 158 136 Weighting 4 3 2 1 Weighted total 16 159 316 136 627 Construction Dust raising Weighting Duration Weighted Activity potential dust raising potential earthmoving high 3 11 33 demolition medium 2 14 28 construction low 1 18 18 Weighted total 79 Worksite score 49 533 Refer to Methodology Section 2.5 and Figure 1E0320-W1E00-E01-F-00013 (Volume III).
With reference to the route-wide assessment (Section 3) the overall worksite rating for dust nuisance potential is: • West Drayton Station. The dust risk score for this site is between 10,000 and 200,000 and therefore there is a medium potential for dust nuisance. Tier 2 mitigation measures will be required (refer to Section 9). • West Drayton Stabling Sidings. The dust risk score for this site is between 10,000 and 200,000 and therefore there is a medium potential for dust nuisance. Tier 2 mitigation measures will be required (refer to Section 9).
4.14.3 Utility Works
There are no utility works in this window with the potential to cause air quality impacts on their own. However, the planned diversion of Colne Valley trunk sewer at West Drayton (Reference AW029) would generate dust which, in combination with the activities associated with the West Drayton Stabling Worksite, has the potential to cause an air quality impact. This has been addressed in the assessment of the West Drayton Stabling Worksite and in developing the relevant dust management measures to be applied at this site.
4.14.4 Operational Phase: Vent Shaft Emissions
There are no vent shafts in Route Window W13.
113 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
4.14.5 Route Window Impact Summary Tables
Route Window W13 - Temporary Impacts Works & Significance Committed Residual Impact potential Mitigation Description Significance impacts Deterioration in Insignificant (<1 % Recommended Marginal Insignificant as ambient NO2 due increase on construction deterioration in air temporary to construction baseline practice (Section quality (NO2) for marginal increase. traffic – all routes. concentrations; no 9). Minimisation duration of breach of of lorry export construction. Objective (use of rail). caused). Deterioration in Insignificant (<1 % Recommended Marginal Insignificant as ambient PM10 due increase on construction deterioration in air temporary to construction baseline practice (Section quality (PM10) for marginal increase. traffic – all routes. concentrations; no 9). Minimisation duration of breach of of lorry export construction. Objective (use of rail). caused). Medium potential Significant but Recommended The application of Insignificant. dust nuisance. temporary (rated construction the mitigation Potential for medium for dust practice/ measures should nuisance is potential). The mitigation minimise this temporary. potential for dust measures issue and manage nuisance will exist (Section 9). the residual risk of but will be nuisance issues. controlled by mitigation measures.
Route Window W13 - Permanent Impacts Works & Significance Committed Residual Impact potential Mitigation Description Significance impacts Change in Insignificant None necessary. Marginal Insignificant. ambient NO2 due (<0.4% change in deterioration in air to operational ambient quality (NO2) in traffic. concentrations). area of poor air quality. Change in Insignificant (no None necessary. Very marginal Insignificant. ambient PM10 due change in ambient deterioration in air to operational concentrations). quality (NO2) in traffic. area of poor air quality.
114 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
4.15 Route Window W12: Horton Road & Old Stockley Road Bridges
4.15.1 Overview
(i) General Description
New overhead line equipment will be provided along the Crossrail route. Stockley Road bridge marks the eastern extremity of new OHLE, it already being in place along the remainder of the alignment into London.
In order to accommodate the OHLE, bridge modifications will be required. Kingston Lane footbridge will be replaced by a new footbridge immediately to its west. This new bridge will accommodate the utilities that are contained currently by the existing bridge. The main steel work will be fabricated offsite. Once the new bridge is complete, the existing bridge will be demolished; if suitable, some of the construction material from this will be used for the approach embankment. Works at this site will be undertaken from the West Drayton Station to Horton Bridge worksite (see Route Window W13) and from a worksite located on the southwest corner of the bridge (the Kingston Lane worksite). Each worksite will be served by 10 lorries per day during the two week peak construction period and typically by two per day at other times. Construction plant will include a crane and a mini piling rig. The works will take approximately 10 months to complete.
At Old Stockley Road bridge, foundations for a new bridge will be piled and the main steel structure will be installed adjacent to the existing bridge. On completion of the new bridge, the existing bridge structure will then be demolished. These works will take about five and a half months to complete.
Some minor parapet works will be required at the adjacent Stockley Road (A408) bridge.
Construction plant required for the work will include mobile cranes, excavators, pneumatic drills, and a piling rig. Following the closure of Old Stockley Road the bridge works will be carried out from a worksite located in the area to the southeast of the existing Old Stockley Road bridge. The worksite will be bounded by the railway to the north, the main A408 road to the east, and Old Stockley road to the west. The worksite will be served by eight lorries per day including the eight week peak construction period.
This route window is located within the LB Hillingdon. Kingston Lane bridge lies within the built-up area of West Drayton adjoining the residential areas to the west and south. The Grand Union Canal and Horton Road Industrial Estate lie to the north. The land to the southwest immediately adjoining the bridge comprises a vacant clear site under development.
The Old Stockley Road bridge also lies within the built-up area of West Drayton. To the north lies the Grand Union Canal beyond which is Stockley Business Park. Hanson Aggregates Dispatching Depot lies to the northeast beyond the A408 bridge. To the southwest is a residential development.
115 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
Figure 4-15: Location of Kingston Lane Bridge and Old Stockley Road Bridge
During the construction phase the activities in Route Window W12 include those associated with the demolition and rebuilding of three bridges. Route Window W12 contains the Old Stockley Road and Horton Road Bridges worksites. During the operational phase the primary Crossrail feature in this Route Window is the presence of track.
(ii) Baseline Air Quality
This Route Window is wholly located within the London Borough of Hillingdon.
Both the annual mean objective for NO2 and the 24-hour objective for PM10 are predicted to be breached in various areas of Hillingdon. For particulate matter this is restricted to areas around the M4 and M25 but for nitrogen dioxide this area extends over a large part of the south of the borough and along several road corridors. In May 2001 Hillingdon designated an Air Quality Management Area (AQMA) for areas provisionally predicted to fail the objectives. Route Window W12 is wholly within Hillingdon’s AQMA.
Annual mean ambient background concentrations of NO2, PM10 and NOx within this Route Window are, and are expected to be, as per the table below. Concentrations in 2003 are presented for context. Baseline Objective 2003 2007 2010 2016 2003 2007 2010 2016
NOX 74 62 55 43 - - - -
NO2 37 33 30 26 40 40 40 40
PM10 23 22 20 19 40 40 23* 23*
* The proposed provisional PM10 objective for London to be achieved by 2010 is 23 µg/m³. Outside of London, the proposed provisional objective also to be achieved by 2010 is 20 µg/m³.
116 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
(all concentrations in µg/m³) Source: National Air Quality Information Archive at www.airquality.co.uk
(iii) Construction Phase: Traffic Impacts on Local Air Quality
In 2007, the ambient background NO2 concentration in Route Window W12 will breach the Air Quality Objective of 40µg/m³ on one third of the roads assessed. NO2 concentrations derived from construction traffic in this Window are predicted to contribute less than 1µg/m³ and will not cause additional breaches of the Objective.
Ambient background PM10 concentrations within Route Window W12 will be less than 70% of the Air Quality Objective Value of 40µg/m³ in 2007. PM10 concentrations derived from construction traffic within this window are predicted to contribute less than 1µg/m³ and remain within the Objective Value.
Ambient background PM10 concentrations within Route Window W12 are expected to breach the provisional Air Quality Objective Value of 23µg/m³ on one road in 2007, the first year of construction, with or without Crossrail. Crossrail construction traffic is not predicted to cause any additional breaches. This Objective Value may be implemented in 2010 when the ambient background PM10 concentration, in the absence of traffic, is expected to be 20µg/m³.
Within Route Window W12 planning permission has been granted for redevelopment of offices and warehousing, within 150 m of two Crossrail Worksite dust boundaries (West Drayton Station Worksite and Horton Bridge Worksite). If this development generates significant construction traffic, cumulative air quality impacts are possible. If the developments are completed prior to Crossrail construction there will be no issue as the redevelopment does not comprise any sensitive receptors.
(iv) Operational Phase: Traffic Impacts on Local Air Quality
During the operational phase of Crossrail, none of the links within Route Window W12 are expected to exhibit an increase in traffic flow in 2016 as compared to the 2016 Baseline case.
In 2016, ambient background NO2 concentration in Route Window W12 are expected to be within the Air Quality Objective of 40 µg/m³ on all roads. NO2 concentrations resulting from operational traffic as a result of Crossrail are not predicted to alter concentrations as compared to the Baseline in 2016.
Ambient background PM10 concentrations within Route Window W12 are expected to be less than 70% of the Air Quality Objective Value of 40 µg/m³ in 2016. PM10 concentrations derived from operational traffic due to Crossrail are not predicted to alter concentrations as compared to the Baseline in 2016.
PM10 concentrations within Route Window W12 are expected to be between 70 and 100% of the provisional Air Quality Objective Value of 23µg/m³ on all roads in 2016 both with and without Crossrail. In 2016 the ambient background PM10 concentration, in the absence of traffic, is expected to be 20µg/m³. The provisional Objective Value may be implemented in 2010.
117 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
Pollutant concentrations in 2016 within this Route Window are expected to not be increased and hence are insignificant.
4.15.2 Construction Phase: Nuisance Dust
There are two dust boundaries in Route Window W12, these are the Stockley Road Bridge and the West Drayton Station to Horton Bridge sites. The Stockley Road Bridge boundary overlaps with the Stockley Close Worksite dust boundary in Route Window W11. Therefore adjustment for cumulative impacts were required. These are included in Stockley Close Worksite in Route Window W11. Table 4-19 and Table 4-20 show the worksite dust nuisance receptor counts for route window W12. Table 4-19 : Stockley Road Bridge
No of receptors Total 20 m 50 m 100 m 150 m Residential 4 23 33 47 Care homes 0 0 0 0 Educational 0 0 0 0 Hospitals 0 0 0 0 Designated areas 0 0 0 0 Other 0 1 0 5 Total 4 24 33 52 Weighting 4 3 2 1 Weighted total 16 72 66 52 206 Construction Dust raising Weighting Duration Weighted Activity potential dust raising potential demolition Medium 2 0.1 0.2 construction Low 1 1 1 Weighted total 1.2 Worksite score 247 Refer to Methodology Section 2.5 and Figure 1E0320-W1E00-E01-F-00012 (Volume III).
118 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
Table 4-20 : West Drayton Station to Horton Bridge
No of receptors Total 20 m 50 m 100 m 150 m Residential 5 8 21 46 Care homes 0 0 0 0 Educational 0 0 0 0 Hospitals 0 0 0 0 Designated areas 0 0 0 0 Other 1 3 10 17 Total 6 11 31 63 Weighting 4 3 2 1 Weighted total 24 33 62 63 182 Construction Dust raising Weighting Duration Weighted Activity potential dust raising potential demolition Medium 2 0.1 0.2 construction Low 1 2.5 2.5 Weighted total 2.7 Worksite score 491 Refer to Methodology Section 2.5 and Figure 1E0320-W1E00-E01-F-00012 (Volume III).
With reference to the route-wide assessment (Section 3) the overall worksite rating for dust nuisance potential is: • Stockley Road Bridge. The dust risk score for this site is below 10,000 and therefore there is a low potential for dust nuisance. Tier 1 mitigation measures will be required (refer to Section 9). • West Drayton Station to Horton Bridge. The dust risk score for this site is below 10,000 and therefore there is a low potential for dust nuisance. Tier 1 mitigation measures will be required (refer to Section 9).
Within Route Window W12 planning permission has been granted for redevelopment of offices and warehousing, within 150 m of two Crossrail Worksite dust boundaries (West Drayton Station Worksite and Horton Bridge Worksite). If this development generates significant construction dust, cumulative air quality impacts are possible. If the developments are completed prior to Crossrail construction there will be no issue as the redevelopment does not comprise any sensitive receptors.
4.15.3 Utility Works
There are no utility works in this window with the potential to cause air quality impacts, either on their own or in combination with main site construction activities.
119 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
4.15.4 Operational Phase: Vent Shaft Emissions
There are no vent shafts in Route Window W12.
4.15.5 Route Window Impact Summary Tables
Route Window W12 – Temporary Impacts Works & Significance Committed Residual Impact potential Mitigation Description Significance impacts Deterioration in Insignificant (<1 % Recommended Marginal Insignificant as ambient NO2 due increase on construction deterioration in air temporary to construction baseline practice (Section quality (NO2) for marginal increase. traffic – all routes. concentrations; no 9). Minimisation duration of breach of of lorry export construction. Objective (use of rail). caused). Deterioration in Insignificant (no Recommended Marginal Insignificant as ambient PM10 due increase on construction deterioration in air temporary to construction baseline practice (Section quality (PM10) for marginal increase. traffic – all routes. concentrations; no 9). Minimisation duration of breach of of lorry export construction. Objective (use of rail). caused). Low potential dust Insignificant (rated Recommended The application of Insignificant. nuisance. low for dust construction the mitigation Potential for potential). The practice/ measures should nuisance is potential for dust mitigation minimise this temporary. nuisance will exist measures issue and manage but will be (Section 9). the residual risk of controlled by nuisance issues. mitigation measures.
Route Window W12 - Permanent Impacts Works & Significance Committed Residual Impact potential Mitigation Description Significance impacts Change in Insignificant (no None necessary. Marginal Insignificant. ambient NO2 due change in ambient deterioration in air to operational concentrations). quality (NO2) in traffic. area of poor air quality. Change in Insignificant (no None necessary. Very marginal Insignificant. ambient PM10 due change in ambient deterioration in air to operational concentrations). quality (NO2) in traffic. area of poor air quality.
120 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
4.16 Route Window W11: Stockley Flyover (Airport Junction)
4.16.1 Overview
(i) General Description
Within this route window the main Crossrail works will involve provision of a new flyover to accommodate the eastbound Crossrail/Heathrow Express line, together with the track realignments associated with this.
This route window is located within LB Hillingdon. The Stockley Flyover, that currently carries the eastbound Heathrow Express line over the Great Western main lines, is located in an area of mainly urban land uses: industrial estates are prominent to the north of the railway; to the south, the residential estate of Bourne Farm and the Hayes Repository are the main land uses, together with the Stockley Close industrial estate to the west of the Heathrow line.
Figure 4-16: Location of Stockley Flyover
During the construction phase the activities in Route Window W11 are expected to include those associated with track realignment and the creation of a new link. The Route Window is expected to contain the Stockley Flyover Worksite. During the operational phase the primary Crossrail features in this Route Window are expected to be the new lines, junction and extended flyover.
121 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
(ii) Baseline Air Quality
This Route Window is wholly located within the London Borough of Hillingdon.
Both the annual mean objective for NO2 and the 24-hour objective for PM10 are predicted to be breached in various areas of Hillingdon. For particulate matter this is restricted to areas around the M4 and M25 but for nitrogen dioxide this area extends over a large part of the south of the borough and along several road corridors. In May 2001 Hillingdon designated an Air Quality Management Area (AQMA) for areas provisionally predicted to fail the objectives. Route Window W11 is wholly within Hillingdon’s AQMA.
Annual mean ambient background concentrations of NO2, PM10 and NOx within this Route Window are, and are expected to be, as per the table below. Concentrations in 2003 are presented for context. Baseline Objective 2003 2007 2010 2016 2003 2007 2010 2016
NOX 72 62 56 44 - - - -
NO2 37 33 31 27 40 40 40 40
PM10 23 22 20 19 40 40 23* 23*
* The proposed provisional PM10 objective for London to be achieved by 2010 is 23 µg/m³. Outside of London, the proposed provisional objective also to be achieved by 2010 is 20 µg/m³. (all concentrations in µg/m³) Source: National Air Quality Information Archive at www.airquality.co.uk
(iii) Construction Phase: Traffic Impacts on Local Air Quality
In 2007, the ambient background NO2 concentration in Route Window W11 will breach the
Air Quality Objective of 40µg/m³ on one of the roads assessed. NO2 concentrations derived from construction traffic in this Window are predicted to contribute less than 1µg/m³ and will not cause additional breaches of the Objective.
Ambient background PM10 concentrations within Route Window W11 will be less than 70% of the Air Quality Objective Value of 40µg/m³ in 2007. PM10 concentrations derived from construction traffic within this window are predicted to contribute less than 1µg/m³ and remain within the Objective Value.
Ambient background PM10 concentrations within Route Window W11 are not expected to breach the provisional Air Quality Objective Value of 23µg/m³ in 2007, the first year of construction, with or without Crossrail. Crossrail construction traffic is not predicted to cause any additional breaches. This Objective Value may be implemented in 2010 when the ambient background PM10 concentration, in the absence of traffic, is expected to be 20µg/m³.
(iv) Operational Phase: Traffic Impacts on Local Air Quality
Route Window W11 has not been assessed in terms of operational impacts. Operational traffic data have not been compiled for the Baseline or ‘with Crossrail’ case in 2016 as it is not anticipated that the operation of Crossrail in Route Window W11 are expected to present any change to the Baseline in terms of traffic movements.
122 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
4.16.2 Construction Phase: Nuisance Dust
There is one dust boundary in Route Window W11, which encompases 4 closely associated worksites; Stockley Close Worksite, HG Timber Worksite, All Point Packaging Worksite and Dagenham Motors Worksite. The boundary overlaps with the Old Stockley Road Bridge dust boundary in Route Window W12. Therefore adjustment for cumulative impacts is required. Table 4-21 shows the adjusted receptor counts for the Stockley Flyover site.
Table 4-21 : Dagenham Motors Worksite to Stockley Close Worksite
No of receptors Total 20 m 50 m 100 m 150 m Residential 0 79 221 126 Care homes 0 0 0 0 Educational 0 0 0 0 Hospitals 0 0 0 0 Designated areas 0 0 0 1 Other 21 19 39 41 Total 21 98 260 168 Weighting 4 3 2 1 Weighted total 84 294 520 168 1066 Construction Dust raising Weighting Duration Weighted Activity potential dust raising potential earthworks/excavation High 3 6 18 construction Low 1 38 38 demolition medium 2 3 6 trackworks Low 1 6.5 6.5 Weighted total 68.5 Worksite score 73021 Refer to Methodology Section 2.5 and Figure 1E0320-W1E00-E01-F-00011 (Volume III).
With reference to the route-wide assessment (Section 3) the overall worksite rating for dust nuisance potential is: • Dagenham Motors to Stockley Close. The dust risk score for this site is between 10,000 and 200,000 and therefore there is a medium potential for dust nuisance. Tier 2 mitigation measures will be required (refer to Section 9).
4.16.3 Utility Works
There are no utility works in this window with the potential to cause air quality impacts, either on their own or in combination with main site construction activities.
4.16.4 Operational Phase: Vent Shaft Emissions
There are no vent shafts in Route Window W11.
123 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
4.16.5 Route Window Impact Summary Tables
Route Window W11 - Temporary Impacts Works & Significance Committed Residual Impact potential Mitigation Description Significance impacts Deterioration in Insignificant (<1 % Recommended Marginal Insignificant as ambient NO2 due increase on construction deterioration in air temporary to construction baseline practice (Section quality (NO2) for marginal increase. traffic – all routes. concentrations; no 9). Minimisation duration of breach of of lorry export construction. Objective (use of rail). caused). Deterioration in Insignificant (no Recommended Marginal Insignificant as ambient PM10 due increase on construction deterioration in air temporary to construction baseline practice (Section quality (PM10) for marginal increase. traffic – all routes. concentrations; no 9). Minimisation duration of breach of of lorry export construction. Objective (use of rail/barge). caused). Medium potential Significant but Recommended The application of Insignificant. dust nuisance. temporary (rated construction the mitigation Potential for medium for dust practice/ measures should nuisance is potential). The mitigation minimise this temporary. potential for dust measures issue and manage nuisance will exist (Section 9). the residual risk of but will be nuisance issues. controlled by mitigation measures.
4.17 Route Window W10: Hayes & Harlington Station
4.17.1 Overview
(i) General Description
Within this route window the main Crossrail works will involve: • extension of the existing freight line and creation of a new northern span for Station Road bridge to accommodate this; • provision of a new ticket hall at Hayes and Harlington station to replace the existing one, and of a new passenger overbridge with stairs and lift access to all platforms; and
124 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
• track and platform modifications at the station.
This route window is located within LB Hillingdon. Hayes and Harlington station lies between the urban areas of Hayes (to the north) and Harlington (to the south). Business and industrial uses predominate alongside the railway corridor: the Thorn EMI plant, Silverdale Road industrial area and Tarmac plant are prominent to the north; the Nestle factory, Westlands Industrial Park, BA Engineering centre and International Trading Estate are most notable to the south. Some residential areas are also present, comprising terraced housing and a 1970s residential estate, which adjoin Hayes town centre to the north, and 1930s housing to the south.
Areas of open land comprise vacant sites (notably that adjoining the station to the north), and amenity space associated with the floodplain of the Yeading Brook. The main line and Paddington branch of the Grand Union Canal each provide corridors of green space.
Figure 4-17: Location of Hayes and Harlington Station
During the construction phase the activities in Route Window W10 are expected to include those associated with creation of the ‘Hayes Hub’ interchange. There is expected to be one worksite within this Route Window. During the operational phase the primary Crossrail features in this Route Window are expected to be Hayes and Harlington Station.
(ii) Baseline Air Quality
This Route Window is located within the London Boroughs of Hillingdon and Ealing.
The whole borough of Ealing was declared an Air Quality Management Area (AQMA) in
December 2002 due to predicted breach of Air Quality Strategy objectives for both PM10 and
125 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
NO2 in parts of the borough, namely along parts of six A - roads. A number of ‘hot spots’ were identified.
Both the annual mean objective for NO2 and the 24-hour objective for PM10 are predicted to be breached in various areas of Hillingdon. For particulate matter this is restricted to areas around the M4 and M25 but for nitrogen dioxide this area extends over a large part of the south of the borough and along several road corridors. In May 2001 Hillingdon designated an Air Quality Management Area (AQMA) for areas provisionally predicted to fail the objectives. Route Window W10 is within Hillingdon’s AQMA.
Annual mean ambient background concentrations of NO2, PM10 and NOx within this Route Window are, and are expected to be, as per the table below. Concentrations in 2003 are presented for context. Baseline Objective 2003 2007 2010 2016 2003 2007 2010 2016
NOX 79 69 71 56 - - - -
NO2 39 36 36 31 40 40 40 40
PM10 23 22 21 19 40 40 23* 23*
* The proposed provisional PM10 objective for London to be achieved by 2010 is 23 µg/m³. Outside of London, the proposed provisional objective also to be achieved by 2010 is 20 µg/m³. (all concentrations in µg/m³) Source: National Air Quality Information Archive at www.airquality.co.uk
(iii) Construction Phase: Traffic Impacts on Local Air Quality
In 2007, the ambient background NO2 concentration in Route Window W10 will breach the
Air Quality Objective of 40µg/m³ on all except three of the roads assessed. NO2 concentrations derived from construction traffic in this Window are predicted to contribute less than 1µg/m³ and will not cause additional breaches of the Objective.
Ambient background PM10 concentrations within Route Window W10 will be less than 70% of the Air Quality Objective Value of 40µg/m³ in 2007. PM10 concentrations derived from construction traffic within this window are predicted to contribute less than 1µg/m³ and remain within the Objective Value.
Ambient background PM10 concentrations within Route Window W10 are expected to breach the provisional Air Quality Objective Value of 23µg/m³ on four roads in 2007, the first year of construction, with or without Crossrail. Crossrail construction traffic may cause an additional breach on North Hyde Road, however, this is insignificant as the increase caused in 0.01µg/m³. This Objective Value may be implemented in 2010 when the ambient background PM10 concentration, in the absence of traffic, is expected to be 21µg/m³.
(iv) Operational Phase: Traffic Impacts on Local Air Quality
The screening process applied to operational traffic data for Route Window W10 identified 8 road links exhibiting a change in traffic flows of greater than 5% during the operational phase
126 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV of Crossrail. 8 of the 29 links are expected to exhibit an increase in traffic flow in 2016 as compared to the 2016 Baseline case from 5.2 to 25%.
In 2016, ambient background NO2 concentrations in Route Window W10 are expected to be within the Air Quality Objective of 40 µg/m³ on all roads but the Parkway. NO2 concentrations resulting from operational traffic as a result of Crossrail are predicted to contribute up to 1 µg/m³ as compared to the Baseline in 2016. Crossrail operations are expected to not cause additional breach of the objective on any roads.
Ambient background PM10 concentrations within Route Window W10 are expected to be less than 70 % of the Air Quality Objective Value of 40 µg/m³ in 2016. PM10 concentrations derived from operational traffic due to Crossrail within this window are predicted to contribute to less than 0.2 µg/m³ as compared to the Baseline in 2016
Ambient background PM10 concentrations within Route Window W10 are expected to be between 70 and 100% of the provisional Air Quality Objective Value of 23µg/m³ on all roads in 2016 both with and without Crossrail. In 2016 the ambient background PM10 concentration, in the absence of traffic, is expected to be 18µg/m³. The provisional Objective Value may be implemented in 2010.
Increase in pollutant concentrations in 2016 within this Route Window are expected to not be significant.
4.17.2 Construction Phase: Nuisance Dust
There is one dust boundary considered in Route Window W10 centred on three combined worksites; Hayes and Harlington Station Worksites (North and South); Hayes and Harlington Road Bridge Worksite. The boundary ends at the Route Window cut line. Beyond the cut line dust impacts are considered in Route Window W11. The boundary does not overlap with any other dust boundary and therefore no adjustment for cumulative impacts is required. Table 4-22 shows the total receptor counts for Hayes and Harlington Station site.
127 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
Table 4-22 : Hayes and Harlington Station and Road Bridge
No of receptors Total 20 m 50 m 100 m 150 m Residential 36 24 175 175 Care homes 0 0 0 0 Educational 0 0 0 1 Hospitals 0 0 0 0 Designated areas 0 0 0 0 Other 5 14 29 30 Total 41 38 204 205 Weighting 4 3 2 1 Weighted total 164 114 408 205 891 Construction Dust raising Weighting Duration Weighted Activity potential dust raising potential construction low 1 34 34 demolition medium 2 4 8 excavation high 3 4 12 refurbishment and low 1 3.5 3.5 signal relocation Weighted total 57.5 Worksite score 51233 Refer to Methodology Section 2.5 and Figure 1E0320-W1E00-E01-F-00010 (Volume III).
There is an educational establishment (the Nursery and Early Years Centre) within the dust boundaries of Route Window W10.
With reference to the route-wide assessment (Section 3) the overall worksite rating for dust nuisance potential is: • Hayes and Harlington Station. The dust risk score for this site is between 10,000 and 200,000 and therefore there is a medium potential for dust nuisance. Tier 2 mitigation measures will be required (refer to Section 9).
4.17.3 Utility Works
There are no utility works in this window with the potential to cause air quality impacts, either on their own or in combination with main site construction activities.
4.17.4 Operational Phase: Vent Shaft Emissions
There are no vent shafts in Route Window W10.
128 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
4.17.5 Route Window Impact Summary Tables
Route Window W10 - Temporary Impacts Works & Significance Committed Residual Impact potential Mitigation Description Significance impacts Deterioration in Insignificant (<1 Recommended Marginal Insignificant as ambient NO2 due % increase on construction deterioration in air temporary to construction baseline practice (Section quality (NO2) for marginal increase. traffic – all routes. concentrations; no 9). Minimisation duration of breach of of lorry export construction. Objective (use of rail). caused). Deterioration in Insignificant (<1 Recommended Marginal Insignificant as ambient PM10 due % increase on construction deterioration in air temporary to construction baseline practice (Section quality (PM10) for marginal increase. traffic – all routes. concentrations; no 9). Minimisation duration of breach of of lorry export construction. Objective (use of rail). caused). Low potential dust Insignificant (rated Recommended The application of Insignificant. nuisance. medium for dust construction the mitigation Potential for potential). The practice/ measures should nuisance is potential for dust mitigation minimise this temporary. nuisance will exist measures issue and manage but will be (Section 9). the residual risk of controlled by nuisance issues. mitigation measures.
Route Window W10 - Permanent Impacts Works & Significance Committed Residual Impact potential Mitigation Description Significance impacts Change in Insignificant None necessary. Marginal Insignificant. ambient NO2 due (change <2% in deterioration in air to operational ambient quality (NO2) in traffic. concentrations). area of poor air quality. Change in Insignificant None necessary. Very marginal Insignificant. ambient PM10 due (change <0.2% in deterioration in air to operational ambient quality (NO2) in traffic. concentrations). area of poor air quality.
129 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
4.18 Route Window W9: Southall West Sidings
There are no physical works in Route Window W9.
Figure 4-18: Location of Southall West Sidings
4.19 Route Window W8: Southall Station
4.19.1 Overview
(i) General Description
Within this route window the main Crossrail works will involve: • reconstruction of Southall station, including provision of a new ticket hall and footbridge; • minor realignment of the westbound relief line track; • platform extensions; and • track modifications to the east.
This route window is located within LB Ealing. The route traverses a wholly urban area. The station is bordered by a Sikh temple and a plant hire yard. Further north, the area between Park Avenue and the railway is occupied mainly by a mix of vacant land and commercial/business uses. The area north of Park Avenue is mainly residential. Residential uses extend eastwards, occupying the triangle of land between the railway and Uxbridge
130 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
Road. To the south, business/industrial uses border the railway throughout most of the route window, except for a small pocket of housing south of Merrick Road.
Figure 4-19: Location of Southall Station
During the construction phase there are expected to be three worksites in Route Window W8 associated with track movements, track laydown areas, erection of new station buildings, an overbridge at Southall Station, and Southall Sidings. During the operational phase the primary feature in this window associated with Crossrail are expected to be Southall Station.
(ii) Baseline Air Quality
This Route Window is wholly located within the London Borough of Ealing.
The whole borough of Ealing was declared an Air Quality Management Area (AQMA) in
December 2002 due to predicted breech of Air Quality Strategy objectives for both PM10 and NO2 in parts of the borough, namely along parts of six A - roads. A number of ‘hot spots’ were identified.
Annual mean ambient background concentrations of NO2, PM10 and NOx within this Route Window are, and are expected to be, as per the table below. Concentrations in 2003 are presented for context.
131 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
Baseline Objective 2003 2007 2010 2016 2003 2007 2010 2016
NOX 70 60 54 42 - - - -
NO2 36 32 30 26 40 40 40 40
PM10 23 21 20 19 40 40 23* 23*
* The proposed provisional PM10 objective for London to be achieved by 2010 is 23 µg/m³. Outside of London, the proposed provisional objective also to be achieved by 2010 is 20 µg/m³. (all concentrations in µg/m³) Source: National Air Quality Information Archive at www.airquality.co.uk
(iii) Construction Phase: Traffic Impacts on Local Air Quality
In 2007, the ambient background NO2 concentration in Route Window W8 will breach the Air
Quality Objective of 40µg/m³ on four of the roads assessed. NO2 concentrations derived from construction traffic in this Window are predicted to contribute less than 1µg/m³ and will not cause additional breaches of the Objective.
Ambient background PM10 concentrations within Route Window W8 will be less than 70% of the Air Quality Objective Value of 40µg/m³ in 2007. PM10 concentrations derived from construction traffic within this window are predicted to contribute less than 1µg/m³ and remain within the Objective Value.
Ambient background PM10 concentrations within Route Window W8 are not expected to breach the provisional Air Quality Objective Value of 23µg/m³ in 2007, the first year of construction, with or without Crossrail. Crossrail construction traffic would not cause additional breaches. This Objective Value may be implemented in 2010 when the ambient background PM10 concentration, in the absence of traffic, is expected to be 20µg/m³.
(iv) Operational Phase: Traffic Impacts on Local Air Quality
The screening process applied to operational traffic data for Route Window W8 didn’t identify any road link exhibiting a change in traffic flows of greater than 5% during the operational phase of Crossrail. 7 of the 32 links within Route Window W8 are expected to exhibit an increase in traffic flow in 2016 as compared to the 2016 Baseline case; however the increase would be less than 3%.
In 2016, ambient background NO2 concentrations in Route Window W8 are expected to be within the Air Quality Objective of 40 µg/m³ on all roads, and within 70% of the Objective on several.. NO2 concentrations resulting from operational traffic as a result of Crossrail are predicted to increase concentrations by less than 0.1 µg/m³ as compared to the Baseline in 2016.
Ambient background PM10 concentrations within Route Window W8 are expected to be less than 70% of the Air Quality Objective Value of 40 µg/m³ in 2016. PM10 concentrations derived from operational traffic due to Crossrail are not predicted to alter concentrations as compared to the Baseline in 2016.
132 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
PM10 concentrations within Route Window W8 are expected to be between 70 and 100% of the provisional Air Quality Objective Value of 23µg/m³ on all roads in 2016 both with and
without Crossrail. In 2016 the ambient background PM10 concentration, in the absence of traffic, is expected to be 19µg/m³. The provisional Objective Value may be implemented in 2010.
Pollutant concentrations in 2016 within this Route Window are expected to not be increased and hence are insignificant.
4.19.2 Construction Phase: Nuisance Dust
There are two dust boundaries in Route Window W8, the Southall Station site and Park Avenue Worksite, which also runs into Route Window W7 and incorporates the track laydown area. The boundaries overlap and therefore adjustment for cumulative impacts is required. Table 4-23 and Table 4-24 show the total receptor counts for Route Window W8.
Table 4-23: Park Avenue
No of receptors Total 20 m 50 m 100 m 150 m Residential 8 57 117 57 Care homes 0 0 0 0 Educational 0 0 0 0 Hospitals 0 0 0 0 Designated areas 0 0 0 0 Other 0 17 7 8 Total 8 74 124 65 Weighting 4 3 2 1 Weighted total 32 222 248 65 567 Construction Dust raising Weighting Duration Weighted Activity potential dust raising potential trackworks low 1 8 8
Weighted total 8 Worksite score 4536 Refer to Methodology Section 2.5 and Figure 1E0320-W1E00-E01-F-00008 (Volume III).
133 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
Table 4-24: Southall Station
No of receptors Total 20 m 50 m 100 m 150 m Residential 59 78 95 130 Care homes 0 0 0 0 Educational 0 1 0 0 Hospitals 0 0 0 0 Designated areas 0 0 0 0 Other 46 4 11 19 Total 105 83 106 149 Weighting 4 3 2 1 Weighted total 420 249 212 149 1 030 Construction Dust raising Weighting Duration Weighted Activity potential dust raising potential excavation high 3 0.5 1.5 construction low 1 2 2 Weighted total 3.5 Worksite score 3605 Refer to Methodology Section 2.5 and Figure 1E0320-W1E00-E01-F-00008 (Volume III).
With reference to the route-wide assessment (Section 3) the overall worksite rating for dust nuisance potential is: • Park Avenue. The dust risk score for this site is below 10,000 and therefore there is a low potential for dust nuisance. Tier 1 mitigation measures will be required (refer to Section 9). • Southall Station. The dust risk score for this site is below 10,000 and therefore there is a low potential for dust nuisance. Tier 1 mitigation measures will be required (refer to Section 9).
4.19.3 Utility Works
There are no utility works in this window with the potential to cause air quality impacts, either on their own or in combination with main site construction activities.
4.19.4 Operational Phase: Vent Shaft Emissions
There are no vent shafts in Route Window W8.
134 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
4.19.5 Route Window Impact Summary Tables
Route Window W8 - Temporary Impacts Works & Significance Committed Residual Impact potential Mitigation Description Significance impacts Deterioration in Insignificant (<1 % Recommended Marginal Insignificant as ambient NO2 due increase on construction deterioration in air temporary to construction baseline practice (Section quality (NO2) for marginal increase. traffic – all routes. concentrations; no 9). Minimisation duration of breach of of lorry export construction. Objective (use of rail). caused). Deterioration in Insignificant (no Recommended Marginal Insignificant as ambient PM10 due increase on construction deterioration in air temporary to construction baseline practice (Section quality (PM10) for marginal increase. traffic – all routes. concentrations; no 9). Minimisation duration of breach of of lorry export construction. Objective (use of rail). caused). Low potential dust Insignificant (rated Recommended The application of Insignificant. nuisance. low for dust construction the mitigation Potential for potential). The practice/ measures should nuisance is potential for dust mitigation minimise this temporary. nuisance will exist measures issue and manage but will be (Section 9). the residual risk of controlled by nuisance issues. mitigation measures.
Route Window W8 - Permanent Impacts Works & Significance Committed Residual Impact potential Mitigation Description Significance impacts Change in Insignificant (no None necessary. Marginal Insignificant. ambient NO2 due change in ambient deterioration in air to operational concentrations). quality (NO2) in traffic. area of poor air quality. Change in Insignificant (no None necessary. Very marginal Insignificant. ambient PM10 due change in ambient deterioration in air to operational concentrations). quality (NO2) in traffic. area of poor air quality.
135 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
4.20 Route Window W7: Hanwell Station
4.20.1 Overview
(i) General Description
Both platforms at Hanwell station will be extended westwards by about 65 m to accommodate Crossrail trains. In the west of the route window, various minor track modifications will be undertaken. The works at the station will take about one year and two months to complete. Construction plant required for the works will include piling rigs, lighting rigs for night work, cranes, compressors and generators.
Works will be undertaken from three worksites: one at Churchfields Gardens, located to the north of the railway in the southeast corner of Churchfields Recreational Ground; one to the east of Golden Manor on the north side of the railway; and one in a disused builders yard accessed from Hanwell station’s forecourt, north of Hanwell station and the railway. Materials will be taken to and from the site by road, with access from Church Road via Station Approach and Golden Manor. There will be about two full lorry loads per day serving each of the worksites during the whole construction period.
This route window is located within LB Ealing. Hanwell station lies within a residential neighbourhood. The Brent Valley, west of the station, is an important green corridor. The dense development of Southall lies further west beyond this. Established residential neighbourhoods are located to the north, south and east, including Hanwell Green to the north and Hanwell to the south. Retail units are located along Church Road. There are extensive areas of vegetation surrounding the station, particularly along the steep embankments.
136 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
Figure 4-20: Location of Hanwell Station
During the construction phase the activities in Route Window W7, and in Hanwell Station in particular, are expected to include those associated with lengthening of platforms and track reconfiguration. There are expected to be three Worksites within this route window. During the operational phase the primary Crossrail features in this Route Window are expected to be Hanwell Station.
(ii) Baseline Air Quality
This Route Window is wholly located within the London borough of Ealing.
The whole borough of Ealing was declared an Air Quality Management Area (AQMA) in
December 2002 due to predicted breech of Air Quality Strategy objectives for both PM10 and NO2 in parts of the borough, namely along parts of six A - roads. A number of ‘hot spots’ were identified.
Annual mean ambient background concentrations of NO2, PM10 and NOx within this Route Window are, and are expected to be, as per the table below. Concentrations in 2003 are presented for context. Baseline Objective 2003 2007 2010 2016 2003 2007 2010 2016
NOX 71 60 54 43 - - - -
NO2 36 33 30 26 40 40 40 40
PM10 23 21 20 19 40 40 23* 23*
* The proposed provisional PM10 objective for London to be achieved by 2010 is 23 µg/m³. Outside of London, the proposed provisional objective also to be achieved by 2010 is 20 µg/m³. (all concentrations in µg/m³) Source: National Air Quality Information Archive at www.airquality.co.uk
137 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
(iii) Construction Phase: Traffic Impacts on Local Air Quality
In 2007, the ambient background NO2 concentration in Route Window W7 will breach the Air Quality Objective of 40µg/m³ on four of the roads assessed. NO2 concentrations derived from construction traffic in this Window are predicted to contribute less than 1µg/m³ and will not cause additional breaches of the Objective.
Ambient background PM10 concentrations within Route Window W7 will be less than 70% of the Air Quality Objective Value of 40µg/m³ in 2007. PM10 concentrations derived from construction traffic within this window are predicted to contribute less than 1µg/m³ and remain within the Objective Value.
Ambient background PM10 concentrations within Route Window W7 are expected to breach the provisional Air Quality Objective Value of 23µg/m³ on the one road in 2007, the first year of construction, with or without Crossrail. Crossrail construction traffic would not cause additional breaches. This Objective Value may be implemented in 2010 when the ambient background PM10 concentration, in the absence of traffic, is expected to be 20µg/m³.
(iv) Operational Phase: Traffic Impacts on Local Air Quality
During the operational phase of Crossrail, none of the links within Route Window W7 are expected to exhibit an increase in traffic flow in 2016 as compared to the 2016 Baseline case.
In 2016, ambient background NO2 concentrations in Route Window W7 are expected to be within the Air Quality Objective of 40 µg/m³ on all roads. NO2 concentrations resulting from operational traffic as a result of Crossrail are not predicted to alter concentrations as compared to the Baseline in 2016.
Ambient background PM10 concentrations within Route Window W7 are expected to be less than 70% of the Air Quality Objective Value of 40 µg/m³ in 2016. PM10 concentrations derived from operational traffic due to Crossrail are not predicted to alter concentrations as compared to the Baseline in 2016.
PM10 concentrations within Route Window W7 are expected to be between 70 and 100% of the provisional Air Quality Objective Value of 23µg/m³ on all roads in 2016 both with and without Crossrail. In 2016 the ambient background PM10 concentration, in the absence of traffic, is expected to be 19µg/m³. The provisional Objective Value may be implemented in 2010.
Pollutant concentrations in 2016 within this Route Window are expected to not be increased and hence are insignificant.
4.20.2 Construction Phase: Nuisance Dust
There are two dust boundaries in Route Window W7, these are Hanwell Station which incorporates three woksites associated with the Hanwell Station development, and the eastern section of the Park Avenue Worksite. There are no overlapping boundaries in this
138 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
route window. Table 4-25 and 4-26 show the adjusted worksite dust receptor counts for route window W7.
Table 4-25: Hanwell Station
No of receptors Total 20 m 50 m 100 m 150 m Residential 11 32 97 199 Care homes 0 0 0 0 Educational 0 0 2 1 Hospitals 0 0 0 0 Designated areas 0 0 0 0 Other 1 10 1 Total 11 33 109 201 Weighting 4 3 2 1 Weighted total 44 96 218 201 562 Construction Dust raising Weighting Duration Weighted Activity potential dust raising potential construction low 1 3.5 3.5 Weighted total 3.5 Worksite score 1967 Refer to Methodology Section 2.5 and Figure 1E0320-W1E00-E01-F-00007 (Volume III).
Table 4-26: Park Avenue
No of receptors Total 20 m 50 m 100 m 150 m Residential 0 12 70 93 Care homes 0 0 0 0 Educational 0 0 0 0 Hospitals 0 0 0 0 Designated areas 0 0 0 0 Other 1 13 13 6 Total 1 25 83 99 Weighting 4 3 2 1 Weighted total 4 75 166 99 344 Construction Dust raising Weighting Duration Weighted Activity potential dust raising potential Trackworks low 1 3 3 Weighted total 3 Worksite score 1032 Refer to Methodology Section 2.5 and Figure 1E0320-W1E00-E01-F-00007 (Volume III).
139 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
There are two educational establishments within the dust boundaries of Hanwell Station these are St. Josephs RC First and Middle School and St. Ann's School.
With reference to the route-wide assessment (Section 3) the overall worksite rating for dust nuisance potential is: • Hanwell Station. The dust risk score for this site is below 10,000 and therefore there is a low potential for dust nuisance. Tier 1 mitigation measures will be required (refer to Section 9). • Park Avenue. . The dust risk score for this site is below 10,000 and therefore there is a low potential for dust nuisance. Tier 1 mitigation measures will be required (refer to Section 9).
4.20.3 Utility Works
There are no utility works in this window with the potential to cause air quality impacts, either on their own or in combination with main site construction activities.
4.20.4 Operational Phase: Vent Shaft Emissions
There are no vent shafts in Route Window W7.
4.20.5 Route Window Impact Summary Tables
Route Window W7 - Temporary Impacts Works & Significance Committed Residual Impact potential Mitigation Description Significance impacts Deterioration in Insignificant (no Recommended Marginal Insignificant as ambient NO2 due increase on construction deterioration in air temporary to construction baseline practice (Section quality (NO2) for marginal increase. traffic – all routes. concentrations; no 9). Minimisation duration of breach of of lorry export construction. Objective (use of rail). caused). Deterioration in Insignificant (no Recommended Marginal Insignificant as ambient PM10 due increase on construction deterioration in air temporary to construction baseline practice (Section quality (PM10) for marginal increase. traffic – all routes. concentrations; no 9). Minimisation duration of breach of of lorry export construction. Objective (use of rail). caused). Low potential dust Insignificant (rated Recommended The application of Insignificant. nuisance. low for dust construction the mitigation Potential for potential). The practice/ measures should nuisance is potential for dust mitigation minimise this temporary. nuisance will exist measures issue and manage
140 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
Route Window W7 - Temporary Impacts Works & Significance Committed Residual Impact potential Mitigation Description Significance impacts but will be (Section 9). the residual risk of controlled by nuisance issues. mitigation measures.
Route Window W7 - Permanent Impacts Works & Significance Committed Residual Impact potential Mitigation Description Significance impacts Change in Insignificant (no None necessary. Marginal Insignificant. ambient NO2 due change in ambient deterioration in air to operational concentrations). quality (NO2) in traffic. area of poor air quality. Change in Insignificant (no None necessary. Very marginal Insignificant. ambient PM10 due change in ambient deterioration in air to operational concentrations). quality (NO2) in traffic. area of poor air quality.
4.21 Route Window W6: West Ealing Station
4.21.1 Overview
(i) General Description
Within this route window the main Crossrail works will involve: • provision of new track and bay platform for the Greenford branch; • platform extensions; and • construction of a new ticket hall and new footbridge with lifts.
This route window is located within the LB Ealing. The station is separated from Manor Road to the north by a derelict former siding and small workshops. Manor Road is mainly residential. At the western end of the route window an industrial estate lies adjacent to the rail corridor. To the south, a supermarket and car park separate the rail corridor from a residential area. The railway overbridge contains a number of single storey retail units. There is little vegetation surrounding the station, although to the north of the station platforms regenerating scrub covers much of the former sidings area.
141 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
Figure 4-21: Location of West Ealing Station
During the construction phase there are expected to be one worksite in Route Window W6. Work within this Window and West Ealing Station in particular, are expected to include those associated with the construction of a new over-bridge, the provision of a new terminal platform and platform extensions, buildings upgrading and demolition. During the operational phase the primary Crossrail features in this Route Window are expected to be West Ealing Station.
(ii) Baseline Air Quality
This Route Window is wholly located within the London borough of Ealing.
The whole borough of Ealing was declared an Air Quality Management Area (AQMA) in
December 2002 due to predicted breech of Air Quality Strategy objectives for both PM10 and NO2 in parts of the borough, namely along parts of six A - roads. A number of ‘hot spots’ were identified.
Annual mean ambient background concentrations of NO2, PM10 and NOx within this Route Window are, and are expected to be, as per the table below. Concentrations in 2003 are presented for context.
142 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
Baseline Objective 2003 2007 2010 2016 2003 2007 2010 2016
NOX 70 60 53 42 - - - -
NO2 36 32 30 26 40 40 40 40
PM10 23 22 20 19 40 40 23* 23*
* The proposed provisional PM10 objective for London to be achieved by 2010 is 23 µg/m³. Outside of London, the proposed provisional objective also to be achieved by 2010 is 20 µg/m³. (all concentrations in µg/m³) Source: National Air Quality Information Archive at www.airquality.co.uk
(iii) Construction Phase: Traffic Impacts on Local Air Quality
In 2007, the ambient background NO2 concentration in Route Window W6 will be within the Air Quality Objective of 40µg/m³ on all of the roads assessed. NO2 concentrations derived from construction traffic in this Window are predicted to contribute less than 1µg/m³ and will not cause additional breaches of the Objective.
Ambient background PM10 concentrations within Route Window W6 will be less than 70% of the Air Quality Objective Value of 40µg/m³ in 2007. PM10 concentrations derived from construction traffic within this window are predicted to contribute less than 1µg/m³ and remain within the Objective Value.
Ambient background PM10 concentrations within Route Window W6 are not expected to breach the provisional Air Quality Objective Value of 23µg/m³ on any of the assessed roads in 2007, the first year of construction, with or without Crossrail. This Objective Value may be implemented in 2010 when the ambient background PM10 concentration, in the absence of traffic, is expected to be 20µg/m³.
(iv) Operational Phase: Traffic Impacts on Local Air Quality
The screening process applied to operational traffic data for Route Window W6 did not identify any road links that exhibit a change in traffic flows of greater than 5% during the operational phase of Crossrail. All five links within Route Window W6 are expected to exhibit an increase in traffic flow in 2016 as compared to the 2016 Baseline case.
In 2016, ambient background NO2 concentrations in Route Window W6 are expected to be within the Air Quality Objective of 40 µg/m³ on all roads, and less than 70% of the Objective
Value on most. NO2 concentrations resulting from operational traffic as a result of Crossrail are predicted to contribute less than 0.1 µg/m³ as compared to the Baseline in 2016. Crossrail operations are expected to not cause additional breach of the objective on any roads.
Ambient background PM10 concentrations within Route Window W6 are expected to be less than 70% of the Air Quality Objective Value of 40 µg/m³ in 2016. PM10 concentrations derived from operational traffic due to Crossrail within this window are predicted to contribute less than 0.1 µg/m³ and remain within the Objective Value.
143 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
PM10 concentrations within Route Window W6 are expected to be between 70 and 100% of the provisional Air Quality Objective Value of 23µg/m³ on all roads in 2016 both with and
without Crossrail. In 2016 the ambient background PM10 concentration, in the absence of traffic, is expected to be 19µg/m³. The provisional Objective Value may be implemented in 2010.
Pollutant concentrations in 2016 within this Route Window are expected to not be increased and hence are insignificant.
4.21.2 Construction Phase: Nuisance Dust
There is one dust boundary in Route Window W6, this is the West Ealing Station site. This boundary does not overlap any other and therefore no adjustment for cumulative impacts is required. Table 4-27 shows the total receptor counts for the West Ealing Station site.
Table 4-27: West Ealing Station
No of receptors Total 20 m 50 m 100 m 150 m Residential 0 98 284 303 Care homes 0 0 0 0 Educational 0 0 1 1 Hospitals 0 0 0 0 Designated areas 0 0 0 1 Other 12 8 9 6 Total 12 106 294 311 Weighting 4 3 2 1 Weighted total 48 318 588 311 1265 Construction Dust raising Weighting Duration Weighted Activity potential dust raising potential construction low 1 4 4 track laying low 1 0.2 0.2 Weighted total 4.2 Worksite score 5313 Refer to Methodology Section 2.5 and Figure 1E0320-W1E00-E01-F-00006 (Volume III).
There are two educational establishments within the dust boundaries of West Ealing Station, these are St. John's First and Middle School and Drayton Green Pre-School Playgroup.
With reference to the route-wide assessment (Section 3) the overall worksite rating for dust nuisance potential is: • West Ealing Station. The dust risk score for this site is below 10,000 and therefore there is a low potential for dust nuisance. Tier 1 mitigation measures will be required (refer to Section 9).
144 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
4.21.3 Utility Works
There are no utility works in this window with the potential to cause air quality impacts, either on their own or in combination with main site construction activities.
4.21.4 Operational Phase: Vent Shaft Emissions
There are no vent shafts in Route Window W6.
4.21.5 Route Window Impact Summary Tables
Route Window W6 - Temporary Impacts Works & Significance Committed Residual Impact potential Mitigation Description Significance impacts Deterioration in Insignificant (<1 Recommended Marginal Insignificant as ambient NO2 due % increase on construction practice deterioration in air temporary to construction baseline (Section 9). quality (NO2) for marginal traffic – all routes. concentrations; no Minimisation of lorry duration of increase. breach of export (use of rail). construction. Objective caused). Deterioration in Insignificant (no Recommended Marginal Insignificant as ambient PM10 due increase on construction practice deterioration in air temporary to construction baseline (Section 9). quality (PM10) for marginal traffic – all routes. concentrations; no Minimisation of lorry duration of increase. breach of export (use of rail). construction. Objective caused). Low potential dust Insignificant (rated Recommended The application of Insignificant. nuisance. low for dust construction the mitigation Potential for potential). The practice/ mitigation measures should nuisance is potential for dust measures (Section minimise this temporary. nuisance will exist 9). issue and but will be manage the controlled by residual risk of mitigation nuisance issues. measures.
145 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
Route Window W6 - Permanent Impacts Works & Significance Committed Residual Impact potential Mitigation Description Significance impacts Change in Insignificant None necessary. Marginal Insignificant. ambient NO2 due (<0.3% change in deterioration in air to operational ambient quality (NO2) in traffic. concentrations). area of poor air quality. Change in Insignificant None necessary. Very marginal Insignificant. ambient PM10 due (<0.1% change in deterioration in air to operational ambient quality (NO2) in traffic. concentrations). area of poor air quality.
4.22 Route Window W5: Ealing Broadway Station
4.22.1 Overview
(i) General Description
Within this route window the main Crossrail works will involve: • platform extensions and provision of associated shelters and canopies at Ealing Broadway station; • replacement of the station’s ticket hall; • new station footbridge, including three new escalators and lifts to create step-free access to all platforms; and • new interchange footbridge with emergency escape at the east end of the main line platforms.
This route window is located within LB Ealing. Ealing is densely built-up with the main shopping areas located to the south of the station. Residential areas predominate north and south of the railway throughout the route window. The residential properties nearest to the station are located along Hamilton Road (25 m to the south) and Madeley Road (about 80 m north). The station forecourt faces the southeast corner of Haven Green, a formal open space about 25 m to the west of the station with mature trees on its boundary with the railway.
146 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
Figure 4-22: Location of Ealing Broadway Station
During the construction phase the activities in Route Window W5 are expected to include those associated with the works at East Broadway Station. Route Window W5 contains four worksites. During the operational phase the primary Crossrail features in this Route Window are expected to be the junction and the upgraded station.
(ii) Baseline Air Quality
This Route Window is wholly located within the London Borough of Ealing.
The whole borough of Ealing was declared an Air Quality Management Area (AQMA) in
December 2002 due to predicted breech of Air Quality Strategy objectives for both PM10 and NO2 in parts of the borough, namely along parts of six A - roads. A number of ‘hot spots’ were identified.
Annual mean ambient background concentrations of NO2, PM10 and NOx within this Route Window are, and are expected to be, as per the table below. Concentrations in 2003 are presented for context. Baseline Objective 2003 2007 2010 2016 2003 2007 2010 2016
NOX 71 61 54 43 - - - -
NO2 36 33 30 26 40 40 40 40
PM10 23 22 20 19 40 40 23* 23*
* The proposed provisional PM10 objective for London to be achieved by 2010 is 23 µg/m³. Outside of London, the proposed provisional objective also to be achieved by 2010 is 20 µg/m³. (all concentrations in µg/m³) Source: National Air Quality Information Archive at www.airquality.co.uk
147 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
(iii) Construction Phase: Traffic Impacts on Local Air Quality
In 2007, the ambient background NO2 concentration in Route Window W5 will breach the Air Quality Objective of 40µg/m³ on approximately half of the roads assessed. NO2 concentrations derived from construction traffic in this Window are predicted to contribute less than 1µg/m³ and will not cause additional breaches of the Objective.
Ambient background PM10 concentrations within Route Window W5 will be less than 70% of the Air Quality Objective Value of 40µg/m³ in 2007. PM10 concentrations derived from construction traffic within this window are predicted to contribute less than 1µg/m³ and remain within the Objective Value.
Ambient background PM10 concentrations within Route Window W5 are expected to breach the provisional Air Quality Objective Value of 23µg/m³ on the four roads in 2007, the first year of construction, with or without Crossrail. This Objective Value may be implemented in 2010 when the ambient background PM10 concentration, in the absence of traffic, is expected to be 20µg/m³.
Within Route Window W5 planning permission has been granted for demolition of a workshop and construction of a hotel, within 150 m of the Haven Green Tier 1 low risk Worksite and close to the Ealing Broadway Worksite. If thIs development generates significant construction traffic, cumulative air quality impacts are possible. If the developments are completed prior to Crossrail construction the impact of Crossrail construction on the additional residential receptors should be considered.
(iv) Operational Phase: Traffic Impacts on Local Air Quality
During the operational phase of Crossrail, none of the links within Route Window W5 are expected to exhibit an increase in traffic flow in 2016 as compared to the 2016 Baseline case.
In 2016, ambient background NO2 concentration in Route Window W5 are expected to be within the Air Quality Objective of 40 µg/m³ on all roads except Western Avenue. NO2 concentrations resulting from operational traffic as a result of Crossrail are not predicted to alter concentrations as compared to the Baseline in 2016.
Ambient background PM10 concentrations within Route Window W5 are expected to be less than 70% of the Air Quality Objective Value of 40 µg/m³ in 2016. PM10 concentrations derived from operational traffic due to Crossrail are not predicted to alter concentrations as compared to the Baseline in 2016.
PM10 concentrations within Route Window W5 are expected to be between 70 and 100% of the provisional Air Quality Objective Value of 23µg/m³ on all roads in 2016 both with and without Crossrail. In 2016 the ambient background PM10 concentration, in the absence of traffic, is expected to be 19µg/m³. The provisional Objective Value may be implemented in 2010.
Pollutant concentrations in 2016 within this Route Window are expected to not be increased and hence are insignificant.
148 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
4.22.2 Construction Phase: Nuisance Dust
There is one dust boundary in Route Window W5. This incorporates three Ealing Broadway Station worksites and trackworks towards Acton Mainline Station. There are no overlapping boundaries in this route window. Table 4-28 above show the worksite dust receptor counts for route window W5. Table 4-28: Ealing Broadway
No of receptors Total 20 m 50 m 100 m 150 m Residential 50 182 390 364 Care homes 0 0 0 0 Educational 0 0 0 1 Hospitals 0 0 0 0 Designated areas 0 0 0 0 Other 5 4 13 36 Total 55 186 403 401 Weighting 4 3 2 1 Weighted total 220 558 806 401 1985 Construction Dust raising Weighting Duration Weighted Activity potential dust raising potential Construction low 1 5.5 5.5 Weighted total 5.5 Worksite score 10918 Refer to Methodology Section 2.5 and Figure 1E0320-W1E00-E01-F-00005 (Volume III).
With reference to the route-wide assessment (Section 3) the overall worksite rating for dust nuisance potential is: • Ealing Broadway and trackworks. The dust risk score for this site is between 10,000 and 200,000 and therefore there is a medium potential for dust nuisance. Tier 2 mitigation measures will be required (refer to Section 9).
Within Route Window W5 planning permission has been granted for demolition of a workshop and construction of a hotel, within 150 m of the Haven Green Tier 1 low risk Worksite and close to the Ealing Broadway Worksite. If this development generates significant demolition/construction dust, cumulative air quality impacts are possible. If the developments are completed prior to Crossrail construction the impact of Crossrail construction on the additional residential receptors should be considered.
4.22.3 Utility Works
There are no utility works in this window with the potential to cause air quality impacts, either on their own or in combination with main site construction activities.
149 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
4.22.4 Operational Phase: Vent Shaft Emissions
There are no vent shafts in Route Window W5.
4.22.5 Route Window Impact Summary Tables
Route Window W5 - Temporary Impacts Works & Significance Committed Residual Impact potential Mitigation Description Significance impacts Deterioration in Insignificant (<1 Recommended Marginal Insignificant as ambient NO2 due % increase on construction deterioration in air temporary to construction baseline practice (Section quality (NO2) for marginal increase. traffic – all routes. concentrations; no 9). Minimisation duration of breach of of lorry export construction. Objective (use of rail). caused). Deterioration in Insignificant (no Recommended Marginal Insignificant as ambient PM10 due increase on construction deterioration in air temporary to construction baseline practice (Section quality (PM10) for marginal increase. traffic – all routes. concentrations; no 9). Minimisation duration of breach of of lorry export construction. Objective (use of rail). caused). Low potential dust Insignificant (rated Recommended The application of Insignificant. nuisance. low for dust construction the mitigation Potential for potential). The practice/ measures should nuisance is potential for dust mitigation minimise this temporary. nuisance will exist measures issue and manage but will be (Section 9). the residual risk of controlled by nuisance issues. mitigation measures.
Route Window W5 - Permanent Impacts Works & Significance Committed Residual Impact potential Mitigation Description Significance impacts Change in Insignificant (no None necessary. Marginal Insignificant. ambient NO2 due change in ambient deterioration in air to operational concentrations). quality (NO2) in traffic. area of poor air quality. Change in Insignificant (no None necessary. Very marginal Insignificant. ambient PM10 due change in ambient deterioration in air to operational concentrations). quality in area of traffic. poor air quality.
150 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
4.23 Route Window W4: Acton Main Line Station and Acton Diveunder
4.23.1 Overview
(i) General Description
Within this route window the main Crossrail works will involve: • construction of a new rail underpass at Acton Yard; and • new ticket hall, footbridge and platform canopies, and platform extensions at Acton Main Line station.
This route window is located within LB Ealing. The works area for the underpass extends from the North Circular Road bridge east of Ealing Broadway station through to the western end of Acton Main Line station. The wide railway corridor includes the existing sidings to the north of Acton Main Line station, as well as some light industry. Residential uses predominate either side of the railway. Retail and commercial uses are located along Horn Lane, near to Acton Main Line station.
Figure 4-23: Location of Acton Main Line Station and Yard
During the construction phase the activities in route window W4 are expected to include those associated with the Acton Mainline Station, the extension of platforms in the Acton Main Line Station, track movement and construction of diveunder to accommodate freight movements. Route Window W4 contains one worksite. During the operational phase the primary Crossrail features in this Route Window are expected to be the station.
151 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
(ii) Baseline Air Quality
This Route Window is wholly located within the London Borough of Ealing.
The whole borough of Ealing was declared an Air Quality Management Area (AQMA) in
December 2002 due to predicted breech of Air Quality Strategy objectives for both PM10 and NO2 in parts of the borough, namely along parts of six A - roads. A number of ‘hot spots’ were identified.
Annual mean ambient background concentrations of NO2, PM10 and NOx within this Route Window are, and are expected to be, as per the table below. Concentrations in 2003 are presented for context. Baseline Objective 2003 2007 2010 2016 2003 2007 2010 2016
NOX 72 63 56 44 - - - -
NO2 37 33 31 27 40 40 40 40
PM10 23 22 21 20 40 40 23* 23*
* The proposed provisional PM10 objective for London to be achieved by 2010 is 23 µg/m³. Outside of London, the proposed provisional objective also to be achieved by 2010 is 20 µg/m³. (all concentrations in µg/m³) Source: National Air Quality Information Archive at www.airquality.co.uk
(iii) Construction Phase: Traffic Impacts on Local Air Quality
In 2007, the ambient background NO2 concentration in Route Window W4 will breach the Air Quality Objective of 40µg/m³ on seven out of 18 roads assessed. NO2 concentrations derived from construction traffic in this Window are predicted to contribute less than 1µg/m³ and will not cause additional breaches of the Objective.
Ambient background PM10 concentrations within Route Window W4 will be less than 70% of the Air Quality Objective Value of 40µg/m³ in 2007. PM10 concentrations derived from construction traffic within this window are predicted to contribute less than 1µg/m³ and remain within the Objective Value.
Ambient background PM10 concentrations within Route Window W4 are expected to breach the provisional Air Quality Objective Value of 23µg/m³ on the same seven roads in 2007, the first year of construction with or without Crossrail. This Objective Value may be implemented in 2010 when the ambient background PM10 concentration, in the absence of traffic, is expected to be 21µg/m³.
(iv) Operational Phase: Traffic Impacts on Local Air Quality
The screening process applied to operational traffic data for Route Window W4 did not identify any road links that exhibit a change in traffic flows of greater than 5% during the operational phase of Crossrail. All three links within Route Window W4 are expected to exhibit an increase in traffic flow in 2016 as compared to the 2016 Baseline case, however, the increase is less than 1%.
152 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
In 2016, ambient background NO2 concentrations in Route Window W4 are expected to be within the Air Quality Objective of 40 µg/m³ on all roads, and less than 70% of the Objective
Value on one road. NO2 concentrations resulting from operational traffic as a result of Crossrail are predicted to contribute less than 0.1 µg/m³ as compared to the Baseline in 2016. Crossrail operations are not expected to cause additional breach of the objective on any roads.
Ambient background PM10 concentrations within Route Window W4 are expected to be less than 70% of the Air Quality Objective Value of 40 µg/m³ in 2016. PM10 concentrations derived from operational traffic due to Crossrail within this window are not predicted to cause any increase in concentrations.
PM10 concentrations within Route Window W4 are expected to be between 70 and 100% of the provisional Air Quality Objective Value of 23µg/m³ on all roads in 2016 both with and without Crossrail. In 2016 the ambient background PM10 concentration, in the absence of traffic, is expected to be 20µg/m³. The provisional Objective Value may be implemented in 2010.
Increase in pollutant concentrations in 2016 within this Route Window are expected to not be significant.
4.23.2 Construction Phase: Nuisance Dust
There is one dust boundary in Route Window W4, this includes Acton Mainine Station site, the Acton diveunder and trackworks towards Ealing Broadway Station. This boundary does not overlap with any other boundaries and therefore no adjustment for cumulative impacts is required. Table 4-30 shows the total receptor counts for this route window.
153 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
Table 4-29: Acton Main Line Station, diveunder and trackworks towards Ealing Broadway station
No of receptors Total
20 m 50 m 100 m 150 m Residential 41 116 438 373 Care homes 0 0 0 0 Educational 0 0 0 2 Hospitals 0 0 0 0 Designated areas 0 0 0 0 Construction Dust raising Weighting Duration Weighted Activity potential dust raising potential Demolition medium 2 0.2 0.4 Excavation high 3 12 36 Construction low 1 2 22 Trackworks low 1 11 11 Weighted total 69.4 Worksite score 1106 604 Refer to Methodology Section 2.5 and Figure 1E0320-W1E00-E01-F-00004 (Volume III).
There are two educational establishments within the dust boundaries of Acton Main Line Station, these are West Acton Primary School and Ellen Wilkinson High School.
With reference to the route-wide assessment (Section 03) the overall worksite rating for dust nuisance potential is: • Acton Main Line Station and Diveunder. The dust risk score for this site is between 10,000 and 200,000 and therefore there is a medium potential for dust nuisance. Tier 2 mitigation measures will be required.
4.23.3 Sensitivity Assessment
An alternative worksite has been considered in Route Window W4 exending to the north of the existing base case worksite considered above. A separate nuisance dust assessment has been carried out for this worksite as a sensitivity assessment for the alternative worksites.
154 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
Table 4-30: Acton Main Line Station, diveunder and trackworks towards Ealing Broadway station (alternative worksite sensitivity assessment)
No of receptors Total 20 m 50 m 100 m 150 m Residential 90 259 450 436 Care homes 0 0 0 0 Educational 0 1 1 1 Hospitals 0 0 0 0 Designated areas 0 0 0 0 Other 3 3 3 3 Total 93 263 454 440 Weighting 4 3 2 1 Weighted total 372 789 908 440 2509 Construction Dust raising Weighting Duration Weighted Activity potential dust raising potential Demolition medium 2 0.2 0.4 Excavation high 3 12 36 Construction low 1 22 22 Trackworks low 1 11 11 Weighted total 69.4 Worksite score 174124 Refer to Methodology Section 2.5 and Figure 1E0320-W1E00-E01-F-00004 (Volume III).
There are three educational establishments within the dust boundaries of the alternative Acton Main Line Station and diveunder Worksite, these are West Acton Primary School, Japanese School and Ellen Wilkinson High School.
With reference to the route-wide assessment (Section 03) the overall worksite rating for dust nuisance potential is: • Acton Main Line Station and Diveunder. The dust risk score for this site is between 10,000 and 200,000 and therefore there is a medium potential for dust nuisance. Tier 2 mitigation measures will be required
Whilst the dust risk score for the alternative Acton Main Line Station and diveunder Worksite is higher than the base case both alternatives have a dust risk score between 10,000 and 200,000 and therefore there is a medium potential for dust nuisance. Tier 2 mitigation measures will be required (refer to Section 9) whichever alternative is adopted.
4.23.4 Utility Works
There are no utility works in this window with the potential to cause air quality impacts, either on their own or in combination with main site construction activities.
155 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
4.23.5 Operational Phase: Vent Shaft Emissions
There are no vent shafts in Route Window W4.
4.23.6 Route Window Impact Summary Tables
Route Window W4 - Temporary Impacts Works & Significance Committed Residual Impact potential Mitigation Description Significance impacts Deterioration in Insignificant (<1 % Recommended Marginal Insignificant as ambient NO2 due increase on construction deterioration in air temporary to construction baseline practice (Section quality (NO2) for marginal increase. traffic – all routes. concentrations; no 9). Minimisation duration of breach of of lorry export construction. Objective (use of rail). caused). Deterioration in Insignificant (no Recommended Marginal Insignificant as ambient PM10 due increase on construction deterioration in air temporary to construction baseline practice (Section quality (PM10) for marginal increase. traffic – all routes. concentrations; no 9). Minimisation duration of breach of of lorry export construction. Objective (use of rail). caused). Medium potential Significant but Recommended The application of Insignificant. dust nuisance. temporary (rated construction the mitigation Potential for medium for dust practice/ measures should nuisance is potential). The mitigation minimise this temporary. potential for dust measures issue and manage nuisance will exist the residual risk of but will be nuisance issues. controlled by mitigation measures.
156 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
Route Window W4 - Permanent Impacts Works & Significance Committed Residual Impact potential Mitigation Description Significance impacts Change in Insignificant None necessary. Marginal Insignificant. ambient NO2 due (<0.1% increase deterioration in air to operational on baseline quality (NO2) in traffic. concentrations; no area of poor air breach of quality. Objective caused). Change in Insignificant (no None necessary. Very marginal Insignificant. ambient PM10 due change in ambient deterioration in air to operational concentrations). quality (NO2) in traffic. area of poor air quality.
4.24 Route Window W3: Old Oak Common Depot
4.24.1 Overview
(i) General Description
Within this route window the main Crossrail works will involve remodelling to provide 14 new Crossrail stabling sidings and a further siding incorporating train-washing plant within the site of Old Oak Common depot. This will require some remodelling of existing trackwork to accommodate the needs of other existing users within the depot. The site to be used for the sidings will also be used temporarily as a tunnel construction and fit-out depot.
This route window is located within the London boroughs of Ealing and Hammersmith & Fulham. Old Oak Common is an extensive site comprising stabling sidings, engine sheds and workshops; the works area is confined to the central part of the existing stabling yard. The broad railway corridor contains large engine sheds. The surrounding area is dominated by industry and industrial estates. Small pockets of residential development are located to the west along Shaftesbury Gardens and Wells House Road, and to the south of Wormwood Scrubs Park.
157 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
Figure 4-24: Location of Old Oak Common Depot
During the construction phase there are expected to be one worksite in Route Window W3 associated with buildings demolition and erection, construction of carriage washing machine, track movement and laying associated with the Old Oak Common Depot. Route Window W3 contains one worksite. During the operational phase the primary Crossrail features in this Route Window are expected to be the new buildings.
(ii) Baseline Air Quality
This Route Window is wholly located within the London Boroughs of Hammersmith and Fulham and Ealing.
The whole borough of Ealing was declared an Air Quality Management Area (AQMA) in
December 2002 due to predicted breech of Air Quality Strategy objectives for both PM10 and NO2 in parts of the borough, namely along parts of six A - roads. A number of ‘hot spots’ were identified. Hammersmith and Fulham’s Air Quality Management Area (AQMA) also extends across the whole Borough and has been designated because the Air Quality
Objectives for NO2, SO2 and PM10 are not expected to be achieved.
Annual mean ambient background concentrations of NO2, PM10 and NOx within this Route Window are, and are expected to be, as per the table below. Concentrations in 2003 are presented for context.
158 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
Baseline Objective 2003 2007 2010 2016 2003 2007 2010 2016
NOX 72 63 57 45 - - - -
NO2 37 33 31 27 40 40 40 40
PM10 24 23 21 20 40 40 23* 23*
* The proposed provisional PM10 objective for London to be achieved by 2010 is 23 µg/m³. Outside of London, the proposed provisional objective also to be achieved by 2010 is 20 µg/m³. (all concentrations in µg/m³) Source: National Air Quality Information Archive at www.airquality.co.uk
(iii) Construction Phase: Traffic Impacts on Local Air Quality
In 2007, the ambient background NO2 concentration in Route Window W3 will breach the Air Quality Objective of 40µg/m³ on all except two of the roads. NO2 concentrations derived from construction traffic in this Window are predicted to contribute less than 1µg/m³ and will not cause additional breaches of the Objective.
Ambient background PM10 concentrations within Route Window W3 will be less than 70% of the Air Quality Objective Value of 40µg/m³ in 2007. PM10 concentrations derived from construction traffic within this window are predicted to contribute less than 1µg/m³ and remain within the Objective Value.
Ambient background PM10 concentrations within Route Window W3 are expected to breach the provisional Air Quality Objective Value of 23µg/m³ on all roads in 2007, the first year of construction without Crossrail. This Objective Value may be implemented in 2010 when the ambient background PM10 concentration, in the absence of traffic, is expected to be 21µg/m³.
(iv) Operational Phase: Traffic Impacts on Local Air Quality
Route Window W3 has not been assessed in terms of operational impacts. Operational traffic data have not been compiled for the Baseline or ‘with Crossrail’ case in 2016 as it is not anticipated that the operation of Crossrail in Route Window W3 are expected to present any change to the Baseline in terms of traffic movements.
4.24.2 Construction Phase: Nuisance Dust
There is one dust boundary in Route Window W3, this is the Old Oak Common Depot Canal Way. The boundary does overlaps with the Canal Way dust boundary in Route Window W2. Therefore adjustment for cumulative impacts is required. Table 4-31 shows the adjusted receptor counts for the Old Oak Common Depot site.
159 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
Table 4-31: Old Oak Common Depot
No of receptors Total 20 m 50 m 100 m 150 m Residential 0 0 88 68 Care homes 0 0 0 0 Educational 0 0 0 0 Hospitals 0 0 0 0 Designated areas 0 0 0 0 Other 0 3 8 5 Total 0 3 96 73 Weighting 4 3 2 1 Weighted total 0 9 192 73 274 Construction Dust raising Weighting Duration Weighted Activity potential dust raising potential earthworks, excavation high 3 3.5 10.5 demolition high 3 2.5 7.5 construction low 1 7.5 7.5 track removal, low 1 7.5 7.5 installation, alteration Weighted total 33 Worksite score 9042 Refer to Methodology Section 2.5 and Figure 1E0320-W1E00-E01-F-00003 (Volume III).
With reference to the route-wide assessment (Section 3) the overall worksite rating for dust nuisance potential is: • Old Oak Common Depot. The dust risk score for this site is less than 10,000 and therefore there is a low potential for dust nuisance. Tier 1 mitigation measures will be required (refer to Section 9).
4.24.3 Sensitivity Analysis
An alternative worksite has been considered in Route Window W4 exending to the north of the existing base case worksite considered above. A separate nuisance dust assessment has been carried out for this worksite as a sensitivity assessment for the alternative worksites.
160 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
Table 4-32: Old Oak Common Depot (alternative worksite sensitivity analysis) No of receptors Total 20 m 50 m 100 m 150 m Residential 0 0 80 154 Care homes 0 0 0 0 Educational 0 0 0 0 Hospitals 0 0 0 0 Designated areas 0 0 0 0 Other 8 7 17 33 Total 8 7 97 187 Weighting 4 3 2 1 Weighted total 32 21 194 187 434 Construction Dust Weighted Activity raising Weighting Duration dust raising potential potential earthworks, high 3 3.5 10.5 excavation demolition high 3 2.5 7.5 construction low 1 7.5 7.5 trackworks low 1 7.5 7.5 Weighted total 33 Worksite score 14322 Refer to Methodology Section 2.5 and Figure 1E0320-W1E00-E01-F-00003 (Volume III).
With reference to the route-wide assessment (Section 03) the overall worksite rating for dust nuisance potential is: • Old Oak Common (alternative worksite). The dust risk score for this site is between 10,000 and 200,000 and therefore there is a medium potential for dust nuisance. Tier 2 mitigation measures will be required
The dust risk score for the alternative Acton Main Line Station and diveunder Worksite is higher than the base case. The alternative site has a dust risk score between10,000 and 200,000 and therefore there is a medium potential for dust nuisance. Tier 2 mitigation measures will be required (refer to Section 9) if this option is adopted.
4.24.4 Utility Works
There are no utility works in this window with the potential to cause air quality impacts, either on their own or in combination with main site construction activities.
4.24.5 Operational Phase: Vent Shaft Emissions
There are no vent shafts in Route Window W3.
161 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
4.24.6 Route Window Impact Summary Tables
Route Window W3 - Temporary Impacts Works & Significance Committed Residual Impact potential Mitigation Description Significance impacts Deterioration in Insignificant (<1 % Recommended Marginal Insignificant as ambient NO2 due increase on construction deterioration in air temporary to construction baseline practice (Section quality (NO2) for marginal increase. traffic – all routes. concentrations; no 9). Minimisation duration of breach of of lorry export construction. Objective (use of rail). caused). Deterioration in Insignificant (no Recommended Marginal Insignificant as ambient PM10 due increase on construction deterioration in air temporary to construction baseline practice (Section quality (PM10) for marginal increase. traffic – all routes. concentrations; no 9). Minimisation duration of breach of of lorry export construction. Objective (use of rail). caused). Medium potential Significant but Recommended The application of Insignificant. dust nuisance. temporary (rated construction the mitigation Potential for low for dust practice/ measures should nuisance is potential). The mitigation minimise this temporary. potential for dust measures issue and manage nuisance will exist (Section 9). the residual risk of but will be nuisance issues. controlled by mitigation measures.
4.25 Route Window W2: Canal Way
4.25.1 Overview
(i) General Description
The four tracks in the GWML corridor currently increase to six at Ladbroke Grove (in Route Window W1). In order to provide space for a reversing facility at Westbourne Park this four- six track widening location will need to be moved eastwards to Subway Junction, east of Westbourne Park. The remaining two (northern) tracks between Ladbroke Grove and Westbourne Park will be used by Crossrail for movement of empty stock between Old Oak Common depot and the Westbourne Park train reversing facility.
As part of these works, the track layout at Canal Way will be modified to permit Crossrail services to access Old Oak Common depot and to reduce conflict with other services
162 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV accessing the depot. This will require installation of a series of crossovers between the relief lines and the Crossrail lines leading to the depot, and reinstatement of a second track over the Engine & Carriage Line flyover. Testing and commissioning of the new track layout will be undertaken on completion of the main works. Subject to possession planning requirements, the works involved with this will take place over a period of about seven months.
Construction plant required for these works will include excavators, bulldozers, mobile cranes, rail-mounted cranes, rail saws and drilling equipment. All works will take place within the existing railway corridor, with materials mainly taken to and from the works by rail.
This route window is located within the LB Hammersmith & Fulham and the Royal Borough of Kensington & Chelsea. The intensively used rail corridor is bordered to the south by residential areas and by Wormwood Scrubs Park, a significant area of open space, which lies adjacent to the Eurostar North Pole depot. To the northeast, beyond the Grand Union Canal are situated commercial uses and gas works.
Figure 4-25: Location of Canal Way
During the construction phase the activities in Route Window W2 are expected to include those associated with the construction of the Crossrail Flyover, diversion of lines and final commissioning at Canal Way Junction. Some building demolition is also under consideration. Route Window W2 contains one worksite. During the operational phase the primary Crossrail feature in this Route Window are expected to be the Canal Way junction.
(ii) Baseline Air Quality
This Route Window is located within the London Boroughs of Kensington and Chelsea and Hammersmith and Fulham.
163 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
Kensington and Chelsea declared its whole borough an Air Quality Management Area
(AQMA) based on NO2 and PM10. Hammersmith and Fulham’s AQMA also extends across the whole Borough and has been designated because the Air Quality Objectives for NO2, SO2 and PM10 are not expected to be achieved.
Annual mean ambient background concentrations of NO2, PM10 and NOx within this Route Window are, and are expected to be, as per the table below. Concentrations in 2003 are presented for context. Baseline Objective 2003 2007 2010 2016 2003 2007 2010 2016
NOX 74 69 57 45 - - - -
NO2 37 34 31 27 40 40 40 40
PM10 24 23 21 20 40 40 23* 23*
* The proposed provisional PM10 objective for London to be achieved by 2010 is 23 µg/m³. Outside of London, the proposed provisional objective also to be achieved by 2010 is 20 µg/m³. (all concentrations in µg/m³) Source: National Air Quality Information Archive at www.airquality.co.uk
(iii) Construction Phase: Traffic Impacts on Local Air Quality
In 2007, the ambient background NO2 concentration in Route Window W2 will breach the Air Quality Objective of 40 µg/m³ on all roads assessed. NO2 concentrations will not be changed by construction traffic in this Window and hence no additional breaches of the objective will be caused.
Ambient background PM10 concentrations within Route Window W2 are expected to be less than 70% of the Air Quality Objective Value of 40 µg/m³ in 2007. PM10 concentrations will not be changed by construction traffic within this window are hence will remain within the Objective Value.
Ambient background PM10 concentrations within Route Window W2 are expected to breach the Air Quality Objective Value of 23 µg/m³ on all roads in 2007, the first year of construction, with or without Crossrail. This Objective Value may be implemented in 2010 when the 3 ambient PM10 concentration, in absence of traffic, is expected to be 21 µg/m .
The modelling has found that construction activities associated with the worksite in Route Window W2 are not expected to contribute significantly to ambient background air pollution concentrations.
Work started in September 2003 on construction of business accommodation and 308 residential units, within 150m of the Ladbroke Grove Tier2 medium risk Worksite. If this development generates significant construction traffic, cumulative air quality impacts are possible. If the development is completed prior to Crossrail construction the impact of Crossrail construction on the additional residential receptors should be considered.
164 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
(iv) Operational Phase: Traffic Impacts on Local Air Quality
Route Window W2 has not been assessed in terms of operational impacts. Operational traffic data have not been compiled for the Baseline or ‘with Crossrail’ case in 2016 as it is not anticipated that the operation of Crossrail in Route Window W2 are expected to present any change to the Baseline in terms of traffic movements.
4.25.2 Construction Phase: Nuisance Dust
There is one dust boundary in Route Window W2, this is the Canal Way. The boundary overlaps with the Old Oak Common Depot dust boundary in Route Window W3. Therefore adjustment for cumulative impacts is required. Table 4-33 shows the adjusted receptor counts for the Canal Way site. The designated areas in this route window relate to those that have local conservation status.
Table 4-33: Canal Way
No of receptors Total 20 m 50 m 100 m 150 m Residential 0 0 188 180 Care homes 0 0 0 0 Educational 0 0 0 0 Hospitals 0 0 0 0 Designated areas 0 2 0 2 Other 6 15 16 30 Total 6 17 204 212 Weighting 4 3 2 1 Weighted total 24 51 408 212 695 Construction Dust raising Weighting Duration Weighted Activity potential dust raising potential excavation high 3 0.5 1.5 construction low 1 10.5 10.5 track laying, slueing low 1 2.5 2.5 Weighted total 14.5 Worksite score 10078 Refer to Methodology Section 2.5 and Figure 1E0320-W1E00-E01-F-00002 (Volume III).
With reference to the route-wide assessment (Section 3) the overall worksite rating for dust nuisance potential is: • Canal Way. The dust risk score for this site is between 10,000 and 200,000 and therefore there is a medium potential for dust nuisance. Tier 2 mitigation measures will be required (refer to Section 9).
Work started in September 2003 on construction of business accommodation and 308 residential units, within 150m of the Ladbroke Grove Tier2 medium risk Worksite. If this development generates significant demolition/construction dust, cumulative air quality
165 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV impacts are possible. If the development is completed prior to Crossrail construction the impact of Crossrail construction on the additional residential receptors should be considered.
4.25.3 Utility Works
There are no utility works in this window with the potential to cause air quality impacts, either on their own or in combination with main site construction activities.
4.25.4 Operational Phase: Vent Shaft Emissions
There are no vent shafts in Route Window W2.
4.25.5 Route Window Impact Summary Tables
Route Window W2 - Temporary Impacts Works & Significance Committed Residual Impact potential Mitigation Description Significanc impacts e Deterioration in Insignificant (no Recommended Marginal Insignificant ambient NO2 due increase on construction deterioration in air as to construction baseline practice (Section quality (NO2) for temporary traffic – all routes. concentrations; no 9). Minimisation of duration of marginal breach of Objective lorry export (use of construction. increase. caused). rail). Deterioration in Insignificant (no Recommended Marginal Insignificant ambient PM10 increase on construction deterioration in air as due to baseline practice (Section quality (PM10) for temporary construction concentrations; no 9). Minimisation of duration of marginal traffic – all routes. breach of Objective lorry export (use of construction. increase. caused). rail). Medium potential Significant but Recommended The application of Insignificant. dust nuisance. temporary (rated construction the mitigation Potential for medium for dust practice/ mitigation measures should nuisance is potential). The measures (Section minimise this issue temporary. potential for dust 9). and manage the nuisance will exist residual risk of but will be nuisance issues. controlled by mitigation measures.
166 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
4.26 Route Window W1: Ladbroke Grove
4.26.1 Overview
(i) General Description
As described for Route Window W2, in order to provide space for a reversing facility at Westbourne Park the four-six track widening location will need to be moved eastwards to Subway Junction, east of Westbourne Park. The works will require the removal of existing tracks, the laying of new tracks, crossovers and turnouts, and the provision of new signalling. The final arrangement will result in the northern pair of tracks being used by Crossrail for empty stock movements to and from Old Oak Common depot; the middle pair of tracks will be used as the relief lines; and the southern pair of tracks will be used as the main lines.
Much of the works will be undertaken during possessions, typically of either 16 or 52 hours duration. However, the most significant elements of the track remodelling and re-signalling will require a two week blockade of all lines into Paddington station, together with restrictions in the use of some lines during the weeks before and after this.
During these works, the track layout at Portobello Junction will be modified to permit Crossrail services to cross between the dedicated Crossrail lines and the GWML relief lines. The works will involve the installation of a series of crossovers. This will allow flexibility for some relief line services to be routed into Paddington without conflicting with Crossrail services.
Plant and equipment required at the worksite will include excavators, bulldozers, mobile cranes, rail-mounted cranes, rail saws and drilling equipment. Works will be carried out from within the rail corridor and, with only limited access available to lorries, almost all materials will be taken to and from the works by rail.
This route window is located within LB Hammersmith & Fulham and the Royal Borough of Kensington & Chelsea. The intensively used rail corridor is bordered on both sides by residential areas, principally three to five storey flats, and commercial estates. Works take place over about 850 m, wholly within the rail corridor, which lies within a 4 m cutting, approximately between Ladbroke Grove overbridge to the northwest and Barley Shotts Business Park to the southeast.
167 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
Figure 4-26: Location of Portobello Junction
During the construction phase the activities in Route Window W1 include those associated with the track reconfiguration and laying of new lines, including Portobello Junction. Route Window W1 contains one worksite. During the operational phase there are expected to be no structural features in this window associated with Crossrail, however, Crossrail lines are expected to run through the Route Window.
(ii) Baseline Air Quality
This Route Window is located within Kensington and Chelsea and the City of Westminster.
Kensington and Chelsea declared its whole borough an Air Quality Management Area
(AQMA) based on NO2 and PM10. The City of Westminster’s AQMA also extends across the whole Borough and has been designated because the Air Quality Objectives for NO2 and PM10 are not expected to be achieved. Although the Westminster AQMA extends across the whole borough, the principal source of the two pollutants is road traffic with maximum concentrations located near to busy roads.
Annual mean ambient background concentrations of NO2, PM10 and NOx within this Route Window are, and are expected to be, as per the table below. Concentrations in 2003 are presented for context.
168 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
Baseline Objective 2003 2007 2010 2016 2003 2007 2010 2016
NOX 79 69 61 48 - - - -
NO2 39 36 33 28 40 40 40 40
PM10 25 23 22 20 40 40 23* 23*
* The proposed provisional PM10 objective for London to be achieved by 2010 is 23 µg/m³. Outside of London, the proposed provisional objective also to be achieved by 2010 is 20 µg/m³. (all concentrations in µg/m³) Source: National Air Quality Information Archive at www.airquality.co.uk
(iii) Construction Phase: Traffic Impacts on Local Air Quality
In 2007, the ambient background NO2 concentration in Route Window W1 will breach the Air Quality Objective of 40 µg/m³ on all roads assessed. NO2 concentrations will not be changed by construction traffic in this Window and hence no additional breaches of the objective will be caused.
Ambient background PM10 concentrations within Route Window W1 are expected to be less than 70% of the Air Quality Objective Value of 40 µg/m³ in 2007. PM10 concentrations will not be changed by construction traffic within this window are hence will remain within the Objective Value.
Ambient background PM10 concentrations within Route Window W1 are expected to breach the Air Quality Objective Value of 23 µg/m³ on all roads in 2007, the first year of construction, with or without Crossrail. This Objective Value may be implemented in 2010 when the 3 ambient PM10 concentration, in absence of traffic, is expected to be 22 µg/m .
The modelling has found that construction activities associated with the worksite in Route Window W1 are not expected to contribute significantly to ambient background air pollution concentrations.
Planning permission has been granted for a mixed use development, including residential dwellings, within 150 m of the Ladbroke Grove Tier2 medium risk Worksite. If this development generates significant construction traffic, cumulative air quality impacts are possible. If the development is completed prior to Crossrail construction the impact of Crossrail construction on the additional residential receptors should be considered.
(iv) Operational Phase: Traffic Impacts on Local Air Quality
Route Window W1 has not been assessed in terms of operational impacts. Operational traffic data have not been compiled for the Baseline or ‘with Crossrail’ case in 2016 as it is not anticipated that the operation of Crossrail in Route Window W1 are expected to present any change to the Baseline in terms of traffic movements.
169 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
4.26.2 Construction Phase: Nuisance Dust
There is one dust boundary in Route Window W1, this is the Ladbroke Grove site. The dust boundary does not overlap with any other boundary and therefore no adjustment for cumulative impacts is required. Table 4-34 shows the total receptor counts for Ladbroke Grove site.
Table 4-34: Ladbroke Grove
No of receptors Total 20 m 50 m 100 m 150 m Residential 15 92 321 387 Care homes 0 0 0 0 Educational 1 2 2 0 Hospitals 0 0 0 0 Designated areas 0 0 1 0 Other 82 281 205 7 Total 98 375 529 394 Weighting 4 3 2 1 Weighted total 392 1125 1058 394 2969 Construction Dust raising Weighting Duration Weighted Activity potential dust raising potential track removal/laying low 1 7 7 Weighted total 7 Worksite score 20783 Refer to Methodology Section 2.5 and Figure 1E0320-W1E00-E01-F-00001 (Volume III).
There are five educational establishments within the dust boundaries of Ladbroke Grove, they are St. Thomas C of E Primary School, Kensington and Chelsea College, Ainsworth Nursery, Barlby Primary School and St. Mary's Catholic Infant and Junior School.
With reference to the route-wide assessment (Section 3) the overall worksite rating for dust nuisance potential is: potential for dust nuisance. • Ladbroke Grove. The dust risk score for this site is between 10,000 and 200,000 and therefore there is a medium potential for dust nuisance. Tier 2 mitigation measures will be required (refer to Section 9).
Planning permission has been granted for a mixed use development, including residential dwellings, within 150 m of the Ladbroke Grove Tier2 medium risk Worksite. If this development generates significant demolition/construction dust, cumulative air quality impacts are possible. If the development is completed prior to Crossrail construction the impact of Crossrail construction on the additional residential receptors should be considered.
170 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
4.26.3 Utility Works
There are no utility works in this window with the potential to cause air quality impacts, either on their own or in combination with main site construction activities.
4.26.4 Operational Phase: Vent Shaft Emissions
There are no vent shafts in Route Window W1.
4.26.5 Route Window Impact Summary Tables
Route Window W1 - Temporary Impacts Works & Significance Committed Residual Impact potential Mitigation Description Significance impacts Deterioration in Insignificant (no Recommended Marginal Insignificant as ambient NO2 due increase on construction deterioration in air temporary to construction baseline practice (Section quality (NO2) for marginal increase. traffic – all routes. concentrations; no 9). Minimisation duration of breach of of lorry export construction. Objective (use of rail). caused). Deterioration in Insignificant (no Recommended Marginal Insignificant as ambient PM10 due increase on construction deterioration in air temporary to construction baseline practice (Section quality (PM10) for marginal increase. traffic – all routes. concentrations; no 9). Minimisation duration of breach of of lorry export construction. Objective (use of rail). caused). Medium potential Significant but Recommended The application of Insignificant. dust nuisance. temporary (rated construction the mitigation Potential for medium for dust practice/ measures should nuisance is potential). The mitigation minimise this temporary. potential for dust measures issue and manage nuisance will exist (Section 9). the residual risk of but will be nuisance issues. controlled by mitigation measures.
171 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
(This page left intentionally blank).
172 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
5 Baseline and Environmental Impacts for Central Route Section – Westbourne Park to Stratford/Isle of Dogs
5.1 Overview of Crossrail works in Central Route Section
This Section describes the central route section of Crossrail which extends from approximately 200 m west of the A40 Westway to approximately 500 m to the east of the portal at Pudding Mill Lane in the northeast and a point just to the east of Poplar Dock and the A1206 Prestons Road in the Isle of Dogs in the southeast.
Figure 5-1 Orientation Diagram of the Central Route Section
5.1.1 Permanent Works
The central route section represents the largest scale engineering component of the project. The route will comprise 6 m diameter twin-bore tunnels running under central London that will connect existing railways to the east and west. The tunnels will generally be at a depth of between 20 m and 40 m. At a point beneath Stepney Green, the route will fork: one route will continue northeastwards towards Stratford, the other will head southeastwards towards the Isle of Dogs.
New Crossrail stations will be provided at intervals along the new tunnel alignment at Paddington, Bond Street, Tottenham Court Road, Farringdon, Liverpool Street, Whitechapel and the Isle of Dogs. Each of these stations (except Whitechapel and the Isle of Dogs) will have two entrances and ticket halls to provide access to the east and west ends of the below-ground platforms. At Whitechapel, it will be possible to provide a second ticket hall should demand for Crossrail require this, while at the Isle of Dogs, there will be passive provision for a second ticket hall.
173 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
New portal structures will be provided in the west at Royal Oak (Paddington) and in the east at Pudding Mill Lane (Stratford). For the southeast route to Docklands, the tunnel will be continued east of the Isle of Dogs – this is addressed in the southeast route section. At particular locations along the new railway, shafts connecting the tunnels with the surface will be provided for access and/or ventilation. Some of these shaft structures will be incorporated into the new station buildings; others will be located independently of the stations in accordance with safety requirements.
5.1.2 Construction Works
The twin-bore tunnels will be excavated using tunnel boring machines. Up to nine of these will be working in the central section at any one time. Excavated material will be removed at the west and east portals and via a temporary tunnel linking Hanbury Street shaft to a temporary shaft on Pedley Street, from where it will be taken by a conveyor to a holding site in Mile End Park prior to removal by rail.
Provision of new station entrance buildings and ticket halls will require that existing buildings be demolished.
Enabling works will be required prior to the main construction works. These may take up to two years at each site, although at locations where only minor enabling works are required, the durations of these works could be much shorter.
The main elements of the project are summarised in Table 8.1.
174 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
Table 5-1: Main Construction Works in the Central Section
Route Route Window Main Works Description of the Works Local Authority Window Name
C1 Royal Oak portal Westbourne Park Provision of a reversing facility consisting of two island platforms and four tracks to enable some or all of Royal Borough reversing facility the westbound Crossrail service to terminate at Paddington. of Kensington and Chelsea. Royal Oak portal Construction of the western portal of the central area tunnels, located west of Lord Hill’s Bridge, consisting and City of of an approach ramp and cut and cover tunnel between the portal and the tunnel eye located between Ranelagh Bridge and Westbourne Bridge. Westminster
Westbourne Bridge Provision of a shaft for the construction of twin-bore tunnels. The shaft will be used to house ventilation shaft equipment and provide access as an emergency intervention point (EIP).
Tunnel eye Works at the point where bored tunnelling begins, located between Ranelagh Bridge and Westbourne Bridge.
Twin-bore tunnels Construction of the twin tunnels with the rails at a depth of between 15 and 20 m below street level.
C2 Paddington Paddington station Works to the station consisting of a new 340 m length box with a 210 m island platform and new ticket halls City of at the eastern and western ends. The station will be located underneath Eastbourne Terrace. The station station Westminster will include a narrow glazed structure above-ground called the ‘light spine’.
Paddington station Provision of ventilation and EIP facilities, to be located at the eastern and western ends of the station box. shafts
Twin-bore tunnels Construction of the twin tunnels with the rails at a depth of approximately 20 to 30 m below street level.
175 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
Route Route Window Main Works Description of the Works Local Authority Window Name
C3 Hyde Park shaft Hyde Park shaft Construction of a shaft to house ventilation equipment and provide access as an EIP. The shaft will be City of and Park Lane located at the northern boundary of Hyde Park, close to Victoria and Clarendon Gates. The shaft surface Westminster Shafts building will be up to 2 m high and located to the west of Victoria Gate Lodge.
Park Lane shaft Construction of a shaft to house ventilation equipment and provide access as an EIP. The shaft will be City of located in the central reservation of Park Lane immediately south of Marble Arch and opposite Green Westminster Street. The surface building will be approximately 2 m high.
Twin-bore tunnels Construction of the twin tunnels with the rails at a depth of between 27 m and 30 m below street level.
C4 Bond Street Bond Street station Works at the station to provide new 245 m length platform tunnels fitted out to 210 m between Davies City of Street and Hanover Square. station Westminster Ventilation and access as an EIP will be provided at each end of the station.
Western and Eastern Construction of a new one storey western facility at 65 Davies Street, to include a ventilation stack approximately 30 m high. Construction of a new 7 m high eastern ticket hall to include a ventilation stack ticket halls approximately 35 m high at 18/19 Hanover Square.
Twin-bore tunnels Twin tunnels will be constructed with the rails at a depth of approximately 26 to 32 m below street level.
C5 Tottenham Court Tottenham Court Road Works at the station to provide new 245 m length platform tunnels fitted out to 210 m between Great Chapel City of Road station station Street and Charing Cross Road. Westminster and
176 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
Route Route Window Main Works Description of the Works Local Authority Window Name
LB Camden Western and Eastern Construction of a new ticket hall beneath the Plaza at the front of Centre Point. The deep station box at ticket halls Goslett Yard will include a shaft that will house ventilation equipment and provide access as an EIP. This ticket hall is an extension of the existing London Underground ticket hall.
Construction of a new western ticket hall at Dean Street. Ventilation equipment and EIP access will be constructed at Fareham Street.
Fisher Street shaft Construction of a shaft that will house ventilation equipment and provide access as an EIP at Fisher Street on the site of 8-10 Southampton Row. The original building façade to 8-10 Southampton Row will be retained.
Twin-bore tunnels Construction of the twin tunnels with the rails at a depth of between 20 and 30 m below street level.
C6 Farringdon Farringdon station Works at the station to provide new 245 m length platform tunnels fitted out to 210 m between Farringdon LB Camden, LB Road and Lindsey Street. station Islington and City of London Construction of a new 8 m high western ticket hall at Farringdon Road (to include EIP access and ventilation equipment within its footprint).
Construction of a new 8 m high eastern ticket hall at Lindsey Street at the west end of Barbican station, to include EIP and ventilation equipment. Emergency escape will be via a new separate shaft in 38-42 Charterhouse Street.
Twin-bore tunnels Construction of the twin tunnels with the rails at a depth of approximately 12 to 36 m below street level. A crossover will be constructed to the east of the station.
177 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
Route Route Window Main Works Description of the Works Local Authority Window Name
C7 Liverpool Street Liverpool Street station Works at the station to provide new 245 m length platform tunnels fitted out to 210 m between Moorfields City of London and Blomfield Street. station and LB Tower Hamlets Moorgate ticket hall Construction of a new 8 m deep western ticket hall at Moorgate station, to include EIP access and ventilation equipment within its footprint (shaft is approximately 20 m high).
Finsbury Circus Replacement of the pavilion and bowling green and re-establishment of the gardens that are lost to the construction site at this location.
Blomfield Street shaft Construction of a shaft approximately 28 m high at 11–12 Blomfield Street to contain ventilation equipment and provide EIP access.
Twin-bore tunnels Construction of the twin tunnels with the rails at a depth of approximately 36 to 42 m below street level.
C8 Whitechapel Hanbury Street shaft Construction of a shaft to contain ventilation equipment and provide EIP access; the surface structure will LB Tower be approximately 12 m high. station Hamlets
Hanbury Street to Construction of a single-bore temporary tunnel from the Hanbury Street shaft to a temporary shaft at Pedley Street. This tunnel and shaft will be used to transfer excavated materials from the central section tunnelling Pedley Street works by conveyor and then onto the stockpile at Mile End (Devonshire Street) sidings for onward transport temporary tunnel and by rail. shaft.
Whitechapel station Works at the station to provide new 245 m length platform tunnels fitted out to 210 m between Court Street and Cambridge Heath Road.
Ticket halls Construction of a new ticket hall at the junction of Cambridge Heath Road and Whitechapel Road, including ventilation and EIP.
178 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
Route Route Window Main Works Description of the Works Local Authority Window Name
New ticket hall over the London Underground District Line platforms including a new concourse at Essex Wharf to allow access to the western end of the Crossrail platforms.
Durward Street shaft Construction of a ventilation and EIP access shaft as part of the Whitechapel Station Essex Wharf concourse structure.
Twin-bore tunnels Construction of twin-bore tunnels with the rails at a depth of between 25 m and 38 m below street level.
C8A Mile End Temporary works Temporary works will take place within this route window to construct a conveyor belt to take excavated LB Tower conveyor corridor material from Pedley Street to temporary excavated material handling facilities, to be constructed at Mile Hamlets End (Devonshire Street) sidings and Mile End Park.
C9 Stepney Green Stepney Green shaft Provision of a ventilation, escape and EIP access shafts on Stepney Green between an all weather sports LB Tower shafts ground and Garden Street, which will include two 7.5 m high structures at ground level. Hamlets
Twin-bore tunnels Construction of twin tunnels with the rails at a depth of between 22 m and 37 m below street level. Two turn out caverns beneath Stepney Green will be constructed to allow for the junction between the Shenfield and the Abbey Wood branches.
C10 Lowell Street Lowell Street shaft Construction of a ventilation, escape and EIP access shaft of approximately 15 m in height at the corner of LB Tower Commercial Road and Basin Approach (610 Commercial Road). shaft Hamlets
Twin-bore tunnels Construction of the twin tunnels with the rails at a depth of between 32 m and 40 m below street level.
179 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
Route Route Window Main Works Description of the Works Local Authority Window Name
C11 Isle of Dogs Hertsmere Road shaft Construction of an EIP access shaft on Hertsmere Road, which will include an 8 m high structure at the LB Tower surface. station Hamlets
Isle of Dogs station Construction of a station and crossover within a 475 m long box located below West India North Dock. The crossover will be constructed within the western part of the box and the station, with a 210 m long island platform which will be constructed in the eastern part of the box. The crossover will enable trains to terminate at the station and return to central London or Abbey Wood.
Construction of a station entry/exit point to the west of Great Wharf Bridge, which will be rebuilt.
Construction of escape and ventilation shafts within the station box, one at the eastern end and one at the western end of the station platform.
Twin-bore tunnels Construction of the twin tunnels with the rails at a depth of approximately 30 m to 50 m below street level.
C12 Mile End Park Mile End Park shaft Construction of a ventilation, escape and EIP access shaft in the southeast corner of Mile End Park next to LB Tower and Eleanor Burdett Road, which will include a 7 m high surface structure. Hamlets Street shafts
Eleanor Street shaft Construction of an EIP access and ventilation shaft in the eastern end of the current caravan park site, which will include an 11 m high surface structure.
Twin-bore tunnels Construction of twin tunnels with the rails at a depth of between 23 m and 28 m below street level.
C13 Pudding Mill Lane Twin-bore tunnels Construction of twin tunnels with the rails at a depth of up to 38 m below street level rising to emerge LB Tower portal through the tunnel eye at Pudding Mill Lane. Hamlets and LB
180 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
Route Route Window Main Works Description of the Works Local Authority Window Name
Newham Pudding Mill Lane Construction of the eastern portal of the central area tunnels along with EIP and escape facilities. portal
The line will emerge through a tunnel eye and rise up a ramp, partly within a cut and cover tunnel
Changes to the Re-alignment of the DLR to the south and provision of a replacement DLR Pudding Mill Lane station. Docklands Light Railway
Changes to Great Re-alignment of the westbound (up line) electric track of the Great Eastern Mainline (GEML) to Eastern Main Line accommodate Crossrail.
181 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
5.2 Route Window C1: Royal Oak Portal
5.2.1 Overview
(i) General Description
The Crossrail route runs along surface railway within the existing rail corridor through the western part of this route window. The route then passes into a tunnel at Royal Oak. The permanent works will consist of:
• a train reversing facility at Westbourne Park and track alterations to the Great Western Main Line;
• an approach ramp, a portal at Royal Oak, a cut and cover tunnel, and twin-bore tunnel commencing at Westbourne Park; and
• Westbourne Bridge shaft containing intervention and ventilation facilities.
This route window lies partly within the Royal Borough of Kensington and Chelsea and partly within the City of Westminster. Landuses within this part of London are predominantly residential or associated with transport, the elevated A40 Westway and the Great Western Main Line (GWML) and the London Underground rail corridor to Paddington station being predominant features. There are a number of commercial landuses to the north of the railway, including a concrete batching plant, transport-related uses (including a taxi servicing facility and Westbourne Park bus garage) and workshops, including Great Western Studios. There are residential areas further to the north containing high-rise and medium-rise blocks. Residential areas also lie to the south of the railway corridor and to the east of Bishops Bridge Road.
182 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
Figure 5-2: Royal Oak Portal Location Plan
(ii) Permanent Works
Westbourne Park Reversing Facility
A reversing facility will be constructed at Westbourne Park, to the west of Royal Oak portal to enable Crossrail trains terminating at Paddington to turn around. To meet safety requirements that all trains are cleared of passengers before going out of service, Crossrail must provide a facility where trains terminating at Paddington can be inspected. To ensure that services following behind are not significantly delayed, the facility needs to ensure that trains being inspected can be overtaken or two trains can be inspected concurrently.
The reversing facility will consist of:
• two 210 m length island platforms and four tracks; and
• emergency access to/from street via footbridges.
Track alterations to the GWML are also needed to accommodate the facility and the two Crossrail lines. The current six-track layout between Ladbroke Grove Junction and Paddington will be amended to commence approximately a mile further east at Subway Junction; this is described further for route windows W2 and W1.
Royal Oak Portal and Approach Ramp
A 310 m long approach ramp will descend into the portal, which will be located at Royal Oak to the west of Lord Hill’s Bridge. The approach ramp will be constructed within a retained
183 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV cutting. A 280 m long covered box will be constructed between the portal and the tunnel eye. Emergency escape stairs and a safe holding area for evacuated passengers will be provided at the portal. Electrical equipment will be added to an existing feeder station north of the railway and east of Great Western Road.
Westbourne Bridge Shaft
To the east of Ranelagh Bridge, a shaft at the tunnel eye will provide ventilation and intervention facilities. The shaft will be 8 m2 and will include a surface-level structure of 4 m height. A new access road will be provided from Harrow Road roundabout through the Paddington Central development (in the former Paddington goods yard), and hard standing will be provided for emergency vehicles.
Twin-bore Tunnels
Six metre diameter twin-bore tunnels will descend from a depth of approximately 15 m at the tunnel eye at Westbourne Bridge shaft. From here the rails will continue to descend to an approximate depth of between 20 and 30 m below street level at Paddington station. The tunnel eye at the start of the bored tunnel will be located between Ranelagh and Westbourne Bridges at the bottom of the Westbourne Bridge shaft.
(iii) Construction Works
Duration of Works
The construction, fitting out and commissioning of the Royal Oak portal and the Westbourne Bridge shaft will take approximately four years. The twin tunnel drives to Fisher Street shaft from Royal Oak portal start during this period and this together with the installation of mechanical and electrical equipment will take approximately three years.
The construction of the Westbourne Park reversing facility will take place over a period of about one year and eleven months, commencing after completion of the tunnel drives.
Enabling Works
Enabling works will comprise:
• relocation of existing Network Rail maintenance facilities, trackworks and signalling;
• relocation of an external bus parking compound adjacent to the eastern side of the Westbourne Park bus garage;
• relocation of electrical substation and cables within this area; and
• Other utility diversions including the Ranelagh sewer.
184 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
The relocation of the external bus parking compound, which currently lies immediately to the north of the GWML, was the subject of a planning application which was submitted, along with an Environmental Statement (CLRLL 2004), to Westminster City Council by CLRLL in October 2004. This is contained in Volume 9 of this ES. The application was for the relocation of the bus parking compound within a new two storey parking facility adjacent to the eastern side of the existing Westbourne Park bus garage. The extension will lie below the Westway and be bounded to its north by the Grand Union Canal.
The ES for the project reported that the relocation will give rise to no significant impacts, other than some moderate construction noise impacts. At the time of writing, the planning committee has resolved to grant planning permission, subject to an undertaking from Crossrail for environmental improvements. Planning permission would allow the relocation of the external bus parking compound to be undertaken at the earliest opportunity. In case this is not practical, powers for the relocation of the external bus parking compound (ie the project as submitted in the planning application) are being sought through the Bill and the relocation is included in the description of the works as it effectively forms part of the Crossrail project. The ES for the bus garage is appended at Volume 9.
The Ranelagh sewer will be temporarily diverted to permit the construction of part of the portal. It will then be permanently diverted back onto its original alignment, above the portal.
The principal demolitions associated with the works in this route window will comprise:
• taxi servicing facilities buildings (below Westway);
• buildings associated with and including the Great Western Studios (formerly the parcels office and Network Rail lost property);
• buildings located in Murphy’s Yard;
• bus washing facilities; and
• temporary closure of the Tarmac Topmix concrete ready-mix plant.
The Tarmac Topmix plant will be re-instated following the construction period with the provision of six storage silos on the site and two sidings. The height of these silos will not exceed the Westway. There will be no significant adverse impacts arising from the re- instatement of the new facility.
No further demolitions will be required for the construction of the reversing facility. This is because it will be constructed towards the end of the construction period on the area previously demolished for the Royal Oak portal and tunnels works.
Main Works - Tunnelling
The main construction works will proceed as set out below.
• Following the completion of a three month mobilisation and site clearance period, the diaphragm walling for the cut and cover box will take place over a 12 month period and the construction of the shaft at Westbourne Bridge over a period of nine months.
185 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
The shaft will provide access for the launch of the tunnel boring machines and will subsequently become a permanent ventilation and intervention shaft.
• After this the excavation for the cut and cover box and the construction of the roof slab will commence and will take 18 months to complete.
• On completion of the TBM launch chamber the tunnel drives to the Fisher Street shaft will commence (see Route Window C5). This will take approximately two years and will be followed by clean-out of the tunnel and trackbed work. Lining and fit out of the Westbourne bridge shaft will also take place during this period.
• Fitting out of the approach ramp and the tunnel portal will be undertaken during the driving of the twin-bore tunnels.
Construction of a temporary surface rail siding facility and conveyor to move excavated material at Royal Oak worksite east will be completed approximately a year into the tunnelling programme. This will be used to support the removal of excavated material and the delivery of tunnel segments. The rail sidings and conveyor system will be removed after the completion of the tunnel drives. Paddington New Yard will then be used as a worksite to support tunnel track laying and railway systems activities.
Main Works - Westbourne Park Reversing Facility
Westbourne Park reversing facility will be constructed to the west of the Royal Oak approach ramp once most of the works associated with tunnelling have been completed at the portal construction area. The facility will require initial track modifications to the GWML involving the removal of two of the existing six tracks. This will be followed by construction of two island platforms and four tracks for the new Crossrail lines at the reversing facility including track and signalling modifications. This work will take approximately nine months to complete.
Construction Plant
Plant at the Royal Oak worksites east will include road/rail plant and railway goods trains, piling rigs, walling rigs, cranes, telescopic handlers (tunnel segment handling), excavation equipment, compressors, ventilation equipment, generators, and concrete and grout pumps.
Plant at the Royal Oak worksite west will include cranes, excavators and general site plant including fork lifts, mixers and dumpers.
Worksites and Access
The Royal Oak worksites will be located on a long narrow strip of land alongside the Westway (A40)/Harrow Road. The worksite will be split in to two separate sites: Royal Oak worksite west (former Paddington New Yard) and Royal Oak worksite east (former taxi servicing facility). The Paddington Central worksite (the site of the former Paddington Goods Yard) to the east will be used for the delivery and storage of materials.
186 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
Road access to the Royal Oak worksite west will be from Great Western Road. A secondary access to the Royal Oak worksite west is proposed from Harrow Road via Alfred Road. Access to the Royal Oak worksite east will be from Harrow Road under Westbourne Bridge.
Readymix concrete will be delivered by road. Pre-cast concrete tunnel lining segments will be delivered by rail to the Paddington Central worksite. Excavated material will be removed by rail from Royal Oak worksite west once the temporary sidings are constructed, about one year into the programme. Prior to this the segments and excavated material will be transported by road.
The construction of the new platforms at Westbourne Park reversing facility will take place from Royal Oak worksite west. Materials for construction of Westbourne Park reversing facility will be delivered by rail. All material from site clearance will be removed by road. Road access to and from Westbourne Park reversing facility will be via Great Western Road and the existing access for the ready-mix concrete plant.
During the peak period of construction, up to 110 lorries per day will access the Royal Oak worksite west, and up to 60 lorries per day will access the Royal Oak worksite east.
(iv) Baseline Air Quality
This Route Window is located within the City of Westminster and the Royal Borough of Kensington and Chelsea.
The City of Westminster’s Air Quality Management Area (AQMA) extends across the entire
City and has been designated because the Air Quality Objectives for NO2 and PM10 are not expected to be achieved. Although the AQMA extends across the whole Route Window, the principal source of these two pollutants is road traffic with maximum concentrations located near to busy roads. The Royal Borough of Kensington and Chelsea has also declared its entire borough an Air Quality Management Area (AQMA) based on NO2 and PM10.
Annual mean ambient background concentrations of NO2, PM10 and NOx within this Route Window are, and are expected to be, as per the table below. Concentrations in 2003 are presented for context. Baseline Objective 2003 2007 2010 2016 2003 2007 2010 2016
NOX 83 73 64 50 - - - -
NO2 40 37 34 29 40 40 40 40
PM10 25 24 22 21 40 40 23* 23*
* The proposed provisional PM10 objective for London to be achieved by 2010 is 23 µg/m³ (all concentrations in µg/m³) Source: National Air Quality Information Archive at www.airquality.co.uk
(v) Construction Phase: Traffic Impacts on Local Air Quality
In 2007, the ambient background NO2 concentration in Route Window C1 will breach the Air Quality Objective of 40µg/m³ on all roads except four. NO2 concentrations derived from
187 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV construction traffic in this Window are predicted to contribute less than 1 µg/m³, which would not result in any additional breach of the objectives.
Ambient background PM10 concentrations within Route Window C1 will be less than 70% of the Air Quality Objective Value of 40µg/m³ in 2007. PM10 concentrations derived from construction traffic within this window are predicted to contribute less than 1µg/m³ and remain within the Objective Value.
Ambient background PM10 concentrations within Route Window C1 are expected to breach the provisional Air Quality Objective Value of 23µg/m³ on all roads in 2007, the first year of construction, both with or without Crossrail. This Objective Value may be implemented in
2010 when ambient PM10 concentrations, without accounting for any traffic, are expected to be 22 µg/m3..
The modelling has found that construction traffic associated with the worksite in Route Window C1 are not predicted to contribute significantly to existing air pollution concentrations.
(vi) Operational Phase: Traffic Impacts on Local Air Quality
Route Window C1 has not been assessed in terms of operational impacts. Operational traffic data have not been compiled for the Baseline or ‘with Crossrail’ case in 2016 as it is not anticipated that the operation of Crossrail in Route Window C1 will present any change to the Baseline in terms of traffic movements.
5.2.2 Construction Phase: Nuisance Dust
There is one dust boundary in Route Window C1 for the Royal Oak Worksite which encompasses Royal Oak Worksite West, Royal Oak Worksite East, Paddington Central Worksite and Platform 1a Worksite. The Royal Oak Worksite dust boundary overlaps with the dust boundary for Paddington Station in Route Window C2 and, therefore, requires adjustment for cumulative impacts. Table 5-2 summarises the total adjusted receptor counts.
188 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
Table 5-2: Royal Oak Worksite
No of receptors Total 20 m 50 m 100 m 150 m Residential 181 269 1165 1147 Care homes 0 0 0 1 Educational 0 0 1 2 Hospitals 0 1 0 0 Designated areas 1 0 1 0 Other 7 20 8 106 Total 189 290 1175 1256 2 910 Weighting 4 3 2 1 Weighted total 756 870 2350 1256 5 232 Construction Activity Dust raising Weighting Duration Weighted potential dust raising potential demolition, excavation, High 3 31 93 materials handling, construction Medium 2 42 84 Weighted total 177 Worksite score 926064 Refer to Methodology Section 2.5 and Figure 1E0320-C1E00-E01-F-00001 (Volume III).
The following educational establishments are within the dust boundaries for the worksites in Route Window C1: Our Lady of Dolours School, St Stephen's C of E Primary School and Brunel Day Nursery. There is also a residential care property, Athlone Nursing Home.
With reference to the route-wide assessment (Section 3) the overall worksite rating for dust nuisance potential is: • Royal Oak Worksite: The dust risk score for this site is over 200 000 and therefore there is a high potential for dust nuisance. Tier 3 mitigation measures will be required (refer to Section 9). The Royal Oak Worksites includes the removal of the Tarmac Topmix concrete batching plant during construction. The plant will be reinstated in a modified form after completion of Crossrail works and therefore the impacts of the batching plant need to be considered. Concrete batching plants are Part B Installations permitted under the Pollution Prevention and Control Act 1999 as detailed in the Pollution Prevention and Control Regulations 2000. As such the concrete batching plant will be controlled for emissions to atmosphere by the conditions of their permit and no further assessment is required at this stage.
5.2.3 Utility Works
There are no utility works in this window with the potential to cause air quality impacts, either on their own or in combination with main site construction activities.
189 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
5.2.4 Operational Phase: Vent Shaft Emissions
There are vent shafts present in route window C1. There is the potential for PM10 generated within the tunnels, primarily from wheel and brake wear, to contribute to ambient concentrations at ground level when emitted via tunnel ventilation shafts.
A monitoring study at Bond Street Station concluded that PM10 concentrations at the base of a vent shaft within the tunnel network were similar to those found close to a busy London road during the same time period and suggest that PM10 emissions from the vent shaft did not contribute significantly to background PM10 concentrations. A summary of this study is provided in Appendix E.
The Crossrail tunnels will be newly built and cleaned on a regular basis. This will further reduce the potential for PM10 generation within the tunnels. Hence, the overall impact of PM10 from the tunnels on ambient PM10 levels is likely to be minimal.
5.2.5 Route Window Impact Summary Tables
Route Window C1 - Temporary Impacts Works & Significance Committed Residual Impact potential Mitigation Description Significance impacts Deterioration in Insignificant Recommended Marginal Insignificant as ambient NO2 due (<3.8 % increase construction deterioration in air temporary to construction on baseline practice (Section quality (NO2) for marginal increase. traffic – all other concentrations; no 9). Minimisation duration of routes. breach of of lorry export construction. Objective (use of rail). caused). Deterioration in Insignificant Recommended Marginal Insignificant as ambient PM10 due (<0.7 % increase construction deterioration in air temporary to construction on baseline practice (Section quality (PM10) for marginal increase. traffic – all routes. concentrations; no 9). Minimisation duration of breach of of lorry export construction. Objective (use of rail). caused). High potential Significant but Recommended The application of Insignificant. dust nuisance. temporary (rated construction mitigation Potential for high for dust practice/ measures should nuisance is potential). mitigation minimise this temporary. The potential for measures issue and manage dust nuisance will (Section 9). the residual risk of exist but will be nuisance issues. controlled by mitigation measures.
190 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
Route Window C1 - Permanent Impacts Works & Significance Committed Residual Impact potential Mitigation Description Significance impacts Change in Insignificant. None necessary. None. Not applicable. ambient NO2 and
PM10 due to operational traffic. Deterioration in Insignificant. Partitioning of None. Insignificant. ambient PM10 due platforms, regular to emissions from tunnels sweeping. vent shafts.
5.3 Route Window C2: Paddington Station
5.3.1 Overview
(i) General Description
Crossrail’s twin-bore tunnels will pass beneath the surface railway lines that run into Paddington station. The route will then follow the alignment of Eastbourne Terrace before continuing under Spring Street and Sussex Square in twin-bore tunnels, with rails at a depth of between approximately 20 and 30 m below street level. At Paddington station, the permanent works will consist of:
• a new Crossrail station with two new ticket halls under Eastbourne Terrace; and
• two new ventilation and emergency intervention structures, one at each of the ticket halls.
The route window lies within the City of Westminster. Landuses in the area are dominated by Paddington station and associated rail land. The main road access to the area from the south and east is Sussex Gardens, with smaller streets running off it. The area is typically residential in character, with small retail uses lining Praed Street. Multi-storey offices front Eastbourne Terrace opposite the station. Surrounding streets consist mainly of residential and hotel accommodation, with St Mary’s Hospital and its associated medical school to the east of Paddington station. A spur of the Paddington branch of the Grand Union Canal passes immediately north of the station.
The area surrounding Paddington station is undergoing a regeneration programme and several major developments are under construction or have been recently completed. The area, which is referred to in the Westminster Unitary Development Plan (UDP) as the Paddington Special Policy Area (PSPA), is the largest development area in Westminster and a site of strategic importance in London. The PSPA includes major redevelopments at Paddington Basin, Paddington Goods Yard (Paddington Central) and St Mary’s Hospital.
191 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
Figure 5-3: Location Plan of Paddington Station
(ii) Permanent Works
Paddington Station
The new Crossrail station will be constructed under Eastbourne Terrace. It will provide an interchange with London Underground and National Rail services. Above-ground, the station will consist of a narrow glazed structure, between 6 m and 8 m high, referred to as the ‘light spine’. This will run the length of the station and separate the existing Departures Road (for taxi access) and Eastbourne Terrace. Street level access will be provided from Eastbourne Terrace into the western ticket hall and access to the eastern ticket hall will be provided from the mainline concourse. Streetscape enhancement works will also be implemented.
Paddington Station Shafts
Two ventilation structures at the eastern and western ends of the box will be constructed. These will include emergency intervention facilities.
Twin-bore Tunnels
Six metre diameter twin-bore tunnels will be constructed with rails at a depth of between approximately 20 m and 30 m below street level.
192 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
(iii) Construction Works
Duration of Works
The construction of Paddington Crossrail station including fit out and commissioning will take approximately five years to complete.
Enabling Works
The main works will commence after enabling works that will include:
• diversion of public utilities (including the sewer in Eastbourne Terrace);
• temporary relocation of the taxi rank from Eastbourne Terrace to the area on the north side of the station occupied by the Lynx building (formerly Red Star);
• modifications to London Underground infrastructure; and
• alterations to utilities within MacMillan House as a result of the demolition works.
Demolitions which will need to be undertaken to accommodate the main works will comprise:
• retaining wall and railings between Eastbourne Terrace and Departures Road;
• canopy over Departures Road;
• 191 to 195 Praed Street;
• internal demolition works within MacMillan House; and
• GWML parcels office at 4 to 18 Bishopsbridge Road.
Main Works
Following site set-up, the main construction works will proceed as set out below.
• Installation of the diaphragm walls to form east and west work shafts within the station box eventually forming the two ventilation and escape structures at either end of the station.
• Construction of the south perimeter wall of the station box, which will take place over approximately 16 months.
• Boring of the temporary central tunnel between the two work shafts for removal of excavated material through the station and back to the construction site at the Royal Oak rail head. This will be undertaken using the first tunnelling machine to arrive at Paddington from the tunnel eye. The second tunnelling machine reaching Paddington will be disassembled, lifted up from the western work shaft, re-assembled and re-launched at the eastern work shaft to continue its operation eastward.
193 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
• Construction of the north perimeter wall of the station box.
• Excavation in stages to concourse level, intermediate floor level and track level and fitting of a single long island platform. Excavated material from the twin-bore tunnels and station construction will be taken to the temporary railhead facility at Royal Oak, except during the first year while the railhead is built.
• Lining and fitting out of the two ventilation structures and ticket halls.
• Construction of the passages between Crossrail’s station and London Underground platforms, which will take place during the station box excavation, and occur over a period of approximately two years. At this point, interchange facilities will be created with the Circle and District line, the Bakerloo line, the existing Lawn ticket hall and the Network Rail concourse.
• Construction of the above-ground ‘light spine’ structure along Eastbourne Terrace.
Construction Plant
The main construction plant to be used at the worksite will include cranes and machinery for piling and excavation. Other equipment will include compressors, electrical generators and temporary ventilation fans.
Worksites and Access
The main Eastbourne Terrace worksite will encompass the whole of Eastbourne Terrace and Departures Road, situated between Bishops Bridge Road to the northwest and Praed Street to the southeast. Other worksites will be required at:
• Platform 1A worksite – situated to the north of Bishops Bridge Road and south of the main rail tracks into Paddington station. This worksite will be used for offices and facilities for construction personnel, and as a laydown area for plant and materials delivered by rail.
• Circle Line Link worksite: 191–199 Praed Street and 19-22 Spring Street (including the adjacent pavement) – this area will be used to construct the piled box accommodating the access stairs and lift.
• Red Star Deck worksite – for the temporary taxi facility and located on the site of the Lynx (former Red Star) building.
Materials will be delivered by lorry to the main worksite as they are needed, as the worksites have limited storage capacity. Following construction of the twin-bore tunnel from Royal Oak portal, excavated material will be transported through the tunnel westward to the Royal Oak worksite for removal by rail. Prior to this, excavated material will be removed by lorry.
Entry to and exit from the main worksite will be along Bishops Bridge Road and the A40. Access to the southeast end of the main worksite will be via Spring Street for emergency and occasional access. Construction vehicles for the Platform 1A worksite will use the existing
194 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV access and egress points on Bishops Bridge Road and Orsett Terrace. The Platform 1A site will be used primarily for offices and the storage of materials delivered by rail, so access will be such that mainly light vehicles will be required.
Pedestrian and vehicular access along Departures Road and Eastbourne Terrace will be restricted during construction, but with one lane in each direction for public traffic use maintained using a combination of the two roads. A temporary facility for taxi pick-up and drop-off will be provided in the Lynx building (formerly Red Star) with access from Bishops Bridge Road. A temporary private car pick up and drop off will be provided in London Street. Bus stands and a bus stop will be temporarily relocated to Westbourne Terrace.
During the peak period of construction, approximately 100 lorries per day will access the Paddington station worksites.
(iv) Baseline Air Quality
This Route Window is located within the City of Westminster and is within an Air Quality Management Area (AQMA) that extends across the whole Borough. The AQMA has been designated because the Air Quality Objectives for NO2 and PM10 are not expected to be achieved. Although the AQMA extends across the whole Route Window, the principal source of these two pollutants is road traffic with maximum concentrations located near to busy roads.
Annual mean ambient background concentrations of NO2, PM10 and NOx within this Route Window are, and are expected to be, as per the table below. Concentrations in 2003 are presented for context. Baseline Objective 2003 2007 2010 2016 2003 2007 2010 2016
NOX 88 78 69 54 - - - -
NO2 50 46 42 36 40 40 40 40
PM10 25 24 22 21 40 40 23* 23*
* The proposed provisional PM10 objective for London to be achieved by 2010 is 23 µg/m³. (all concentrations in µg/m³) Source: National Air Quality Information Archive at www.airquality.co.uk
(v) Construction Phase: Traffic Impacts on Local Air Quality
In 2007, the ambient background NO2 concentration in Route Window C2 will breach the Air Quality Objective of 40µg/m³ on all roads. NO2 concentrations derived from construction traffic in this Window are predicted to contribute less than 1 µg/m³.
Ambient background PM10 concentrations within Route Window C2 will be less than 70% of the Air Quality Objective Value of 40µg/m³ in 2007. PM10 concentrations derived from construction traffic within this window are predicted to contribute less than 1µg/m³ and remain within the Objective Value.
195 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
Ambient background PM10 concentrations within Route Window C2 are expected to breach the provisional Air Quality Objective Value of 23µg/m³ on all roads in 2007, the first year of construction, both with or without Crossrail. This Objective Value may be implemented in
2010 when the ambient background PM10 concentration, in the absence of traffic, is expected to be 22µg/m³.
The modelling has found that construction activities associated with the worksite in Route Window C2 do not contribute significantly to ambient background air pollution concentrations.
(vi) Operational Phase: Traffic Impacts on Local Air Quality
The screening process applied to operational traffic data for Route Window C2 did not identify any road link that exhibits a change in traffic flows of greater than 5 % during the operational phase of Crossrail. 7 of the 27 links within Route Window C2 are expected to exhibit an increase in traffic flow in 2016 as compared to the 2016 Baseline case, however, the increase is less than 2 %.
In 2016, ambient background NO2 concentration in Route Window C2 is expected to exceed the Air Quality Objective of 40 µg/m³ on the majority of roads. NO2 concentrations resulting from operational traffic as a result of Crossrail are predicted to contribute less than 0.1 µg/m³ as compared to the Baseline in 2016. Crossrail operations will not cause additional breach of the objective on any roads.
Ambient background PM10 concentrations within Route Window C2 are expected to be less than 70 % of the Air Quality Objective Value of 40 µg/m³ in 2016. PM10 concentrations are not predicted to increase as a result of operational traffic due to Crossrail within this window.
Ambient background PM10 concentrations within Route Window C2 are expected to be within the provisional Air Quality Objective Value of 23µg/m³ on all roads in 2016 both with or without Crossrail. In 2016 the ambient background PM10 concentration, in the absence of traffic, is expected to be 21µg/m³. The provisional Objective Value may be implemented in 2010.
Increase in pollutant concentrations in 2016 within this Route Window will not be significant.
5.3.2 Construction Phase: Nuisance Dust
There are three dust boundaries in Route Window C2. One is a continuation of the Royal Oak Worksite and is considered in Route Window C1. The Paddington Central Worksite incorporates Eastbourne Terrace Worksite and the Circle Line Link Worksite. This dust boundary overlaps with the dust boundary for Royal Oak in Route Window C1 and, therefore, requires adjustment for cumulative impacts. The Red Star Deck Worksite involves the relocation of a taxi rank and will necessarily be complete before work at the Paddington Worksite. As such the physical overlap of the dust boundaries will be temporally distinct so the dust assessments are considered separately. Table 5-3 and Table 5-4 summarise the total adjusted receptor counts.
196 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
Table 5-3: Paddington Central Worksite
No of receptors Total 20 m 50 m 100 m 150 m Residential 4 19 195 179 Care homes 0 0 0 0 Educational 0 0 0 0 Hospitals 0 0 0 0 Designated areas 0 0 0 0 Other 15 5 35 45 Total 19 24 230 224 Weighting 4 3 2 1 Weighted total 76 72 460 224 832 Construction Activity Dust Weighting Duration Weighted raising dust raising potential potential demolition, excavation, High 3 31 93 materials handling, construction Medium 2 47 94 Weighted total 187 Worksite score 155 584 Refer to Methodology Section 2.5 and Figure 1E0320-C1E00-E01-F-00002 (Volume III).
Table 5-4: Red Star Deck Site
No of receptors Total 20 m 50 m 100 m 150 m Residential 0 70 149 195 Care homes 0 0 0 0 Educational 0 0 0 0 Hospitals 0 1 0 0 Designated areas 0 0 0 0 Other 9 3 13 21 Total 9 74 162 216 Weighting 4 3 2 1 Weighted total 36 222 324 216 798 Construction Activity Dust Weighting Duration Weighted raising dust raising potential potential demolition, excavation, High 3 5 15 materials handling, construction Medium 2 11 22 Weighted total 37 Worksite score 29 526 Refer to Methodology Section 2.5 and Figure 1E0320-C1E00-E01-F-00002 (Volume III).
197 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
With reference to the route-wide assessment (Section 3) the overall worksite rating for dust nuisance potential is: • Paddington Central Worksite: The dust risk score for this site is between 10,000 and 200,000 and therefore there is a medium potential for dust nuisance. Tier 2 mitigation measures will be required (refer to Section 9). • Red Star Deck Worksite: The dust risk score for this site is between 10,000 and 200,000 and therefore there is a medium potential for dust nuisance. Tier 2 mitigation measures will be required (refer to Section 9).
5.3.3 Utility Works
There are no utility works in this window with the potential to cause air quality impacts, either on their own or in combination with main site construction activities.
5.3.4 Operational Phase: Vent Shaft Emissions
There are vent shafts present in route window C2. There is the potential for PM10 generated within the tunnels, primarily from wheel and brake wear, to contribute to ambient concentrations at ground level when emitted via tunnel ventilation shafts.
A monitoring study at Bond Street Station concluded that PM10 concentrations at the base of a vent shaft within the tunnel network were similar to those found close to a busy London road during the same time period and suggest that PM10 emissions from the vent shaft did not contribute significantly to background PM10 concentrations. A summary of this study is provided in Appendix E.
The Crossrail tunnels will be newly built and cleaned on a regular basis. This will further reduce the potential for PM10 generation within the tunnels. Hence, the overall impact of PM10 from the tunnels on ambient PM10 levels is likely to be minimal.
198 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
5.3.5 Route Window Impact Summary Tables
Route Window C2 - Temporary Impacts Works & Significance Committed Residual Impact potential Mitigation Description Significance impacts Deterioration in Insignificant (up to Recommended Marginal Insignificant as
ambient NO2 due 1 % increase on construction deterioration in air temporary
to construction baseline practice (Section quality (NO2) for marginal increase. traffic – all other concentrations; no 9). Minimisation duration of routes. breach of of lorry export construction. Objective (use of rail). caused). Deterioration in Insignificant Recommended Marginal Insignificant as
ambient PM10 due (<0.3 % increase construction deterioration in air temporary
to construction on baseline practice (Section quality (PM10) for marginal increase. traffic – all routes. concentrations; no 9). Minimisation duration of breach of of lorry export construction. Objective (use of rail). caused). Medium potential Significant but Recommended The application of Insignificant. dust nuisance. temporary (rated construction the mitigation Potential for medium for dust practice/ measures should nuisance is potential). The mitigation minimise this temporary. potential for dust measures issue and manage nuisance will exist (Section 9). the residual risk of but will be nuisance issues. controlled by mitigation measures.
199 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
Route Window C2 - Permanent Impacts Works & Significance Committed Residual Impact potential Mitigation Description Significance impacts Change in Insignificant None necessary. Marginal Insignificant. ambient NO2 due (<0.2 % increase deterioration in air to operational on baseline quality (NO2) in traffic. concentrations; no area of poor air breach of quality. Objective caused). Change in Insignificant (no None necessary. Very marginal Insignificant. ambient PM10 due change in ambient deterioration in air to operational concentrations). quality (PM10) in traffic. area of poor air quality. Deterioration in Insignificant. Partitioning of None. Insignificant. ambient PM10 due platforms, regular to emissions from tunnels sweeping. vent shafts.
5.4 Route Window C3: Hyde Park Vent Shaft & Park Lane Vent Shaft
5.4.1 Overview
(i) General Description
Crossrail’s twin-bore tunnels will pass between Lancaster Gate in the west and Park Street in the east with the rails at an approximate depth of between 27 m and 34 m below street level. East of Lancaster Gate the alignment runs under Hyde Park roughly parallel with Bayswater Road and then parallel to Oxford Street. Other permanent works will consist of provision of a shaft in Hyde Park and another shaft in Park Lane.
Hyde Park and residential and commercial properties along its edge dominate landuses within this part of London. There are various commercial landuses, including hotels, on the north side of Oxford Street and residential areas to the north of Bayswater Road and the east of Park Lane.
200 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
Figure 5-4: Hyde Park and Park Lane Shafts Location Plan
(ii) Permanent Works
Hyde Park shaft
To comply with safety requirements, Crossrail will construct two shafts between Paddington and Bond Street stations. One is needed in the Hyde Park/Sussex Gardens area, which is 660 m from Paddington station.
A ventilation and emergency intervention shaft will be constructed on the northern boundary of Hyde Park, in the vicinity of Victoria and Clarendon Gates. A ventilation terminal will be constructed immediately west of Victoria Lodge and next to the pet cemetery. The structure will be approximately 15 m by 10 m in area by 12 m deep (protruding about 2 m above- ground level) and will contain service equipment. This structure will be concealed by a low wall.
From this point, a horizontal tunnel (the ventilation passage) of between 8 and 13 m width will run eastwards to the vertical shaft itself, located under North Carriage Drive. An intervention passage will run from the shaft to an entrance hatchway adjacent to Bayswater Road. The vertical shaft to the twin-bore tunnels will be 13 m in internal diameter. The bottom of the shaft will be connected to the twin-bore tunnels by adits. Two permanent access points to mechanical and electrical equipment and the ventilation fans will be constructed north of the shaft, at the edge of the park boundary.
201 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
Park Lane Shaft
The other shaft is required in the Park Lane area because the tunnelled distance between Bond Street station and the Hyde Park shaft will be around 1500 m.
A ventilation and emergency intervention shaft will be constructed within the central reservation of Park Lane immediately south of Marble Arch and opposite Green Street. A ventilation terminal of 7.5 m diameter and 2 m height will be constructed over the shaft, with equipment rooms provided in a concrete box below. The vertical shaft to the tunnels will have an internal diameter of 12.5 m. An access stair to the surface will be provided.
Twin-bore Tunnels
Six metre diameter twin-bore tunnels will descend until the rails are at an approximate depth of 34 m below street level at Hyde Park shaft before rising to an approximate depth of 27 to 28 m below street level at Park Lane.
(iii) Construction Works
Duration of Works
The construction including fitting out and commissioning of the Hyde Park shaft will be undertaken over a period of approximately four years.
The construction including fitting out and commissioning of the Park Lane shaft will be undertaken over a period of approximately three years and ten months.
Enabling Works
Prior to the main construction works, services and utilities around the Hyde Park and Park Lane worksites will be diverted. No demolition works are needed at either Hyde Park or Park Lane.
Main Works
The main works will comprise the excavation of both the Hyde Park and Park Lane shafts.
The main works at Hyde Park will comprise the following activities.
• The excavation of the shaft and ventilation and intervention adits. This phase of work will last for about two years.
• Construction of the ventilation passage and ventilation equipment rooms will take place over a one year period. This work will be followed by the construction of the intervention passage to its north over a three-month period.
202 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
• Fit out of the shaft will be followed by the construction of the above-ground shaft structure.
The main works at Park Lane will comprise the following activities.
• The excavation of the shaft and ventilation and intervention adits. This phase of work will last for about three years.
• Construction of air intake and intervention staircases will take approximately three months.
• Construction of the basement for the equipment rooms will take approximately nine months.
• Fit out of the shaft will be followed by the construction of the above-ground shaft structure.
Construction Plant
At both of the worksites, plant that will be used will include cranes, mechanical excavators, hand air tools, piling equipment, hoists and concrete pumping equipment. Static plant items will include compressors and electrical generators and ventilation fans.
Worksites and Access
The works will be undertaken from two temporary worksites. The Hyde Park worksite will be located within Hyde Park on the south side of Bayswater Road facing Brook Street and Clarendon Place within North Carriage Drive.
The Park Lane worksite will be located on the central reservation of Park Lane opposite Green Street. A lorry holding area for these worksites will be provided in North Carriage Drive. A lorry holding area for the worksites in Route Window C4 will be provided in the central island of Park Lane. This will be accessed from the northbound carriageway.
All materials will be taken to and from the sites by road. The Park Lane worksite will be accessed from the offside lane of the northbound carriageway of Park Lane. The Hyde Park shaft worksite will be accessed via North Carriage Drive.
Road, bridleway, cycleway and pedestrian diversions will operate within Hyde Park, including temporary diversions to West Carriage Drive and North Carriage Drive roads and North Ride bridleway.
During the peak period of construction, 49 lorries per day will access the Hyde Park worksite, and 22 lorries per day will access the Park Lane worksite. The peak periods between the two worksites are not expected to overlap.
203 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
(iv) Baseline Air Quality
This Route Window is located within the City of Westminster and is within an Air Quality Management Area (AQMA) that extends across the whole Borough. The AQMA has been designated because the Air Quality Objectives for NO2 and PM10 are not expected to be achieved. Although the AQMA extends across the whole Route Window, the principal source of these two pollutants is road traffic with maximum concentrations located near to busy roads.
Annual mean ambient background concentrations of NO2, PM10 and NOx within this Route Window are, and are expected to be, as per the table below. Concentrations in 2003 are presented for context. Baseline Objective 2003 2007 2010 2016 2003 2007 2010 2016
NOX 98 88 79 62 - - - -
NO2 54 50 46 40 40 40 40 40
PM10 27 25 23 22 40 40 23* 23*
* The proposed provisional PM10 objective for London to be achieved by 2010 is 23 µg/m³. (all concentrations in µg/m³) Source: National Air Quality Information Archive at www.airquality.co.uk
(v) Construction Phase: Traffic Impacts on Local Air Quality
In 2007, the ambient background NO2 concentration in Route Window C3 will breach the Air Quality Objective of 40µg/m³ on all roads. NO2 concentrations derived from construction traffic in this Window are predicted to contribute less than 1 µg/m³.
Ambient background PM10 concentrations within Route Window C3 will be less than 70% of the Air Quality Objective Value of 40µg/m³ in 2007 on all but two roads. PM10 concentrations derived from construction traffic within this window are predicted to contribute less than 1µg/m³ and remain within the Objective Value.
Ambient background PM10 concentrations within Route Window C3 are expected to breach the provisional Air Quality Objective Value of 23µg/m³ on all roads in 2007, the first year of construction, both with or without Crossrail. This Objective Value may be implemented in
2010 when the ambient background PM10 concentration, in the absence of traffic, is expected to be 23µg/m³.
The modelling has found that construction activities associated with the worksites in Route Window C3 are not predicted to contribute significantly to ambient background air pollution concentrations.
(vi) Operational Phase: Traffic Impacts on Local Air Quality
Route Window C3 has not been assessed in terms of operational impacts. Operational traffic data have not been compiled for the Baseline or ‘with Crossrail’ case in 2016 as it is
204 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV not anticipated that the operation of Crossrail in Route Window C3 will present any change to the Baseline in terms of traffic movements.
5.4.2 Construction Phase: Nuisance Dust
There are two dust boundaries in Route Window C3, Park Lane Shaft and Worksite and Hyde Park Shaft and Worksite. The dust boundaries do not overlap and, therefore, do not need any adjustment. Table 5-5 and Table 5-6 summarise total receptor counts for Park Lane Shaft and Worksite and Hyde Park Shaft and Worksite respectively.
Table 5-5: Park Lane Worksite
No of receptors Total 20 m 50 m 100 m 150 m Residential 1 50 56 67 Care homes 0 0 0 0 Educational 0 0 1 0 Hospitals 0 0 0 0 Designated areas 1 0 0 0 Other 0 5 16 31 Total 2 55 73 98 Weighting 4 3 2 1 Weighted total 8 165 146 98 417 Construction Dust Weighting Duration Weighted Activity raising dust raising potential potential excavation, high 3 16 48 materials handling construction medium 2 41 82 Weighted total 130 Worksite score 54 210 Refer to Methodology Section 2.5 and Figure 1E0320-C1E00-E01-F-00003 (Volume III).
205 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
Table 5-6: Hyde Park Worksite
No of receptors Total 20 m 50 m 100 m 150 m Residential 1 8 150 179 Care homes 0 0 0 0 Educational 0 0 0 0 Hospitals 0 0 0 0 Designated areas 1 0 0 0 Other 1 1 1 2 Total 3 9 151 181 Weighting 4 3 2 1 Weighted total 12 27 302 181 522 Construction Dust Weighting Duration Weighted Activity raising dust raising potential potential excavation, high 3 12 36 materials handling construction medium 2 22 44 Weighted total 80 Worksite score 41 760 Refer to Methodology Section 2.5 and Figure 1E0320-C1E00-E01-F-00003 (Volume III).
Hyde Park is a designated area classified as a conservation area, registered park and garden and a nature conservation site. Hyde Park falls within the 0 – 20m boundary of each site. Albermarle College, an educational establishment, also is within the dust boundary for Park Lane Worksite.
With reference to the route-wide assessment (Section 3) the overall worksite rating for dust nuisance potential is: • Park Lane Shaft. The dust risk score for this site is between 10,000 and 200,000 and therefore there is a medium potential for dust nuisance. Tier 2 mitigation measures will be required (refer to Section 9). • Hyde Park Shaft. The dust risk score for this site is between 10,000 and 200,000 and therefore there is a medium potential for dust nuisance. Tier 2 mitigation measures will be required (refer to Section 9). There is one lorry holding area associated with Route Window C3. This is the Bond Street Lorry Holding Area. Lorry holding areas are not assessed separately for dust emissions because their potential dust impact is minimal. However, lorry holding areas are covered by the construction code detailed in Section 9.
5.4.3 Utility Works
There are no utility works in this window with the potential to cause air quality impacts, either on their own or in combination with main site construction activities.
206 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
5.4.4 Operational Phase: Vent Shaft Emissions
There are vent shafts present in route window C3. There is the potential for PM10 generated within the tunnels, primarily from wheel and brake wear, to contribute to ambient concentrations at ground level when emitted via tunnel ventilation shafts.
A monitoring study at Bond Street Station concluded that PM10 concentrations at the base of a vent shaft within the tunnel network were similar to those found close to a busy London road during the same time period and suggest that PM10 emissions from the vent shaft did not contribute significantly to background PM10 concentrations. A summary of this study is provided in Appendix E. The Crossrail tunnels will be newly built and cleaned on a regular basis. This will further reduce the potential for PM10 generation within the tunnels. Hence, the overall impact of PM10 from the tunnels on ambient PM10 levels is likely to be minimal.
5.4.5 Route Window Impact Summary Tables
Route Window C3 - Temporary Impacts Works & Significance Committed Residual Impact potential Mitigation Description Significance impacts Deterioration in Insignificant Recommended Marginal Insignificant as ambient NO2 due (<0.6 % increase construction deterioration in air temporary to construction on baseline practice (Section quality (NO2) for marginal increase. traffic – all other concentrations; no 9). Minimisation duration of routes. breach of of lorry export construction. Objective (use of rail). caused). Deterioration in Insignificant Recommended Marginal Insignificant as ambient PM10 due (<0.1 % increase construction deterioration in air temporary to construction on baseline practice (Section quality (PM10) for marginal increase. traffic – all routes. concentrations; no 9). Minimisation duration of breach of of lorry export construction. Objective (use of rail). caused). Medium potential Significant but Recommended The application of Insignificant. dust nuisance. temporary (rated construction the mitigation Potential for medium for dust practice/ measures should nuisance is potential). The mitigation minimise this temporary. potential for dust measures issue and manage nuisance will exist (Section 9). the residual risk of but will be nuisance issues. controlled by mitigation measures.
207 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
Route Window C3 - Permanent Impacts Works & Significance Committed Residual Impact potential Mitigation Description Significance impacts Change in Insignificant. None necessary. None. Not applicable. ambient NO2 and
PM10 due to operational traffic. Deterioration in Insignificant. Partitioning of None. Insignificant. ambient PM10 due platforms, regular to emissions from tunnels sweeping. vent shafts.
5.5 Route Window C4: Bond Street Station
5.5.1 Overview
(i) General Description
The permanent works will consist of new twin-bore tunnels and a new station at Bond Street featuring two ticket halls. The route window is located within the City of Westminster. The route runs beneath Mayfair, Regent Street and the western edge of Soho. Retail uses dominate along Oxford Street; offices are the main landuse in surrounding streets. There are also a number of residential properties around Davies Street and Hanover Square. Other landuses include the open spaces of Grosvenor Square and Hanover Square gardens. Bond Street and Oxford Circus Underground stations are to the north of the alignment, on Oxford Street.
This is the busiest retail area in London: the existing stations and numerous shops and offices give rise to high pedestrian flows and the main streets, including Oxford Street, are heavily trafficked, especially by buses and taxis, giving rise to generally high levels of noise and poor air quality. The heritage of the area is evident in numerous listed buildings, especially in streets surrounding Oxford Street. Historic and archaeological remains are likely to survive in the area. Rail and other activities associated with the Bond Street Underground station site are likely to have left a history of contamination.
208 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
Figure 5-5: Location Plan of Bond Street Station
(ii) Permanent Works
The main features within this route window are the Crossrail tunnels that will pass between Park Street in the west and Poland Street in the east, roughly parallel to Oxford Street with rails at an approximate depth of 26 m to 32 m below street level, the new below-ground station at Bond Street and the western and eastern ticket hall and ventilation structures on Davies Street and in Hanover Square respectively. The ventilation structures will be approximately 30 m high at the western ticket hall and approximately 35 m high at the eastern ticket hall.
Bond Street Crossrail Station
The station will be located to the south of Oxford Street between Gilbert Street to the west and Hanover Square to the east. Two new ticket halls will be constructed, a western facility at 65 Davies Street and an eastern equivalent at 18/19 Hanover Square. The station will include two platforms fitted out to a length of 210 m, although the station tunnels will be constructed to facilitate extensions to 245 m should the need to operate longer trains arise. Ventilation and emergency intervention facilities will be provided at each ticket hall location. Access for loading and unloading of materials at the station will take place from either Weighhouse Street or St Anselm’s Place. Interchange with the existing Jubilee and Central lines will be provided.
The Bill does not provide powers for development to replace that which will need to be demolished at 65 Davies Street and 18/19 Hanover Square for the reasons described in
209 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
Section 3.8 in Chapter 3. However, it is extremely unlikely that such development will not be constructed.
Western Ticket Hall
Access to the station from the west will be provided from a street level ticket hall located at 65 Davies Street in a block bounded by Davies Street, St. Anselm’s Place, Gilbert Street and Weighhouse Street. Access to the platforms will be provided by two flights of escalators and an intermediate concourse. Ventilation and emergency intervention facilities will be included within a box located beneath the ticket hall. The layout of the ticket hall is shown in Figures C1.1-1.3 in Appendix C1 of the ES; Figures C1.2 and C1.3 provide elevations.
Figures C2.1-2.3 in Appendix C2 provide elevations of the site with illustrative over-site development in place at 65 Davies Street. The illustrations show a five storey building. Construction of this type of over-site development would take approximately 19 months including internal fit-out; it would be feasible to start construction of over-site development of this type up to 33 months before the operation of the first revenue service.
Eastern Ticket Hall
The eastern ticket hall will be located at street level at 18 and 19 Hanover Square, at the corner of Tenterden Street. Access to the platforms will be provided by a single flight of escalators. Ventilation and emergency intervention facilities will be adjacent to the ticket halls. The layout of the ticket hall is shown in Figure C1.4 in Appendix C1 of the ES; Figure C1.5 provides elevations.
Figure C2.4 in Appendix C2 provides elevations of the site at 18/19 Hanover Square, with illustrative over-site development in place. In this case, a seven storey block is shown with the top storey set back. Construction of this type of over-site development would take approximately 21 months to construct, including internal fit-out; it would be feasible to start construction of over-site development of this type up to 37 months before the operation of the first revenue service.
Twin-bore Tunnels
Six metre diameter twin-bore tunnels will be constructed so that the rails will lie at 26 m to 32 m below street level at Bond Street station.
(iii) Construction Works
Duration of Works
The construction, including fit out and commissioning, of the station at Bond Street will be undertaken over a period of about five years.
210 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
Enabling Works
Prior to the main construction works, a sewer running north-south close to 65 Davies Street will be diverted. Davies Street will have to be closed for this period and all vehicles, including buses, diverted. The road will have to be closed again when the sewer is reinstated on completion of the works. A sewer in Weighhouse Street will also be diverted prior to the main construction works.
Demolitions required to accommodate the main works will comprise 65 Davies Street (part of the University of the Arts London), currently a five storey building in educational use and 18/19 Hanover Square, a contemporary office building of five storeys, and 1A Tenterden Street.
Main Works
The main construction works will proceed as set out below.
• Site set-up, including tree and vegetation protection and/or removal at Hanover Square.
• Construction of the perimeter walls and excavation for the eastern ticket hall box will take about two years and eight months to complete, and for the western ticket hall box will take about three years and two months to complete.
• A temporary access shaft will be formed at the Hanover Square worksite which will take place over approximately a seven month period. The station tunnels will be excavated from Hanover Square towards Davies Street over a period of approximately one year and nine months. The temporary access shaft will be backfilled and Hanover Square reinstated after approximately four years.
• Interchange to the Central and Jubilee lines will be constructed from the box beneath the ticket hall at Davies Street.
• The twin-bore tunnels will be excavated from west to east through the excavated station tunnels.
• Tunnel platform lining and installation of mechanical and electrical equipment, ventilation equipment and emergency escape stairs and lifts, and construction of the ticket halls and installation of the escalators. This work will take approximately one year and two months.
In order to mitigate impacts associated with settlement at Bond Street station, it is likely that compensation grouting will be undertaken. This is a technique by which the ground loss arising from the excavation is replaced by material (grout) pumped into the ground. This requires grout shafts in the vicinity of buildings for which the effects of settlement are predicted to be significant. It is likely that grouting would be undertaken from a shaft within the Davies Street worksite and another within the Hanover Square worksite. In addition it is likely that additional shafts will be required at the western end of Davies Mews, within Haunch of Venison Yard and in Dering Yard (at the rear of 67 New Bond Street).
211 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
Construction Plant and Materials
The main construction plant which will be used will include cranes and machinery for piling, and excavation. Other equipment will include compressors, electrical generators and temporary ventilation fans.
Worksites and Access
Works will take place from two worksites, with a third for the sewer diversion works:
• The Davies Street worksite: bounded by Weighhouse Street to the north, St Anselm’s Place to the south, Gilbert Street to the west and Davies Street to the east.
• The Hanover Square worksite: this will comprise 18/19 Hanover Square, a section of Hanover Square gardens and the road and footways on the western side of the square.
• The Davies Street Sewer Diversion worksite: this will be located in Davies Street and will be used for sewer diversion works.
All materials will be delivered and removed by road to the worksites as required, since there is limited storage space on-site.
Entry to the Davies Street worksite will be from Park Lane via Grosvenor Square, Duke Street and Weighhouse Street. The traffic flow in Weighhouse Street will be reversed. Traffic will exit via Davies Street. Entry to the Hanover Square worksite will be from Park Lane via Brook Street. Traffic will exit via Harewood Place.
Some temporary road closures will also operate during the construction period at both worksites. Around the Davies Street worksite, sections of Davies Street, Weighhouse Street and St Anselm’s Place will be temporarily closed. The western side of Hanover Square will be temporarily closed and incorporated in the Hanover Square worksite.
During the two peak construction periods (the first lasting for a period of about three months and the second of about one month), about 35 lorries per day will access the Davies Street worksite. During the three construction periods, each of approximately one month, two months and eight months, around 60, 60 and 70 lorries respectively will access the Hanover Square worksite.
(iv) Baseline Air Quality
This Route Window is located within the City of Westminster and is within an Air Quality Management Area (AQMA) that extends across the whole Borough. The AQMA has been designated because the Air Quality Objectives for NO2 and PM10 are not expected to be achieved. Although the AQMA extends across the whole Route Window, the principal source of these two pollutants is road traffic with maximum concentrations located near to busy roads.
212 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
Annual mean ambient background concentrations of NO2, PM10 and NOx within this Route Window are, and are expected to be, as per the table below. Concentrations in 2003 are presented for context. Baseline Objective 2003 2007 2010 2016 2003 2007 2010 2016
NOX 104 94 84 66 - - - -
NO2 56 52 48 42 40 40 40 40
PM10 27 26 24 22 40 40 23* 23*
* The proposed provisional PM10 objective for London to be achieved by 2010 is 23 µg/m³. (all concentrations in µg/m³) Source: National Air Quality Information Archive at www.airquality.co.uk
(v) Construction Phase: Local Air Quality
In 2007, the ambient background NO2 concentration in Route Window C4 are estimated to breach the Air Quality Objective of 40µg/m³ on all roads. NO2 concentrations derived from construction traffic in this Window are predicted to contribute less than 1µg/m³.
Ambient background PM10 concentrations within Route Window C4 are predicted to be less than 70% of the Air Quality Objective Value of 40µg/m³ in 2007 on all but three roads. PM10 concentrations derived from construction traffic within this window are predicted to contribute less than 1µg/m³ and remain within the Objective Value.
Ambient background PM10 concentrations within Route Window C4 are expected to breach the provisional Air Quality Objective Value of 23µg/m³ on all roads in 2007, the first year of construction, both with or without Crossrail. This Objective Value may be implemented in
2010 when the ambient background PM10 concentration, in the absence of traffic, is expected to be 24µg/m³.
The modelling has found that construction activities associated with the worksite in Route Window C4 are not expected to contribute significantly to ambient background air pollution concentrations.
Work has started on the construction of a scheme providing retail and residential space within 100 m of the Davies Street Worksite. If this development is not complete prior to commencement of Crossrail construction, and generates significant construction traffic, cumulative air quality impacts are possible. If the development is complete the Crossrail works may impact upon the additional residential receptors.
(vi) Operational Phase: Traffic Impacts on Local Air Quality
The screening process applied to operational traffic data for Route Window C4 identified four links exhibiting a change in traffic flows of greater than 5 % during the operational phase of Crossrail. 6 of the 35 links within Route Window C4 are expected to exhibit an increase in traffic flows, ranging between 3 and 10 % in 2016 as compared to the 2016 Baseline.
213 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
In 2016, the ambient background NO2 concentration in Route Window C4 is expected to exceed the Air Quality Objective of 40 µg/m³ on all roads. NO2 concentrations resulting from operational traffic as a result of Crossrail are predicted to contribute less than 0.5 µg/m³ as compared to the Baseline in 2016. Crossrail operations will not cause additional breach of
the objective on any roads. Ambient background PM10 concentrations within Route Window C4 are expected to be less than 70 % of the Air Quality Objective Value of 40 µg/m³ in 2016.
PM10 concentrations derived from operational traffic due to Crossrail within this window are predicted to contribute less than 0.1 µg/m³ and remain within the Objective Value.
Ambient background PM10 concentrations within Route Window C4 are expected to be within the provisional Air Quality Objective Value of 23µg/m³ on all but eight roads and breaching the Objective on the remainder in 2016 both with and without Crossrail. Crossrail operational traffic will not cause additional breach of this Objective. In 2016 the ambient background
PM10 concentration, in the absence of traffic, is expected to be 22µg/m³. The provisional Objective Value may be implemented in 2010. Increase in pollutant concentrations in 2016 within this Route Window will not be significant.
5.5.2 Construction Phase: Dust
There are two dust boundaries in Route Window C4, Davies Street (Bond Street Western Ticket Hall) and Hanover Square (Bond Street Eastern Ticket Hall). These dust boundaries overlap and therefore require adjustment for cumulative impacts. Table 5-7 summarises the total adjusted receptor counts for Davies Street whilst Table 5-8 summarises Hanover Square.
Table 5-7: Davies Street Worksite
No of receptors Total 20 m 50 m 100 m 150 m Residential 77 119 56 236 Care homes 0 0 0 0 Educational 0 2 0 0 Hospitals 0 0 0 0 Designated areas 0 0 0 1 Other 33 91 72 82 Total 110 212 128 319 Weighting 4 3 2 1 Weighted total 440 636 256 319 1 651 Construction Dust raising Weighting Duration Weighted dust Activity potential raising potential Demolition, excavation, materials handling high 3 17 51 Construction medium 2 48 96 Weighted total 147 Worksite score 242 697 Refer to Methodology Section 2.5 and Figure 1E0320-C1E00-E01-F-00004 (Volume III).
214 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
Table 5-8: Hanover Square Worksite
No of receptors Total 20 m 50 m 100 m 150 m Residential 1 10 28 0 Care homes 0 0 0 0 Educational 0 0 12 1 Hospitals 0 0 0 0 Designated areas 1 0 0 0 Other 36 134 153 193 Total 38 144 193 194 Weighting 4 3 2 1 Weighted total 152 432 386 194 1 164 Construction Activity Dust Weighting Duration Weighted raising dust raising potential potential Demolition, excavation, materials handling high 3 48 144 Construction medium 2 43 86 Weighted total 230 Worksite score 267 720 Refer to Methodology Section 2.5 and Figure 1E0320-C1E00-E01-F-00004 (Volume III).
The following educational establishments are located within the dust boundaries of Route Window C4: Vidal Sassoon College, The London College of Fashion and United International College. With reference to the route-wide assessment (Section 3) the overall worksite rating for dust nuisance potential is: • Davies Street. The dust risk score for this site is over 200,000 and therefore there is a high potential for dust nuisance. Tier 3 mitigation measures will be required (refer to Section 9). • Hanover Square. The dust risk score for this site is over 200,000 and therefore there is a high potential for dust nuisance. Tier 3 mitigation measures will be required (refer to Section 9).
Work has started on the construction of a scheme providing retail and residential space within 100 m of the Davies Street worksite. If this development is not complete prior to commencement of Crossrail construction, and generates significant dust emissions, cumulative air quality impacts are possible. If the development is complete the Crossrail works may impact upon the additional residential receptors.
5.5.3 Utility Works
There are no utility works in this window with the potential to cause air quality impacts on their own. However, the planned sewer diversion at Davies Street (Reference AW004 and AW057) would generate dust which, in combination with the activities associated with the Davies Street Worksite, has the potential to cause an air quality impact. This has been
215 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV addressed in the assessment of the Davies Street Worksite and in developing the relevant dust management measures to be applied at this site.
5.5.4 Operational Phase: Vent Shaft Emissions
There are vent shafts present in route window C4. There is the potential for PM10 generated within the tunnels, primarily from wheel and brake wear, to contribute to ambient concentrations at ground level when emitted via tunnel ventilation shafts.
A monitoring study at Bond Street Station concluded that PM10 concentrations at the base of a vent shaft within the tunnel network were similar to those found close to a busy London road during the same time period and suggest that PM10 emissions from the vent shaft did not contribute significantly to background PM10 concentrations. A summary of this study is provided in Appendix E. The Crossrail tunnels will be newly built and cleaned on a regular basis. This will further reduce the potential for PM10 generation within the tunnels. Hence, the overall impact of PM10 from the tunnels on ambient PM10 levels is likely to be minimal.
5.5.5 Route Window Impact Summary Tables
Route Window C4 - Temporary Impacts Works & Significance Committed Residual Impact potential Mitigation Description Significance impacts Deterioration in Insignificant Recommended Marginal Insignificant as ambient NO2 due (<0.6 % increase construction deterioration in air temporary to construction on baseline practice (Section quality (NO2) for marginal increase. traffic – all other concentrations; no 9). Minimisation duration of routes. breach of of lorry export construction. Objective (use of rail). caused). Deterioration in Insignificant Recommended Marginal Insignificant as ambient PM10 due (<0.2 % increase construction deterioration in air temporary to construction on baseline practice (Section quality (PM10) for marginal increase. traffic – all routes. concentrations; no 9). Minimisation duration of breach of of lorry export construction. Objective (use of rail). caused). High potential Significant but Recommended The application of Insignificant. dust nuisance. temporary (rated construction mitigation Potential for high for dust practice/ measures should nuisance is potential). mitigation minimise this temporary. The potential for measures issue and manage dust nuisance will (Section 9). the residual risk of exist but will be nuisance issues. controlled by mitigation measures.
216 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
Route Window C4 - Permanent Impacts Works & Significance Committed Residual Impact potential Mitigation Description Significance impacts Change in Insignificant. None necessary. None. Not applicable. ambient NO2 and
PM10 due to operational traffic. Deterioration in Insignificant. Partitioning of None. Insignificant. ambient PM10 platforms, regular due to emissions tunnels sweeping. from vent shafts.
5.6 Route Window C5: Tottenham Court Road Station and Fisher Street Vent Shaft
5.6.1 Overview
(i) General Description
Crossrail’s twin-bore tunnels will pass between Poland Street in the west and Jockey’s Fields in the east with rails at a depth of approximately 24 m below street level. East of Poland Street the alignment runs under Soho, approximately parallel with Oxford Street, towards Charing Cross Road. The alignment then turns northeast and passes under New Oxford Street into Holborn. As well as the twin-bore tunnels, the permanent works will consist of a new station at Tottenham Court Road with two ticket halls, each with a street entrance, and a new shaft at Fisher Street.
This route window lies within the City of Westminster and LB Camden. The existing landuse is predominantly commercial with several office blocks, most notably Centre Point, and retail uses. Oxford Street is an internationally renowned shopping area and Charing Cross Road is a specialist retail street noted for its large number of bookshops. The largest concentration of residential units is located on the upper floors of Centre Point House, with a smaller amount of residential accommodation at Shaldon Mansions in Denmark Place. Other residential blocks are located on Charing Cross Road opposite the plaza site and above the Tottenham pub.
This is a busy commercial area, and the existing stations and the numerous offices and retail outlets give rise to high pedestrian flows. The main streets, including Oxford Street, New Oxford Street, Charing Cross Road, Kingsway and High Holborn are heavily trafficked, resulting in high noise levels and poor air quality. The heritage of the area is evident in the conservation areas and the numerous listed buildings. Historic and archaeological remains are likely to survive in the area.
217 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
Figure 5-6: Location Plan of Tottenham Court Road Station and Fisher Street
(ii) Permanent Works
The permanent works will consist of:
• twin-bore tunnels;
• a new station at Tottenham Court Road consisting of a new box at Goslett Yard and two new ticket halls;
• ventilation and EIP facilities at Fareham Street and Goslett Yard;
• a ventilation and EIP at Fisher Street; and
• the closure of Andrew Borde Street and streetscape enhancement.
Tottenham Court Road Crossrail Station
The station will be located between Great Chapel Street and Charing Cross Road, to the South of Oxford Street. Two new ticket halls will be constructed, one at Dean Street and the other beneath the plaza at the front of Centre Point. The station will consist of two platforms fitted out to 210 m, although the tunnel will be constructed to facilitate extensions to 245 m should the need to operate longer trains arise.
The Bill does not provide powers for development to replace those buildings that will be demolished at Dean Street, Fareham Street, Oxford Street/Charing Cross Road, Goslett
218 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
Yard and Fisher Street for the reasons described in Section 3.8 of the ES. However it is extremely unlikely that such development will not be constructed.
Western Ticket Hall
A new ticket hall will be constructed on a site bounded by Oxford Street to the north, Great Chapel Street to the west, Dean Street to the east and Diadem Court to the south. This site at 93-96 Dean Street and 3-9 Diadem Court is now occupied predominantly by media and property companies. A bank of four escalators will provide access to the ticket hall from an entrance building on Oxford Street. Two further banks with three escalators each will provide access down to the Central line interchange level and Crossrail platforms. The layout of the ticket hall is shown in Figure C1.6 in Appendix C1 of the ES; Figures C1.7 and C1.8 provide elevations.
Figures C2.5 and C2.6 in Appendix C2 of the ES provide elevations of the site with illustrative over-site development in place at Dean Street. The illustrations show a building between 20 m and 30 m high (between three and five storeys). Construction of this type of over-site development would take approximately 18 months including internal fit-out; it would be feasible to start construction of over-site development of this type up to 20 months before the operation of the first revenue service.
Fareham Street Shaft
A shaft will be sunk to the immediate south of the western ticket hall. The shaft will be 19 m in diameter and will be used for ventilation and emergency intervention. The layout of the facility is shown in Figure C1.6 in Appendix C1 of the ES; Figures C1.7 and C1.8 provide elevations.
Figures C2.7 and C2.8 in Appendix C2 of the ES provide elevations of the site with illustrative over-site development in place at Fareham Street. The illustrations show a development of four storeys, about 18 m high. Construction of this type of over-site development would take approximately 16 months including internal fit-out; it would be feasible to start construction of over-site development of this type up to 21 months before the operation of the first revenue service.
Plaza (Eastern) Ticket Hall
An extension to the existing basement level ticket hall will be constructed beneath the plaza at the front of Centre Point and beneath Charing Cross Road. The existing Hornes Corner entrance will be permanently closed. The Dominion Theatre entrance on Tottenham Court Road will be retained and three new entrances will be provided at:
• the corner of Oxford Street and Charing Cross Road containing three escalators and a lift that will replace the existing station entrance;
• the front of Centre Point and facing northwards containing a fixed stair and a lift; and
219 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
• the front of Centre Point and pointing southwards containing two escalators and a fixed stair.
From the eastern ticket hall, two new shafts each containing three escalators will be provided down to the Northern line and Crossrail platforms. To accommodate the Crossrail works Andrew Borde Street will be permanently closed and landscaped and 148 Charing Cross Road will be demolished to allow for temporary diversion of Charing Cross Road.
The layout of the ticket hall is shown in Figure C1.9 in Appendix C1 of the ES; Figures C1.10 to C1.12 provide elevations.
Figures C2.9 and C2.10 in Appendix C2 of the ES provide elevations of the site with illustrative over-site development in place on the corner of Oxford Street and Charing Cross Road. The illustrations show a development between 27 m and 35 m high. Construction of this type of over-site development would take approximately 21 months including internal fit- out; it would be feasible to start construction of over-site development of this type up to 20 months before the operation of the first revenue service.
Goslett Yard Shaft
A temporary shaft will be sunk, within a permanent box immediately to the south of the Astoria Theatre to facilitate construction work prior to its use as a ventilation and emergency intervention shaft. The construction of the station will require the demolition of the Astoria Theatre. The layout of the facility is shown in Figure C1.13 in Appendix C1 of the ES; Figure C1.14 shows an elevation.
Figures C2.11 and C2.12 in Appendix C2 of the ES provide elevations of the site with illustrative over-site development in place at Goslett Yard. The illustrations show a development 35 m or six storeys high, falling to 22 m or four storeys high. Construction of this type of over-site development would take approximately 18 months including internal fit- out; it would be feasible to start construction of over-site development of this type up to 20 months before the operation of the first revenue service.
Fisher Street Shaft
A ventilation and emergency intervention shaft will be located between Catton Street and Fisher Street which will require the demolition of the existing listed building at 8 - 10 Southampton Row, although the façade will be retained as a frontage for a future over-site development. The layout of the facility is shown in Figure C1.15 in Appendix C1 of the ES; Figures C1.16 and C1.17 provide elevations.
Figures C2.13 and C2.14 in Appendix C2 of the ES provide elevations of the site with illustrative over-site development in place at Fisher Street. The illustrations show a development 29 m high, contained within the envelope of the retained 8 - 10 Southampton Row building. Construction of this type of over-site development would take approximately 19 months including internal fit-out; it would be feasible to start construction of over-site development of this type up to 21 months before the operation of the first revenue service.
220 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
Twin-bore Tunnels
Six metre diameter twin-bore tunnels will be constructed with the rails at approximately 24 m below street level, based on the depth at the western end of Tottenham Court Road station. The tunnels will then climb to a depth of approximately 21 m from street level at the Fisher Street shaft.
(iii) Construction Works
The construction including fit out and commissioning of the station at Tottenham Court Road will take approximately five years. The construction including fit out and commissioning of Fisher Street shaft will take approximately three years and eleven months.
Enabling Works
A short section of sewer in Dean Street will be abandoned due to the construction of the diaphragm wall. This sewer currently flows southwards and will continue to do so south of the diaphragm wall. The section to the north will be regraded internally so that it flows northwards and into the existing sewer in Oxford Street. The diversion of other utility apparatus in and around Tottenham Court Road station will also be required.
A short section of the sewer that passes beneath the diaphragm wall to be constructed at Dean Street will be abandoned. This will cut the sewer in half forming two separate sections of sewer, one of which will flow northwards and the other, southwards.
Demolitions to accommodate the main works at Tottenham Court Road will be undertaken for a period of six months, and will comprise:
• 135a -167 Charing Cross Road (odd numbers only);
• Astoria Theatre, 157 Charing Cross Road;
• 2, 3, 4, 6 and 7 Fareham Street;
• Centre Point pool/plaza, including underground snooker hall and gym;
• Goslett Yard;
• 12 Sutton Row;
• 3 and 9 Diadem Court;
• 93 - 96 Dean Street;
• ‘The Crouch’ bar on the ground floor of 97 to 99 Dean Street;
• 97 - 102 Dean Street;
• 1a - 12 Great Chapel Street;
221 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
• 1 - 6 Falconberg Court;
• 91 - 101 Oxford Street;
• 1 - 15 Oxford Street; and
• 148 Charing Cross Road.
At Fisher Street, the main works will commence following the diversion of utilities along Fisher Street, Catton Street and Southampton Row.
At the Fisher Street shaft worksite, the following demolitions will be undertaken over approximately four months:
• 1–2 Fisher Street;
• 8–10 Southampton Row (Grade II listed structure - façade to be retained); and
• 2–6 Catton Street.
The demolitions will follow the installation of the temporary façade protection to Southampton Row which will take approximately two months.
Main Works – Tottenham Court Road
The main construction works are as follows.
Vertical shafts will be sunk at the western and the eastern worksites, taking approximately one year.
• Piling of the perimeter of both ticket halls and of the Goslett Yard box will take place over a period of approximately seven months.
• Station tunnels and permanent cross passages will be excavated from the access shafts, taking approximately one year and six months.
• Platform tunnels and cross passages will be cleaned, lined and fitted out over a period of approximately one year and four months.
• Construction of the Dean Street box, Goslett Yard box and the plaza ticket hall and escalators will take approximately four years and nine months.
• Lining of the shafts and the access passages to the Central line and Northern line. This will take approximately 11 months.
In order to mitigate impacts associated with settlement at Tottenham Court Road station, it is likely that compensation grouting will be undertaken. It is likely that grouting would be undertaken from a shaft within the Fareham Street worksite. It is likely that additional shafts will be required at Sheraton Street, at four sites within the road at each corner of Soho Square and within Charing Cross Road opposite Denmark Street.
222 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
Main Works – Fisher Street
The main construction works at the Fisher Street shaft worksite will proceed as set out below.
• Installation of temporary façade retention structure will take place over a four month period, followed by a period of two months for site set up.
• Excavation of the shaft structure will take approximately six months. This will be followed by the excavation of adit connections to the main twin-bore tunnels, and the construction of the basement box and emergency stairs and hoist structures, taking approximately three years and six months.
• Fisher Street will be receiving TBMs from Royal Oak in the west and from Hanbury Street in the east, with excavations through the station tunnels.
• Installation of equipment, emergency lifts and hoist, which will take place over a period of approximately seven months.
• Construction of the above-ground structures that house the top of the shaft.
In order to mitigate impacts associated with settlement at Fisher Street Shaft, it is likely that compensation grouting will be undertaken. It is likely that compensation grouting will be undertaken from a shaft within the Kingsway Tram Subway and from a worksite in the road at Proctor Street.
Construction Plant
The main construction plant that will be used for station construction will include cranes and machinery for piling and excavation. Other equipment will include compressors, electrical generators and temporary ventilation fans.
At the Fisher Street worksite, excavation machinery will be required for shaft construction. Cranes will be used for the extraction of excavated material from the shaft. Mobile cranes will be needed for removal of the tunnel boring machines from the shaft. Other equipment will include compressors, electrical generators and temporary ventilation fans.
Worksites and Access
Works for Tottenham Court Road station will take place from five worksites, namely:
• Fareham Street worksite;
• Newman Street worksite;
• Charing Cross Road worksite;
• Goslett Yard worksite; and
• Astoria worksite.
223 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
All incoming and outgoing materials from the worksites within this route window will be transported by road.
A holding area for lorries accessing the Fareham Street worksite will be provided at the Newman Street worksite. Lorries will be called from the holding area via Great Chapel Street and then exit via Dean Street.
For the majority of the construction period the lorry route from the TfL Road Network to the site will be from Euston Road by way of Gower Street, Bloomsbury Street and St Giles High Street, but for a period of about 18 months lorries will leave the TfL Road Network at Hyde Park Corner and follow a route along Piccadilly, Shaftesbury Avenue and Charing Cross Road.
Works at Fisher Street will be undertaken from one worksite. Vehicles will access the site via Southampton Row and exit from Catton Street onto Proctor Street and High Holborn. A lorry holding area will be provided on Drake Street. The western ends of Fisher Street and Catton Street will be subject to temporary road closure for the duration of the Fisher Street shaft construction, with one footway remaining open on both roads for pedestrians.
The worksites in this route window are clustered in three areas. During their respective peak construction periods 50 lorries per day will access the worksites for the western ticket hall, 90 lorries per day will access the worksites for the eastern ticket hall and 20 lorries per day will access the Fisher Street worksite. It is expected that there will be little overlap between the peak periods of the three groups of worksites.
(iv) Baseline Air Quality
This Route Window is located within the City of Westminster and the London Borough of Camden. Air Quality Management Areas (AQMAs) extend across the whole of both
Boroughs. The AQMAs have been designated because the Air Quality Objectives for NO2 and PM10 are not expected to be achieved in either Borough. Although the AQMAs extend across the whole Route Window, the principal source of these two pollutants is road traffic with maximum concentrations located near to busy roads.
Annual mean ambient background concentrations of NO2, PM10 and NOx within this Route Window are, and are expected to be, as per the table below. Concentrations in 2003 are presented for context. Baseline Objective 2003 2007 2010 2016 2003 2007 2010 2016
NOX 106 96 87 68 - - - -
NO2 57 53 49 43 40 40 40 40
PM10 27 26 24 22 40 40 23* 23*
* The proposed provisional PM10 objective for London to be achieved by 2010 is 23 µg/m³. (all concentrations in µg/m³) Source: National Air Quality Information Archive at www.airquality.co.uk
224 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
(v) Construction Phase: Local Air Quality
In 2007, the ambient background NO2 concentration in Route Window C5 will breach the Air Quality Objective of 40µg/m³ on all roads. NO2 concentrations derived from construction traffic in this Window are predicted to contribute less than 1µg/m³.
Ambient background PM10 concentrations within Route Window C5 will be less than 70% of the Air Quality Objective Value of 40µg/m³ in 2007. PM10 concentrations derived from construction traffic within this window are predicted to contribute less than 1µg/m³ and remain within the Objective Value.
Ambient background PM10 concentrations within Route Window C5 are expected to breach the provisional Air Quality Objective Value of 23µg/m³ on all roads in 2007, the first year of construction, both with or without Crossrail. This Objective Value may be implemented in
2010 when the ambient background PM10 concentration, in the absence of traffic, is expected to be 24µg/m³.
The modelling has found that construction activities associated with the worksite in Route Window C5 are not expected to contribute significantly to ambient background air pollution concentrations.
(vi) Operational Phase: Traffic Impacts on Local Air Quality
During the operational phase of Crossrail, 3 of the 34 links within Route Window C5 are expected to exhibit an increase in traffic flows of 0.1 % in 2016 as compared to the 2016 Baseline case.
In 2016, ambient background NO2 concentrations in Route Window C5 are expected to exceed the Air Quality Objective of 40 µg/m³ on all roads. NO2 concentrations resulting from operational traffic as a result of Crossrail are not predicted to cause any increase in total concentration as compared to the Baseline in 2016. Crossrail operations will not cause additional breach of the objective on any roads.
Ambient background PM10 concentrations within Route Window C5 are expected to be less than 70 % of the Air Quality Objective Value of 40 µg/m³ in 2016. PM10 concentrations derived from operational traffic due to Crossrail within this window are not predicted to cause any increase in total concentration which would remain within the Objective Value.
Ambient background PM10 concentrations within Route Window C5 are expected to be within the provisional Air Quality Objective Value of 23µg/m³ on approximately half of all roads and breaching the Objective on the remainder in 2016 both with or without Crossrail. Crossrail operational traffic will not cause additional breach of this Objective. In 2016 the ambient background PM10 concentration, in the absence of traffic, is expected to be 22µg/m³. The provisional Objective Value may be implemented in 2010.
Increase in pollutant concentrations in 2016 within this Route Window will not be significant.
225 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
5.6.2 Construction Phase: Nuisance Dust
There are three dust boundaries in Route Window C5, Fareham Street (which includes Newman Street Worksite), Goslett Temporary Shaft (which includes Charing Cross Road Worksite and Astoria Worksite) and Fisher Street Shaft. The Fareham Street Shaft dust boundary overlaps with that of the Goslett Temporary Shaft and, therefore, requires adjustment for cumulative impacts. Table 5-9 summarises the total adjusted receptor counts for Fareham Street Shaft, Table 5-10 summarises the adjusted counts for Goslett Temporary Shaft. Table 5-11 shows receptor counts for Fisher Street Shaft (no adjustments are needed).
Table 5-9: Fareham Street Shaft Worksite
No of receptors Total 20 m 50 m 100 m 150 m Residential 2 7 55 33 Care homes 0 0 0 1 Educational 2 4 3 2 Hospitals 0 0 0 0 Designated areas 0 0 1 0 Other 0 36 110 136 Total 4 47 169 172 Weighting 4 3 2 1 Weighted total 16 141 338 172 667 Construction Dust Weighting Duration Weighted Activity raising dust raising potential potential demolition, excavation, materials handling high 3 27 81 construction medium 2 58 116 Weighted total 197 Worksite score 131 399 Refer to Methodology Section 2.5 and Figure 1E0320-C1E00-E01-F-00005 (Volume III).
226 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
Table 5-10: Goslett Yard Worksite
No of receptors Total 20 m 50 m 100 m 150 m Residential 1 10 16 23 Care homes 0 0 0 0 Educational 1 7 2 2 Hospitals 0 0 0 0 Designated areas 0 0 1 0 Other 17 88 72 169 Total 19 105 91 194 Weighting 4 3 2 1 Weighted total 76 315 182 194 767 Construction Dust raising Weighting Duration Weighted dust Activity potential raising potential demolition, excavation, materials handling high 3 42 126 construction medium 2 34 68 Weighted total 194 Worksite score 148 798 Refer to Methodology Section 2.5 and Figure 1E0320-C1E00-E01-F-00005 (Volume III).
Table 5-11: Fisher Street Worksite
No of receptors Total 20 m 50 m 100 m 150 m Residential 0 0 9 151 Care homes 0 0 0 0 Educational 1 0 2 2 Hospitals 0 0 0 0 Designated areas 0 0 0 0 Other 5 66 63 121 Total 6 66 74 274 Weighting 4 3 2 1 Weighted total 24 198 148 274 644 Construction Dust raising Weighting Duration Weighted dust Activity potential raising potential demolition, high 3 18 54 excavation, materials handling construction medium 2 39 78 Weighted total 132 Worksite score 85 008 Refer to Methodology Section 2.5 and Figure 1E0320-C1E00-E01-F-00005 (Volume III).
227 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
The following educational establishments are within the dust boundaries for the worksites in Route Window C5: The London School of English; St Patrick's International Education; London Lite Technology; English College London; London Lite English College; English College; Elite College school of English and Computer Technology; Soho Centre and Health Care; Birkbeck College; Callan School of English (two properties); Premier College English college; Avalon School of English; Evendine College; Eden House College English and Business College; Mayfair School of English; Eden House College English and Computer College; Argent College; International Student Centre; Central St Martin's College of Art and Design; Toni and Guy Hairdressing Academy; London Study Centre; Central St Martin's College of Art and Design; Aspect International Language Academies; London College of International Business Studies; and Malvern House College.
There is also one property classified as residential care, this is the House of St Barnabas-in- Soho Women's Hostel.
With reference to the route-wide assessment (Section 3) the overall worksite rating for dust nuisance potential is: • Fareham Street Shaft The dust risk score for this site is between 10,000 and 200,000 and therefore there is a medium potential for dust nuisance. Tier 2 mitigation measures will be required (refer to Section 9). • Goslett Temporary Shaft. The dust risk score for this site is between 10,000 and 200,000 and therefore there is a medium potential for dust nuisance. Tier 2 mitigation measures will be required (refer to Section 9). • Fisher Street Shaft. The dust risk score for this site is between 10,000 and 200,000 and therefore there is a medium potential for dust nuisance. Tier 2 mitigation measures will be required (refer to Section 9). There are three lorry holding area associated with Route Window C5. These are the Tottenham Court Road East Lorry Holding Area, located at St Giles High Street, the Tottenham Court Road West Lorry Holding Area and the Fisher Street Shaft Lorry Holding Area located at Drake Street. Lorry holding areas are not assessed separately for dust emissions because their potential dust impact is minimal. However, lorry holding areas are covered by the construction code detailed in Section 9.
5.6.3 Utility Works
There are no utility works in this window with the potential to cause air quality impacts on their own. However, the planned sewer diversion at Dean Street (Reference AW007) would generate dust which, in combination with the activities associated with the Fareham Street Worksite, has the potential to cause an air quality impact. This has been addressed in the assessment of the Fareham Street Worksite and in developing the relevant dust management measures to be applied at this site.
228 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
5.6.4 Operational Phase: Vent Shaft Emissions
There are vent shafts present in route window C5. There is the potential for PM10 generated within the tunnels, primarily from wheel and brake wear, to contribute to ambient concentrations at ground level when emitted via tunnel ventilation shafts.
A monitoring study at Bond Street Station concluded that PM10 concentrations at the base of a vent shaft within the tunnel network were similar to those found close to a busy London road during the same time period and suggest that PM10 emissions from the vent shaft did not contribute significantly to background PM10 concentrations. A summary of this study is provided in Appendix E.
The Crossrail tunnels will be newly built and cleaned on a regular basis. This will further reduce the potential for PM10 generation within the tunnels. Hence, the overall impact of PM10 from the tunnels on ambient PM10 levels is likely to be minimal.
5.6.5 Route Window Impact Summary Tables
Route Window C5 - Temporary Impacts Works & Significance Committed Residual Impact potential Mitigation Description Significance impacts Deterioration in Insignificant Recommended Marginal Insignificant as ambient NO2 due (<0.7 % increase construction deterioration in air temporary to construction on baseline practice (Section quality (NO2) for marginal increase. traffic – all other concentrations; no 9). Minimisation duration of routes. breach of of lorry export construction. Objective (use of rail). caused). Deterioration in Insignificant Recommended Marginal Insignificant as ambient PM10 due (<0.1 % increase construction deterioration in air temporary to construction on baseline practice (Section quality (PM10) for marginal increase. traffic – all routes. concentrations; no 9). Minimisation duration of breach of of lorry export construction. Objective (use of rail). caused). Medium potential Significant but Recommended The application of Insignificant. dust nuisance. temporary (rated construction the mitigation Potential for medium for dust practice/ measures should nuisance is potential). The mitigation minimise this temporary. potential for dust measures issue and manage nuisance will exist (Section 9). the residual risk of but will be nuisance issues. controlled by mitigation measures.
229 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
Route Window C5 - Permanent Impacts Works & Significance Committed Residual Impact potential Mitigation Description Significance impacts Change in Insignificant. None necessary. None. Not applicable. ambient NO2 and
PM10 due to operational traffic. Change in Air Insignificant. Partitioning of None. Insignificant. quality due to platforms, regular emissions from tunnels sweeping. Fisher Street Vent Shaft
5.7 Route Window C6: Farringdon Station
5.7.1 Overview
(i) General Description
The Crossrail tunnels pass from Holborn, beneath the Fleet Valley and Smithfield, and then to Aldersgate and the Barbican, with the rails at a depth of about 31 m. The permanent works will consist of a twin-bore tunnel, and a new station at Farringdon, with western and eastern ticket halls and integrated ventilation and emergency access. A new rail crossover will also be constructed between Farringdon and Liverpool Street stations, beneath the Barbican.
The route window is located within the City of London, the LB Camden and LB Islington. Landuses within this part of London are mixed and include residential, commercial and retail uses. Smithfield Market is adjacent to the site of the eastern ticket hall. It is one of London’s oldest markets, where meat has been bought and sold for over 800 years. The Medical College of St Bartholomew’s Hospital, and the hospital itself, are located to the north and south of the Smithfield Market, respectively. The Barbican, a major residential and cultural development, is further to the east. The Crossrail station design at Farringdon does not depend on Thameslink 2000 works. It can be constructed independently and is also compatible with current Thameslink 2000 project proposals although both works could be ongoing at the same time.
This is a busy commercial area: the existing stations and numerous offices give rise to high pedestrian flows, and the main streets, including Holborn and Clerkenwell Road, are heavily trafficked, resulting in generally high noise levels and poor air quality. The heritage of the area, including around Smithfield Market and Grays Inn, is evident in numerous listed buildings. Historic and archaeological remains are likely to survive in the area. Rail activities
230 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV associated with Farringdon and Barbican stations are likely to have left a legacy of contamination.
Figure 5-7: Location Plan of Farringdon Station
(ii) Permanent Works
The permanent works will consist of new twin-bore tunnels and a new station at Farringdon with two new ticket halls.
Farringdon Station
The station will be constructed to serve the western edge of the city and to provide an interchange with London Underground and Thameslink. The station will be located between Farringdon Road and Lindsey Street. Two new ticket halls will be constructed: a western facility at Farringdon Road and an eastern equivalent at Lindsey Street (Barbican). The station will consist of two platforms fitted out to 210 m although the tunnel will be constructed to facilitate extensions to 245 m should the need to operate longer trains arise. Interchange with London Underground will be provided from Lindsey Street ticket hall. Between the London Underground station at Farringdon and the Crossrail western ticket hall, Cowcross Street will be pedestrianised.
The Bill does not provide powers for development to replace that demolished at Cardinal House (Farringdon Road), Lindsey Street, Charterhouse Street and Charterhouse Square for the reasons described in Section 3.8 of the ES. However, it is extremely unlikely that such development will not be constructed.
231 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
Farringdon Road (Western) Ticket Hall
The Farringdon Road ticket hall will be at street level. It will consist of a building built to approximately the same height as the existing London Underground ticket hall (approximately 8 m high) and will be on the site of Cardinal House, which will be demolished. A bank of three escalators will descend from the ticket hall to platform level. The escalators will be housed in a deep box that will also include ventilation and emergency intervention equipment. To the southwest of the structure, a construction shaft will be built and then back filled upon completion of the station works. The layout of the ticket hall is shown in Figure C1.18 in Appendix C1 of the ES; Figure C1.19 provides an elevation.
Figures C2.15 and C2.16 in Appendix C2 of the ES provide elevations of the site with illustrative over-site development in place at the Cardinal House site. The illustrations show a development 48 m high or eleven storeys, falling to 35 m or seven storeys. Construction of this type of over-site development would take approximately 25 months including internal fit- out; it would be feasible to start construction of over-site development of this type up to 18 months before the operation of the first revenue service.
Lindsey Street (Eastern) Ticket Hall
At Lindsey Street, the ticket hall (approximately 8 m high) will be located at street level in a block bounded by Charterhouse Street, Hayne Street, Long Lane and Lindsey Street. A bank of three escalators will descend to an intermediate concourse from where stairs to Barbican Underground station will be provided. A further bank of three escalators will descend to a further concourse beneath the London Underground and Thameslink tunnels before a third bank connects with the Crossrail platforms. A separate shaft will be constructed on this site that will contain ventilation and emergency intervention access. Emergency escape from the Crossrail platforms will be provided in a new shaft in 38-42 Charterhouse Street (this is also known as Fox and Knot Street). The layout of the ticket hall is shown in Figure C1.20 in Appendix C1 of the ES; Figures C1.21 to C1.25 provide elevations.
Figures C2.17 to C2.20 in Appendix C2 of the ES provide elevations of the site with illustrative over-site development in place at Lindsey Street, Charterhouse Street (aka Fox and Knot Street) and Charterhouse Square respectively.
The illustration of the Lindsey Street development shows a development 25 m or five storeys, reducing to 15 m or three storeys. Construction of this type of over-site development would take approximately 18 months including internal fit-out; it would be feasible to start construction of over-site development of this type up to 27 months before the operation of the first revenue service.
The illustration of the development at Charterhouse Street (aka Fox and Knot Street) shows a four storey building. Construction of this type of over-site development would take approximately 15 months including internal fit out; it would be feasible to start construction of over-site development 24 months before the operation of the first revenue service.
The illustration of the Charterhouse Square development shows a three storey development not exceeding the height of the existing building. Construction of this type of over-site
232 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV development would take approximately 15 months including internal fit-out; it would be feasible to start construction of over-site development of this type up to 24 months before the operation of the first revenue service.
Twin-bore Tunnels
Six metre diameter twin-bore tunnels will be constructed with the rails at approximately 31 m depth below street level, based on the depth at the western end of Farringdon station. A crossover facility will be provided between Farringdon and Liverpool Street stations. The provision of this cross over will ensure that Crossrail services will continue to run during emergencies and disrupted services.
(iii) Construction Works
The construction including fitting out and commissioning of Farringdon station will be undertaken over a period of approximately four years and eight months.
The construction including fitting out and commissioning of the Farringdon crossover will be carried out over a period of about three years.
Enabling Works
Enabling works will include utility diversions around Farringdon station, Barbican station (including Charterhouse Square), and Aldergate/Beech Street, including a sewer diversion.
The demolitions that will be undertaken to accommodate the main works during this phase will comprise:
• Cardinal House on the corner of Cowcross Street and Farringdon Road;
• 54, 56 and 58-64 Charterhouse Street, 3, 8 to 9 and 10 Hayne Street, 2a, 3, 4 and 5 Lindsey Street (including Smithfield House), 20 to 23 Long Lane
• 33- 35 and 36- 37 Charterhouse Square;
• 38- 42 Charterhouse Street; and
• Charterhouse Square and Hayne Street bridges spanning Circle and Metropolitan lines.
Main Works
The main construction works for the station will proceed in the order set out below.
• Demolition of the podium at Cardinal House, prior to the construction of the temporary construction shaft and the demolition of Cardinal Tower.
233 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
• Piling round the perimeter and subsequent excavation of the boxes taking in total approximately 10 months.
• Excavation of the eastbound and westbound platform tunnels and lining of the cross passages and escalator shafts. These works will be undertaken over one year and five months.
• Tunnel platform lining and installation of mechanical and electrical equipment, ventilation equipment and emergency escape stairs and lifts, and construction of the ticket halls and installation of the escalators. This work will take approximately one year and 10 months.
For the crossover, initially a temporary shaft and adit will be constructed over a period of eight months. Excavation of the crossover cavern and installation of the primary lining and the concrete invert to allow for the passage of the TBMs will take approximately 19 months. To complete the works, including the remaining secondary lining, concrete work and backfilling of the temporary adit and shaft, will take approximately a further 12 months.
In order to mitigate impacts associated with settlement at Farringdon station, it is likely that compensation grouting will be undertaken. This is a technique by which the ground loss arising from the excavation is replaced by material (grout) pumped into the ground. This requires grout shafts in the vicinity of buildings for which the effects of settlement are predicted to be significant. It is likely that compensation grouting will be undertaken from within the Fox and Knot Street worksite. In addition it is likely that additional shafts will be required at the rear of 67-69 Cowcross Street, within Green Hills Rents (a yard off Cowcross Street), within the road at St Johns Street and within the basement of Smithfield Market.
Construction Plant
The main construction plant to be used at the worksites will include cranes and machinery for piling and excavation. Other equipment will include compressors, electrical generators and temporary ventilation fans.
Worksites and Access
Works associated with the station will be undertaken from four worksites, namely:
• Cardinal House worksite
• Smithfield Market Basement worksite
• Lindsey Street worksite
• Fox and Knot Street worksite
The Cardinal House worksite will comprise the area to be demolished for the western ticket hall and the basement car park area of Caxton house and the General Market (Smithfield).
234 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
The main Eastern worksite will be between Lindsey Street and Hayne Street. They will be used for the demolition of Hayne Street bridge and properties from the corner of Lindsey Street and Charterhouse Square to Hayne Street and Long Lane. This will eventually form and will be the location of the Lindsey Street ticket hall.
Works to construct the escalator box at the eastern end of the station will be undertaken within the existing basement car park of East Smithfield Market.
Fox and Knot Street worksite is in the area bounded by Charterhouse Square, Charterhouse Street and Fox and Knot Street. This will be used for the construction of an escape shaft from the east end of the Crossrail platforms.
Farringdon crossover will be constructed from a worksite located in Aldersgate Street. The Aldersgate sewer diversion and the crossover will also be undertaken from within and adjacent to the crossover worksite.
All materials going to and from both the worksites areas will be transported by road. Lorries will access the western worksite via the access ramp off Charterhouse Street from the Snow Hill/West Smithfield junction. Lorries will access the eastern worksite via Lindsey Street. Access to the basement carpark of East Smihtfield will be via the existing ramp off Long Lane.
The General Market and Caxton House basement car parks will be temporarily acquired for storage, site accommodation and lorry holding.
During the peak period of construction, 60 lorries per day will access the Lindsey Street worksite, 60 lorries per day will access the Cardinal House worksite and 28 lorries per day will access the Farringdon crossover worksite.
(iv) Baseline Air Quality
This Route Window is located within the City of London, the London Borough of Camden and the southern border of the London Borough of Islington. Air Quality Management Areas (AQMAs) extend across the whole of the City of London and the Borough of Camden. The southern section of the Borough of Islington has been declared an AQMA, together with areas surrounding the major arterial routes in the north of the Borough. The AQMAs have been designated because the Air Quality Objectives for either NO2, or both NO2 and PM10, are not expected to be achieved. Although the AQMAs extend across the whole Route Window, the principal source of these two pollutants is road traffic with maximum concentrations located near to busy roads.
Annual mean ambient background concentrations of NO2, PM10 and NOx within this Route Window are, and are expected to be, as per the table below. Concentrations in 2003 are presented for context. These values are extrapolated where data was sparse for the City of London:
235 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
Baseline Objective 2003 2007 2010 2016 2003 2007 2010 2016
NOX 96 87 78 61 - - - -
NO2 50 46 42 37 40 40 40 40
PM10 26 25 23 22 40 40 23* 23*
* The proposed provisional PM10 objective for London to be achieved by 2010 is 23 µg/m³. (all concentrations in µg/m³) Source: National Air Quality Information Archive at www.airquality.co.uk
(v) Construction Phase: Local Air Quality
In 2007, the ambient background NO2 concentration in Route Window C6 will breach the Air
Quality Objective of 40µg/m³ on all roads. NO2 concentrations derived from construction traffic in this Window are predicted to contribute less than 1µg/m³.
Ambient background PM10 concentrations within Route Window C6 will be less than 70% of the Air Quality Objective Value of 40µg/m³ in 2007. PM10 concentrations derived from construction traffic within this window are predicted to contribute less than 1µg/m³ and remain within the Objective Value.
Ambient background PM10 concentrations within Route Window C6 are expected to breach the provisional Air Quality Objective Value of 23µg/m³ on all roads in 2007, the first year of construction, both with or without Crossrail. This Objective Value may be implemented in
2010 when the ambient background PM10 concentration, in the absence of traffic, is expected to be 23µg/m³.
The modelling has found that construction activities associated with the worksite in Route Window C6 are not expected to contribute significantly to ambient background air pollution concentrations.
Planning permission has been granted for the development of a site within 100 m of the Farringdon Road Worksite. The development includes erection of an eight storey building to provide retail, residential and office space. If this development generates significant construction traffic, cumulative air quality impacts are possible. If the development is complete the Crossrail works may impact upon the additional residential receptors.
(vi) Operational Phase: Traffic Impacts on Local Air Quality
During the operational phase of Crossrail, of the 27 links within Route Window C6, nine are expected to exhibit an increase in traffic flows, between 1 % and 16 % in 2016 as compared to the 2016 Baseline case.
In 2016, ambient background NO2 concentrations in Route Window C6 are expected to exceed the Air Quality Objective of 40 µg/m³ on approximately half of all roads. NO2 concentrations resulting from operational traffic as a result of Crossrail are predicted to contribute up to 1 µg/m³ as compared to the Baseline in 2016. Crossrail operations will not
236 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV cause additional breach of the objective on any roads but will aid in reductions on Cowcross Street and St John Street.
Ambient background PM10 concentrations within Route Window C6 are expected to be less than 70 % of the Air Quality Objective Value of 40 µg/m³ in 2016. PM10 concentrations derived from operational traffic due to Crossrail within this window are predicted to contribute less than 0.2 µg/m³ and total concentration would remain within the Objective Value. Crossrail is expected to aid in reductions on Cowcross Street and St John Street.
PM10 concentrations within Route Window C6 are expected to be within the provisional Air Quality Objective Value of 23µg/m³ on all roads in 2016 both with and without Crossrail. Crossrail operational traffic will not cause additional breach of this Objective. In 2016 the ambient background PM10 concentration, in the absence of traffic, is expected to be 22µg/m³. The provisional Objective Value may be implemented in 2010. Increase in pollutant concentrations in 2016 within this Route Window will not be significant.
5.7.2 Construction Phase: Nuisance Dust
There is one dust boundary in Route Window C6, this encompasses all worksites associated with Farringdon Station; Cardinal House Worksite, Smithfield Market Basement Worksite, Lindsey Street Worksite, Fox and Knot Street Worksite and Farringdon Crossover Worksite. The dust boundary does not overlap and, therefore, does not require any adjustment. Table 5-12 summarises the total receptor counts for the worksites.
Table 5-12: Farringdon Road Worksite
No of receptors Total 20 m 50 m 100 m 150 m Residential 60 247 1046 534 Care homes 0 0 1 0 Educational 0 0 0 2 Hospitals 0 0 0 1 Designated areas 0 0 0 0 Other 26 22 51 37 Total 86 269 1098 574 Weighting 4 3 2 1 Weighted total 344 807 2196 574 3921 Construction Dust Weighted Activity raising Weighting Duration dust raising potential potential demolition, high 3 41 123 excavation, materials handling construction medium 2 48 96 Weighted total 219 Worksite score 858 699 Refer to Methodology Section 2.5 and Figure 1E0320-C1E00-E01-F-00006 (Volume III).
237 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
There are two educational establishments within the dust boundaries for the worksites in Route Window C6, the Charter House Square School and St Bartholomew's and the London Queen Mary's School of Medicine and Dentistry. St Bartholomew's Hospital is also within the dust boundary.
With reference to the route-wide assessment (Section 3) the overall worksite rating for dust nuisance potential is: • Farringdon Road – The dust risk score for this site is greater than 200,000 and therefore there is a high potential for dust nuisance. Tier 3 mitigation measures will be required (refer to Section 9). There is one lorry holding area associated with Route Window C6. This is the Farringdon Station Lorry Holding Area located at Snow Hill. Lorry holding areas are not assessed separately for dust emissions because their dust impact is minimal. However, lorry holding areas are covered by the construction code detailed in Section 9.
Planning permission has been granted for the development of a site within 100m of the Farringdon Road Worksite. The development includes erection of an eight storey building to provide retail, redsidential and office space. If this development generates significant dust emissions, cumulative air quality impacts are possible. If the development is complete the Crossrail works may impact upon the additional residential receptors.
5.7.3 Utility Works
There are no utility works in this window with the potential to cause air quality impacts, either on their own or in combination with main site construction activities.
5.7.4 Operational Phase: Vent Shaft Emissions
There are vent shafts present in route window C6. There is the potential for PM10 generated within the tunnels, primarily from wheel and brake wear, to contribute to ambient concentrations at ground level when emitted via tunnel ventilation shafts.
A monitoring study at Bond Street Station concluded that PM10 concentrations at the base of a vent shaft within the tunnel network were similar to those found close to a busy London road during the same time period and suggest that PM10 emissions from the vent shaft did not contribute significantly to background PM10 concentrations. A summary of this study is provided in Appendix E.
The Crossrail tunnels will be newly built and cleaned on a regular basis. This will further reduce the potential for PM10 generation within the tunnels. Hence, the overall impact of PM10 from the tunnels on ambient PM10 levels is likely to be minimal.
238 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
5.7.5 Route Window Impact Summary Tables
Route Window C6 - Temporary Impacts Works & Significance Committed Residual Impact potential Mitigation Description Significance impacts Deterioration in Insignificant (<0.4 % Recommended Marginal Insignificant as ambient NO2 due increase on baseline construction deterioration in air temporary marginal to construction concentrations; no practice (Section quality (NO2) for increase. traffic – all other breach of Objective 9). Minimisation duration of routes. caused). of lorry export construction. (use of rail). Deterioration in Insignificant (<0.1 % Recommended Marginal Insignificant as ambient PM10 due increase on baseline construction deterioration in air temporary marginal to construction concentrations; no practice (Section quality (PM10) for increase. traffic – all routes. breach of Objective 9). Minimisation duration of caused). of lorry export construction. (use of rail). High potential Significant but Recommended The application of Insignificant. Potential dust nuisance. temporary (rated construction the mitigation for nuisance is high for dust practice/ measures should temporary. potential). The mitigation minimise this potential for dust measures issue and manage nuisance will be (Section 9). the residual risk of mitigated. nuisance issues.
Route Window C6 - Permanent Impacts Works & potential Significance Committed Residual Impact impacts Mitigation Description Significance Change in ambient Insignificant None necessary. Marginal Insignificant.
NO2 due to (<2.5 % increase deterioration in air operational traffic. on baseline quality (NO2) in concentrations; no area of poor air breach of quality. Objective caused). Change in ambient Insignificant None necessary. Very marginal Insignificant.
PM10 due to (<0.6 % increase deterioration in air operational traffic. on baseline quality (NO2) in concentrations; no area of poor air breach of quality. Objective caused). Deterioration in Insignificant. Partitioning of None. Insignificant. ambient PM10 due platforms, regular to emissions from tunnels sweeping. vent shafts.
239 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
5.8 Route Window C7: Liverpool Street Station
5.8.1 Overview
(i) General Description
Crossrail’s twin-bore tunnels will pass between Moorgate in the west and Commercial Street in the east. East of the Barbican the alignment runs approximately parallel with and north of London Wall, before swinging northwards beyond Liverpool Street station. The permanent works will consist of twin-bore tunnels, a new station at Liverpool Street with a new ticket hall at Moorgate, and a separate shaft structure on Blomfield Street.
This route window lies within LB Tower Hamlets and the City of London. Landuses within this part of London are dominated by the financial and business services of the City, which extend about 1 km southwards to the River Thames. Grand office buildings of Portland stone surround the formal gardens at Finsbury Circus, while small retail uses line the streets on Moorgate, Moorfields, Liverpool Street and Bishopsgate, with offices above. Moorgate Underground station is located in the west and Liverpool Street station and the vast commercial buildings of Broadgate predominate in the central part of the area. Residential uses as well as Spitalfields determine the character east of Bishopsgate.
This is a busy commercial area and the existing stations and numerous offices give rise to large numbers of pedestrians. The main streets, including London Wall and Bishopsgate, are heavily trafficked giving rise to generally high noise levels and poor air quality. The heritage of the area, particularly around Finsbury Circus, is evident in numerous listed buildings, as well as in the scheduled City Wall and Armourers Hall. Historic and archaeological remains are likely to survive in the area. Rail activities associated with Moorgate and Liverpool Street stations are likely to have left a legacy of contamination.
240 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
Figure 5-8: Location Plan of Liverpool Street Station
(ii) Permanent Works
The new Crossrail station at Liverpool Street will have a new ticket hall connected to the western end of the station platforms. This will be adjoining the existing London Underground station at Moorgate station and will require the demolition of buildings at 91 -109 Moorgate. A new passage will connect the eastern end of the Crossrail platforms with the existing London Underground ticket hall at Liverpool Street station. A new shaft structure at Blomfield Street will also require demolition of 11-12 Blomfield Street.
The Bill does not provide powers for development to replace buildings demolished at Moorgate and Blomfield Street for the reasons described in Section 3.8 in of the ES. However, it is extremely unlikely that such developments will not be carried out. In this location planning permission already exists for redevelopment at 91-109 Moorgate/12-24 Moorfields above the Crossrail ticket hall. Permission was granted in 1999 and renewed on behalf of CLRLL in 2004, for a seven storey building to accommodate 265 m2 of retail floorspace and 6,568 m2 of office floorspace.
Liverpool Street Crossrail Station
A new station will be constructed to serve the City and provide interchange with Underground and national rail services at Liverpool Street and Moorgate stations. The station will be located between Liverpool Street and Moorgate, where a new ticket hall will be constructed. At Liverpool Street, the existing London Underground ticket hall will be modified to provide access to the east end of the Crossrail platforms. Crossrail passengers will use two banks of three escalators to reach the existing Central, Metropolitan & Circle line ticket hall adjacent to the mainline concourse.
241 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
Moorgate (Western) Ticket Hall
A new basement level ticket hall (approximately 8 m deep) will be provided next to the existing London Underground station with two street-level entrances, one between Moorfields and Moorgate and one from a pedestrian area off Moorfields, opposite the Moorhouse development. A bank of two escalators will descend from street level to the ticket hall where a bank of a further three will connect with the Crossrail platforms. There will be an interchange passage between the Crossrail platforms and the London Underground Northern line platforms. There will be access to London Underground Metropolitan line platforms. Ventilation and emergency intervention facilities will be incorporated into the new ticket hall box.
The layout of the ticket hall is shown in Figure C1.27 in Appendix C1 of the ES; Figures C1.26 and C1.28 provide elevations.
Figure C2.21 in Appendix C2 of the ES provides an elevation of the site with and without illustrative over-site development in place at 91-109 Moorgate. The illustration of the over- site development shows a six storey building some 28 m high. Construction of this type of over-site development would take approximately 18 months including internal fit-out; it would be feasible to start construction of over-site development of this type up to 28 months before the operation of the first revenue service.
Blomfield Street Shaft
At 11-12 Blomfield Street, a new 37 m deep box will be sunk to provide ventilation, escape and EIP facilities to the Crossrail station tunnels. A 28 m high ventilation stack will be provided. The layout of the facility is shown in Figure C1.29 in Appendix C1 in of the ES; Figure C1.30 provide elevations
Figures C2.22 in Appendix C2 of the ES provides an elevation of the site with and without illustrative over-site development in place at Blomfield Street. The illustration of the oversite development shows a six storey building some 24 m high. Construction of this type of over- site development would take approximately 18 months including internal fit-out; it would be feasible to start construction of over-site development of this type up to 35 months before the operation of the first revenue service.
Twin-bore Tunnels
Six metre diameter twin-bore tunnels will be constructed with the rails at approximately 36 m to 42 m below street level, based on the tunnel depth at the western end of Liverpool Street station.
(iii) Construction Works
The construction including fit out and commissioning of Liverpool street station will be undertaken over approximately a four year and eight month period.
242 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
Enabling Works
At Moorgate station the following utility diversions will be undertaken:
• a sewer that runs through the middle of the station will be diverted southwards to connect into an existing sewer in Fore Street;
• the London Bridge sewer will be diverted temporarily and reinstated onto its existing alignment; and
• other service diversions in and around Moorgate station.
Various service diversions will be undertaken in and around Liverpool street including the diversion of a sewer.
Demolitions that will be undertaken to accommodate the works will comprise:
• Moorgate Box site: 91–109 Moorgate (former AMRO bank building) inclusive of the Keates Place footpath, and southern part of Moorfields between Moorgate London Underground station entrance and Fore Street.
• Blomfield Street shaft site: 11 – 12 Blomfield Street and a section of Broad Street Avenue, and trackside accommodation.
• Finsbury Circus worksite: bowling green, pavilion and gardens.
• Liverpool Street worksite: reduction of pavement width, levelling of plaza area, and decommissioning of London Underground infrastructure within Victoria tunnel.
Main Works
Following site set-up, the main construction works will proceed as set out below.
• A temporary access shaft will be formed at Finsbury Circus and will take place during the first year of construction. Access tunnels will be excavated from the shaft for construction of the platform tunnels, and these will subsequently be cleaned out and lined, taking approximately three years after which the temporary shaft will be filled in and reinstated.
• Construction of the Moorgate box beneath the road in Moorfields after completion of a piled wall. A bridge deck will be installed to enable traffic to use Moorgate. These works will take place over about two years and six months. The link passage from Crossrail platforms to the Underground Northern line platforms will also be constructed from this box.
• Construction of the passageway box at the Liverpool Street worksite, using piling followed by the construction of a permanent road deck, taking in total approximately three years. The existing London Underground Liverpool Street ticket hall will be reconfigured during these works.
243 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
• Excavation of the Blomfield Street shaft within a piled wall followed by the construction of the passage and ventilation tunnels. The shaft will be lined and equipped. These works will take three years and five months to complete.
In order to mitigate impacts associated with settlement at Liverpool Street station, it is likely that compensation grouting will be undertaken. This is a technique whereby the ground loss arising from the excavation is replaced by material (grout) pumped into the ground. This requires grout shafts in the vicinity of buildings for which the effects of settlement are predicted to be significant. It is likely that compensation grouting will be undertaken from within the Moorgate worksite and from a second site located in New Broad Street.
Construction Plant
The main construction plant to be used at the worksites will include cranes and machinery for piling and excavation. Other equipment will include compressors and temporary ventilation fans.
Worksites and Access
Works will be carried out from four worksites:
• Moorgate worksite: enclosed by Moor Place to the north, 87 Moorgate (a listed building) to the southwest side of Moorfields (under which the new ticket hall will be constructed) and Moorgate to the east.
• Finsbury Circus worksite: The pavilion and bowling green at Finsbury Circus gardens will be demolished to allow space for the main worksite which will be used to construct the station. On completion, a replacement pavilion will be provided and the bowling green and gardens reinstated.
• Liverpool Street worksite: located along Liverpool Street.
• Blomfield Street worksite: enclosed by the Circle line track to the north, buildings to the south, Blomfield Street to the west and Broad Street Avenue to the east.
The Moorgate sewer diversion will be undertaken from a dedicated worksite.
All materials going to and from the worksites will be transported by road. Lorries will access all the worksites from Aldgate via Dukes Place, Bevis Marks, Camomile Street, Wormwood Street and London Wall. Lorry holding areas will be located on the north side of Finsbury Circus and on London Wall.
Parts of Moorgate, Moorfields and Fore Street will be closed during works at the Moorgate worksite. In addition, there will be temporary diversions to footpaths around the site. At the Liverpool Street worksite the footpath will be reduced and Liverpool Street will be closed between Old Broad Street and Blomfield Street
During the peak period of construction, 32 lorries per day will access the Moorgate worksite, 50 lorries per day will access the Finsbury Circus worksite and 29 lorries per day will access
244 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV the Liverpool Street and Blomfield Street worksites. At anytime during construction, peak periods are expected to overlap at not more than two of the three worksites.
(iv) Baseline Air Quality
This Route Window is located within the City of London, London Borough of Tower Hamlets, and the southern borders of the London Boroughs of Islington and Hackney. Air Quality Management Areas (AQMAs) extend across the whole of the City of London. The southern section of the Borough of Islington has been declared an AQMA, together with areas surrounding the major traffic routes in the north of the Borough. A large area of the southern tip of the Borough of Hackney and areas surrounding some of the major roads are AQMAs. An AQMA extends across the whole of the London Borough of Tower Hamlets.
The AQMAs have been designated because the Air Quality Objectives for NO2 and PM10 are not expected to be achieved. Although the AQMAs extend across the whole Route Window, the principal source of these two pollutants is road traffic with maximum concentrations located near to busy roads.
Annual mean ambient background concentrations of NO2, PM10 and NOx within this Route Window are, and are expected to be, as per the table below. Concentrations in 2003 are presented for context. These values are extrapolated where data was sparse for the City of London: Baseline Objective 2003 2007 2010 2016 2003 2007 2010 2016
NOX 96 87 78 61 - - - -
NO2 50 46 42 37 40 40 40 40
PM10 26 25 23 22 40 40 23* 23*
* The proposed provisional PM10 objective for London to be achieved by 2010 is 23 µg/m³. (all concentrations in µg/m³) Source: National Air Quality Information Archive at www.airquality.co.uk
(v) Construction Phase: Local Air Quality
In 2007, the ambient background NO2 concentration in Route Window C7 will breach the Air Quality Objective of 40µg/m³ on all roads. NO2 concentrations derived from construction traffic in this Window are predicted to contribute less than 1µg/m³.
Ambient background PM10 concentrations within Route Window C7 will be less than 70% of the Air Quality Objective Value of 40µg/m³ in 2007. PM10 concentrations derived from construction traffic within this window are predicted to contribute less than 1µg/m³ and remain within the Objective Value.
Ambient background PM10 concentrations within Route Window C7 are expected to breach the provisional Air Quality Objective Value of 23µg/m³ on all roads in 2007, the first year of construction, both with or without Crossrail. This Objective Value may be implemented in
2010 when the ambient background PM10 concentration, in the absence of traffic, is expected to be 23µg/m³.
245 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
The modelling has found that construction activities associated with the worksite in Route Window C7 is not expected to contribute significantly to ambient background air pollution concentrations.
Planning permission has been granted for the development of four sites within route window C7. Three of the sites are within one or more Tier 2 medium risk Crossrail dust boundaries, the remaining site is close to the Liverpool Street Worksite Tier 2 dust boundary. Construction traffic associated with these developments, if significant in volume, may increase the risk of cumulative air quality impacts. The developments may be complete when Crossrail construction begins, in which case there will be no issue as the developments do not comprise any sensitive receptors that may be affected by Crossrail.
(vi) Operational Phase: Traffic Impacts on Local Air Quality
The screening process applied to operational traffic data for Route Window C7 did not identify any links exhibiting a change in traffic flows of greater than 5 % during the operational phase of Crossrail. During the operational phase of Crossrail, none of the links within Route Window C7 are predicted to exhibit an increase in traffic flows in 2016 as compared to the 2016 Baseline.
It is not anticipated that there will be any increase in pollutant concentrations in 2016 within this Route Window and hence effects will not be significant.
5.8.2 Construction Phase: Nuisance Dust
There are four dust boundaries in Route Window C7. They are Blomfield Street Worksite, Liverpool Street Worksite, Moorgate Worksite and Finsbury Circus Worksite. All of the dust boundaries overlap and therefore require adjustment for cumulative impacts. Table 5-13 to Table 5-16 below summarise the total adjusted receptor counts for the above worksites. There are two educational establishments within the dust boundaries for the worksites in Route Window C7, London Guildhall University and Guildhall Junior School. The designated areas indicated in the tables below are all outside recreation space.
246 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
Table 5-13: Blomfield Street Worksite
No of receptors Total 20 m 50 m 100 m 150 m Residential 1 0 0 0 Care homes 0 0 0 0 Educational 0 0 0 1 Hospitals 0 0 0 0 Designated areas 0 0 0 0 Other 40 27 16 12 Total 41 27 16 13 Weighting 4 3 2 1 Weighted total 164 81 32 13 290 Construction Dust Weighting Duration Weighted Activity raising dust raising potential potential demolition, high 3 12 36 excavation, materials handling construction medium 2 22 44 Weighted total 80 Worksite score 23 200 Refer to Methodology Section 2.5 and Figure 1E0320-C1E00-E01-F-00007 (Volume III).
Table 5-14: Moorgate Worksite
No of receptors Total 20 m 50 m 100 m 150 m Residential 0 0 0 0 Care homes 0 0 0 0 Educational 1 0 0 0 Hospitals 0 0 0 0 Designated areas 0 0 0 2 Other 20 37 18 30 Total 21 37 18 32 Weighting 4 3 2 1 Weighted total 84 111 36 32 263 Construction Activity Dust Weighting Duration Weighted raising dust raising potential potential demolition, excavation, materials handling high 3 17 51 construction medium 2 11 22 Weighted total 73 Worksite score 19 199 Refer to Methodology Section 2.5 and Figure 1E0320-C1E00-E01-F-00007 (Volume III).
247 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
Table 5-15: Liverpool Street Worksite
No of receptors Total 20 m 50 m 100 m 150 m Residential 7 0 0 1 Care homes 0 0 0 0 Educational 0 0 0 0 Hospitals 0 0 0 0 Designated areas 0 1 0 1 Other 23 7 34 63 Total 30 8 34 65 Weighting 4 3 2 1 Weighted total 120 24 68 65 277 Construction Activity Dust Weighting Duration Weighted raising dust raising potential potential demolition, excavation, high 3 7 21 materials handling construction medium 2 12 24 Weighted total 45 Worksite score 12 465 Refer to Methodology Section 2.5 and Figure 1E0320-C1E00-E01-F-00007 (Volume III).
Table 5-16: Finsbury Circus Worksite
No of receptors Total 20 m 50 m 100 m 150 m Residential 1 0 0 0 Care homes 0 0 0 0 Educational 0 0 0 0 Hospitals 0 0 0 0 Designated areas 0 0 0 0 Other 65 35 0 4 Total 66 35 0 4 Weighting 4 3 2 1 Weighted total 264 105 0 4 373 Construction Activity Dust Weighting Duration Weighted raising dust raising potential potential demolition, excavation, high 3 36 108 materials handling construction medium 2 36 72 Weighted total 180 Worksite score 67 140 Refer to Methodology Section 2.5 and Figure 1E0320-C1E00-E01-F-00007 (Volume III).
248 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
With reference to the route-wide assessment (Section 3) the overall worksite rating for dust nuisance potential is: • Blomfield Street Worksite. The dust risk score for this site is between 10,000 and 200,000 and therefore there is a medium potential for dust nuisance. Tier 2 mitigation measures will be required (refer to Section 9). • Moorgate Worksite. The dust risk score for this site is between 10,000 and 200,000 and therefore there is a medium potential for dust nuisance. Tier 2 mitigation measures will be required (refer to Section 9). • Liverpool Street Worksite. The dust risk score for this site is between 10,000 and 200,000 and therefore there is a medium potential for dust nuisance. Tier 2 mitigation measures will be required (refer to Section 9). • Finsbury Circus Worksite. The dust risk score for this site is between 10,000 and 200,000 and therefore there is a medium potential for dust nuisance. Tier 2 mitigation measures will be required (refer to Section 9).
Planning permission has been granted for the development of four sites within route window C7. Three of the sites are within one or more Tier 2 medium risk Crossrail dust boundaries, the remaining site is close to the Liverpool Street Tier 2 dust boundary. Demolition and construction activities associated with these developments, if they generate significant dust, may increase the risk of cumulative air quality impacts. The developments may be complete when Crossrail construction begins, in which case there will be no issue as the developments do not comprise any sensitive receptors which may be affected by Crossrail. There are two lorry holding area associated with Route Window C7. These are the Liverpool Street Station Lorry Holding Area located at Snow Hill and the Finsbury Circus Lorry Holding Area located at Finsbury Circus. Lorry holding areas are not assessed separately for dust emissions because their dust impact is minimal. However, lorry holding areas are covered by the construction code detailed in Section 9.
5.8.3 Utility Works
There are no utility works in this window with the potential to cause air quality impacts on their own. However, the planned sewer diversion at Moorgate Station (Reference AW013) would generate dust which, in combination with the activities associated with the Moorgate Worksite, has the potential to cause an air quality impact. Additionally, the temporary and permanent London Bridge sewer diversions at Moorgate (Reference AW016 and AW058) would generate dust which, in combination with the activities associated with the Moorgate and Finsbury Circus Worksites, has the potential to cause an air quality impact.
This has been addressed in the assessment of the Worksites and in developing the relevant dust management measures to be applied at this site.
5.8.4 Operational Phase: Vent Shaft Emissions
There are vent shafts present in route window C7. There is the potential for PM10 generated within the tunnels, primarily from wheel and brake wear, to contribute to ambient concentrations at ground level when emitted via tunnel ventilation shafts.
249 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
A monitoring study at Bond Street Station concluded that PM10 concentrations at the base of a vent shaft within the tunnel network were similar to those found close to a busy London road during the same time period and suggest that PM10 emissions from the vent shaft did not contribute significantly to background PM10 concentrations. A summary of this study is provided in Appendix E.
The Crossrail tunnels will be newly built and cleaned on a regular basis. This will further reduce the potential for PM10 generation within the tunnels. Hence, the overall impact of PM10 from the tunnels on ambient PM10 levels is likely to be minimal.
5.8.5 Route Window Impact Summary Tables
Route Window C7 - Temporary Impacts Works & Significance Committed Residual Impact potential Mitigation Description Significance impacts Deterioration in Insignificant (<1.2 % Recommended Marginal Insignificant ambient NO2 increase on construction practice deterioration in air as temporary due to baseline (Section 9). quality (NO2) for marginal construction concentrations; no Minimisation of lorry duration of increase. traffic – all other breach of Objective export (use of rail). construction. routes. caused). Deterioration in Insignificant (<0.3 % Recommended Marginal Insignificant ambient PM10 increase on construction practice deterioration in air as temporary due to baseline (Section 9). quality (PM10) for marginal construction concentrations; no Minimisation of lorry duration of increase. traffic – all breach of Objective export (use of rail). construction. routes. caused). Medium Significant but Recommended The application of Insignificant. potential dust temporary (rated construction the mitigation Potential for nuisance. medium for dust practice/ mitigation measures should nuisance is potential). The measures (Section minimise this issue temporary. potential for dust 9). and manage the nuisance will exist residual risk of but will be controlled nuisance issues. by mitigation measures.
250 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
Route Window C7 - Permanent Impacts Works & Significance Committed Residual Impact potential Mitigation Description Significance impacts Change in Insignificant (no None necessary. Very marginal Insignificant. ambient NO2 and change in ambient deterioration in air
PM10 due to concentrations). quality (NO2) in operational traffic. area of poor air quality. Change in air Insignificant. Partitioning of None. Insignificant. quality due to platforms, regular Blomfield Street tunnels sweeping. Vent Shaft.
5.9 Route Window C8 & C8a: Whitechapel Station and Mile End Conveyor Corridor
5.9.1 Overview
(i) General Description (Route Window C8)
Crossrail’s twin-bore tunnels will pass between Commercial Street in the west and Stepney Green in the east with the rails at an approximate depth of between 26 m and 31 m from street level. East of Commercial Street the alignment runs approximately parallel with and south of the Great Eastern Main line (GEML), before swinging south eastwards beyond Whitechapel Station. Other permanent elements of the scheme will consist of:
• A shaft at Hanbury Street
• A new station at Whitechapel with an interchange concourse beneath Durward Street and, shaft structures, all integrated with the station.
The Hanbury Street shaft will be connected via a temporary tunnel under Spital Street to a temporary construction shaft at Pedley Street. This will be used for the delivery and removal of materials during the tunnelling phase. The temporary shaft at Pedley Street will be backfilled and the site reinstated during the construction phase of the running tunnels.
This route window lies within LB Tower Hamlets. Land uses within this part of London are predominantly residential and commercial properties. The Hanbury Street shaft site is adjoined by residential retail property.
The Pedley Street worksite and temporary shaft site lie in an area comprising mainly warehousing, storage and retail buildings, a large number of which are vacant, particularly to the south, along with some residential properties.
251 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
The areas around the Whitechapel Crossrail station and the Durward Street shaft site are characterised mostly by retail and educational uses. The Royal London hospital is located on the south side of the A11 Whitechapel Road across from Whitechapel station.
Whitechapel station lies in a busy commercial area and serves the District line and East London line and in the 2016 baseline the Metropolitan line replacing the current Hammersmith and City services. The station and numerous retail facilities give rise to high numbers of pedestrian. The principal thoroughfares in the locality, A11 Mile End Road/Whitechapel Road and A107 Cambridge Heath Road, are heavily trafficked, and generally high noise levels and poor air quality prevail. The heritage of the area, particularly around Hanbury Street, Whitechapel Road and Mile End Road, is evident in the presence of numerous listed buildings and the Fournier Street, Whitechapel Market, London Hospital and Stepney Green conservation areas. In addition, historic and archaeological remains are likely to survive in the area. Rail activities associated with Whitechapel station and the GEML are likely to have left a legacy of contamination.
Figure 5-9: Location Plan of Hanbury Street Shaft and Whitechapel Station
(ii) General Description (Route Window C8a)
This route window contains the eastern part of the conveyor from Pedley Street, Mile End (Devonshire Street) sidings at which excavated material will be loaded onto trains, and the northern part of Mile End Park, which will form a stockpiling area for excavated material.
This route window, which is within LB Tower Hamlets, is centred on the open space of Meath Gardens and Mile End Park, which are surrounded by largely residential areas. The temporary Mile End conveyor will run along the south side of the existing railway corridor. It will be used to carry excavated material removed through the Pedley Street temporary shaft
252 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
(see Route Window C8) to Mile End (Devonshire Street) sidings and a holding area located within part of Mile End Park.
Part of the site falls within an archaeological priority zone. There is an extensive habitat complex based on Mile End Park and the Regents Canal, which constitutes a major wildlife corridor in the east London context. Rail activities within railway land at Pedley Street are likely to have left a legacy of contamination.
Figure 5-10: Location Plan of Mile End Conveyor Corridor
(iii) Permanent Works (Route Window C8)
Hanbury Street Shaft
To comply with safety requirements, Crossrail will need to construct a shaft between Liverpool Street and Whitechapel station. A shaft measuring 32 m in length, 14 m in width and 37 m in depth will be constructed at the junction of Hanbury Street, Spelman Street and Princelet Street. The shaft will contain EIP and ventilation equipment. The surface level structures will include a ventilation stack about 15 m high and maintenance building about 12 m high. The layout of the facilities is shown in Figure C1.31 in Appendix C1 of the ES; Figures C1.32 and C1.33 provide elevations.
The Bill does not provide powers for development to replace buildings demolished at Hanbury Street for the reasons described in Section 3.8 in Chapter 3 of the ES. However, it is extremely unlikely that such development will not be constructed.
253 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
Figures C2.23 and C2.24 in Appendix C2 of the ES provide elevations of the site with illustrative over-site development in place at Hanbury Street. The illustrations show a development of between two storeys and five storeys. Construction of this type of over-site development would take approximately 19 months including internal fit-out; it would be feasible to start construction of over-site development of this type up to 20 months before the operation of the first revenue service.
Whitechapel Station
Crossrail will construct a new station to provide interchange with the District line and East London line and in the 2016 baseline the Metropolitan line replacing the current Hammersmith and City services. Whitechapel station will also improve transport links to the local area, which is identified as an Opportunity Area in the Mayor’s London Plan. The new station will be constructed between Court Street and Cambridge Heath Road.
Three scenarios were assessed for ticket halls at Whitechapel station. The preferred solution is the first, because this performs best in transport terms. However, as is set out below it depends on further work by London Underground and possibly a Transport and Works Act Order to allow the London Underground works. In these circumstances the Crossrail project cannot rely on scenario one going ahead and has assessed scenarios two and three. All three scenarios can be constructed, subject to the London Underground works, under the powers in the Bill.
Scenario 1 – A new western ticket hall would be provided over the District line east of Court Street. The western end of the Crossrail platforms will be accessed from this ticket hall via the District line platforms, then escalators to an interchange concourse within a box under Durward Street providing interchange to the District line and the East London line. A further bank of escalators will descend from this interchange concourse to the Crossrail platforms. This western ticket hall will require demolition of London Underground accommodation over the District line and removal of three District line tracks; the northernmost and southern two (by London Underground). Removal of the District line tracks may require London Underground to provide facilities for reversing trains at an alternative location, powers for which would need to be obtained by London Underground separately to the Bill. Ventilation, escape and EIP infrastructure will be constructed at the east end of the Crossrail platforms to the west of Cambridge Heath Road at the junction with Whitechapel Road. This scenario is currently the preferred approach.
Two further scenarios have been developed which may be constructed depending on the timing of the London Underground track works.
Scenario 2 – A new eastern ticket hall would be provided, including the same ventilation, escape and EIP infrastructure, to the west of Cambridge Heath Road at the junction with Whitechapel Road. The eastern end of the Crossrail platforms would be accessed from this street level ticket hall via a single flight of escalators. Subsequently, a new western ticket hall would be constructed over the District line east of Court Street as in scenario one. The two ticket halls could then both operate, or the eastern ticket hall would be closed and the site simply used for emergency escape and ventilation. This will depend on the passenger levels at the relevant time and as predicted.
254 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
Scenario 3 – A new eastern ticket hall would be provided, including ventilation, escape and EIP infrastructure, to the west of Cambridge Heath Road at the junction with Whitechapel Road as in the first part of scenario two. The eastern end of the Crossrail platforms would be accessed from this street level ticket hall via a single flight of escalators. This would be the least preferable option but could go ahead without the London Underground works.
A shaft at Durward Street would be required for all three scenarios. This will include the Whitechapel station interchange concourse (providing access to London Underground East London line platforms) escape, EIP and ventilation equipment at the west end of the Crossrail platforms. The shaft is formed by a below-ground box of irregular shape. This will be constructed within an area of land know as Essex Wharf and will require the demolition and subsequent reinstatement of the caretaker’s property at Swalea School.
Twin-bore Tunnels
Both eastbound and westbound rails will lie at approximately 31m below street level at Hanbury Street shaft and 26m at the west end of Whitechapel station platforms.
(iv) Permanent Works (Route Window C8a)
The Mile End Park worksite will be fully restored and no permanent structures will be constructed on the site. The conveyor will be dismantled following completion of the works.
(v) Construction Works (Route Window C8)
Duration of Works The construction of Hanbury Street shaft, including fit out and commissioning and construction of the temporary tunnel to Pedley Street and the Pedley Street temporary shaft will be carried out over a total period of four years and eight months. The majority of surface construction works at the Hanbury Street site will be carried out during the first 22 months of construction prior to the launch of the tunnel boring machines. After this point, the majority of surface construction works including servicing of the twin-bore tunnelling works will take place from the Pedley Street site. The construction of the station at Whitechapel will be undertaken over a period of four years and six months.
Enabling Works
Demolitions that will be required to accommodate the works at Hanbury Street will comprise:
• 68-80 Hanbury Street
• Britannia House at 80-102 Hanbury Street; and
• Ground floor rear extensions of 63, 65 and 67 Princelet Street
255 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
Demolitions that will be required to accommodate the works at Pedley Street will comprise:
• The western part of the disused viaduct between Pedley Street and the active GEML lines, currently occupied by Banjax Motorcycles;
• The remaining section of the disused railway viaduct, located to the north of Weaver House between Pedley Street and the active GEML lines;
• Minor structures at 73-74 Vallance Road, currently occupied by Forest Reclaim, and
• The end of the disused Railway Viaduct between Hemming Street and Tent Street.
The following works will be undertaken prior to the main construction periods at Whitechapel station worksites:
• Relocation of electrical substation at the Durward Street worksite;
• Removal of London Underground signalling accommodation building above District line tracks – for scenarios 1 and 2 only;
• Removal of three London Underground District line tracks through the London Underground station (this will be carried out by London Underground and is not therefore included in the powers sought by the Bill) – for scenarios 1 and 2 only;
• Sewer diversion; and
• Relocation of some London Underground and East London line cables.
Demolitions that will be required to accommodate the works at Whitechapel station will comprise:
• The school caretakers house at the Essex Wharf worksite; and
• London Underground signalling accommodation over District line south of Durward Street – for scenarios 1 and 2 only
• A conservatory to the Blind Beggar pub, and a section of Sainsbury’s supermarket cap park and adjacent wall at Sainsbury’s Car Park worksite.
Main Works
Following the site set-up over about two months, and the demolitions over about six months, the main construction works at the Hanbury Street site will proceed as set out below.
• The enlargements will be formed at tunnel level over a period of five months
• Construction of the temporary tunnel connecting Hanbury Street and Pedley Street will reach the base of the Hanbury Street shaft when shaft excavation at Hanbury Street is complete and prior to the launch of the tunnel boring machines
256 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
• Two tunnel boring machines will be launched from the shaft to construct the eastbound and westbound twin-bore tunnels to the Fisher Street shaft (taking a total of one year and five months) and a third machine will be launched twice from the shaft to construct the eastbound and westbound twin-bore tunnels to Whitechapel station (requiring a total of nine months)
• On completion of the tunnel drives the structural works will be carried out to the main shaft. During the same period, the above-ground structures will be constructed and fit-out will be completed.
The main construction works at the Pedley Street worksite will proceed as set out below.
• Ground treatment and site set-up
• Demolitions and site clearance and the re-construction of the GEML ramp will take approximately five months
• Excavation of the temporary shaft at Pedley Street and the temporary tunnel constructed from Pedley Street to Hanbury Street will take approximately one year and five months to complete
• The erection of the excavated material handling equipment and the installation of the conveyor to Mile End (Devonshire Street) sidings will be carried out over a six-month period, whilst the tunnel from Pedley Street to Hanbury Street is being constructed.
• The excavated material handling facility will then be operated for 17 months, after which the site will then be used for materials storage during fit-out
• Backfill of the temporary shaft and temporary tunnel and re-instatement of the site will take two months
The temporary tunnel will be constructed from Pedley Street, under Spital Street to about 300m north of Hanbury Street where it will connect with the temporary construction shaft. The temporary tunnel will be constructed from the base of the Pedley Street temporary construction shaft. This tunnel will be used to transport excavated material from the main twin-bore tunnels to the Pedley Street site where it can be removed by conveyor to the Mile End (Devonshire Street) sidings in Route Window 8A for onward transport by rail. This tunnel will also be used for the delivery of materials to the twin-bore tunnels. Once Crossrail is complete the temporary tunnel will be backfilled. Utilising the temporary tunnel for delivery and removal of materials during construction of the twin-bore tunnels will minimise lorry movements in the Hanbury Street area.
The main construction works at Whitechapel station will proceed as set out below.
• Site set up and mobilisation will take place over four months
• The perimeters of the two boxes forming the Durward Street infrastructure and the Cambridge Heath Road box will be piled then excavated and propped. This will take approximately one year and seven months
257 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
• During this period, the connection to the East London line London Underground platforms will be constructed from the Durward Street box.
• Also during this period, a temporary access shaft will be excavated in the Sainsbury’s car park, east of Brady Street. Excavation and lining of the station tunnels will then take place from this temporary shaft, together with the excavation of the interchange and access passages. A ventilation passage connection with the Durward Street site will then be constructed. The shafts will each take four months to construct. In total, the tunnelling works at the Whitechapel site will take place over approximately two years and six months.
• Under scenarios 1 and 2, following the removal of the London Underground District line tracks, two boxes will be constructed from District line platform level. These will be fitted out with escalators and a new bridging slab structure will be constructed at street level over the District line platforms. The western ticket hall will then be constructed on this slab. All of these works will be undertaken from a worksite within Durward Street.
• On completing the tunnelling works, the excavation of the eastern Durward Street box and Cambridge Heath Road to its final level will take place. Both shafts will be fitted out while surface structures are constructed. Under scenarios 2 and 3, the Cambridge Heath Road ticket hall will then be fitted out. During the same period, the eastbound and westbound platform tunnels will be cleaned out and concrete lined. The temporary shaft within the Sainsbury’s car park will be backfilled and the car park reinstated. Overall these works will take a total of one year and nine months.
In order to mitigate impacts associated with settlement at Whitechapel station, it is likely that compensation grouting will be undertaken, this is a technique whereby the ground loss arising from the excavation is replaced by material (grout) pumped into the ground. This requires grout shafts in the vicinity of buildings for which the effects of settlement are predicted to be significant. It is likely that compensation grouting will be undertaken from within the Sainsbury’s car park worksite.
(vi) Construction Works (Route Window C8a)
Duration of Works
The erection, operation and, on completion of the works, decommissioning of the materials handling facilities in Mile End Park and Mile End (Devonshire Street) sidings and the installation of the conveyor will take place over approximately three years.
Enabling Works
In order to accommodate the works at this worksite, it will be necessary to demolish Globe New Furniture on Globe Road.
258 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
Main Works
The main construction works at the Mile End conveyor corridor worksite will proceed as set out below.
• Site clearance in the Mile End (Devonshire Street) sidings, taking approximately two months.
• Erection of the excavated material handling equipment at Mile End (Devonshire Street) sidings, carried out over a two-month period.
• Modification of the rail sidings, the installation of the conveyor and the erection of the excavated material handling equipment in Mile End Park, taking five months to complete.
• Operation of the excavated material handling facility for 26 months, after which the reinstatement of the site will take two months.
Construction Plant
The main construction plant to be used for the construction of the conveyor will include piling machinery, excavation machinery and surface loaders. Other equipment will include compressors and electrical generators.
Worksites and Access
The Mile End sidings site will be accessed from the A11 Mile End Road via Globe Road and Bancroft Road with egress via Bancroft Road. The worksite will be served by five lorries a day during two peak periods of a month each and by two per day at other times. The excavated materials handling site will be located within Mile End Park and accessed directly off Grove Road via a new access point.
(vii) Baseline Air Quality
This Route Window is located within the London Borough of Tower Hamlets and is within an Air Quality Management Area (AQMA) that extends across the whole Borough. The AQMA has been designated because the Air Quality Objectives for NO2 and PM10 are not expected to be achieved. Although the AQMA extends across the whole Route Window, the principal source of these two pollutants is road traffic with maximum concentrations located near to busy roads.
Annual mean ambient background concentrations of NO2, PM10 and NOx within Route Window C8 are, and are expected to be, as per the table below. Concentrations in 2003 are presented for context.
259 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
Baseline Objective 2003 2007 2010 2016 2003 2007 2010 2016
NOX 86 77 68 54 - - - -
NO2 42 39 35 31 40 40 40 40
PM10 25 24 22 21 40 40 23* 23*
Annual mean ambient background concentrations of NO2, PM10 and NOx within Route Window C8a are, and are expected to be, as per the table below. Concentrations in 2003 are presented for context. Baseline Objective 2003 2007 2010 2016 2003 2007 2010 2016
NOX 83 75 66 52 - - - -
NO2 41 38 35 30 40 40 40 40
PM10 25 24 22 21 40 40 23* 23*
* The proposed provisional PM10 objective for London to be achieved by 2010 is 23 µg/m³. (all concentrations in µg/m³) Source: National Air Quality Information Archive at www.airquality.co.uk
(viii) Construction Phase: Local Air Quality
In 2007, the ambient background NO2 concentration in Route Window C8 will breach the Air Quality Objective of 40µg/m³ on approximately half of the roads. NO2 concentrations derived from construction traffic in this Window are predicted to contribute less than 1µg/m³.
Ambient background PM10 concentrations within Route Window C8 will be less than 70% of the Air Quality Objective Value of 40µg/m³ in 2007. PM10 concentrations derived from construction traffic within this window are predicted to contribute less than 1µg/m³ and remain within the Objective Value.
Ambient background PM10 concentrations within Route Window C8 are expected to breach the provisional Air Quality Objective Value of 23µg/m³ on all roads in 2007, the first year of construction, both with or without Crossrail. This Objective Value may be implemented in
2010 when the ambient background PM10 concentration, in the absence of traffic, is expected to be 22µg/m³.
In 2007, the ambient background NO2 concentration in Route Window C8a will breach the Air Quality Objective of 40µg/m³ on all but two roads. NO2 concentrations derived from construction traffic in this Window are predicted to contribute less than 1µg/m³.
Ambient background PM10 concentrations within Route Window C8a will be less than 70% of the Air Quality Objective Value of 40µg/m³ in 2007. PM10 concentrations derived from construction traffic within this window are predicted to contribute less than 1µg/m³ and remain within the Objective Value.
Ambient background PM10 concentrations within Route Window C8a are expected to breach the provisional Air Quality Objective Value of 23µg/m³ on all roads in 2007, the first year of construction, both with or without Crossrail. This Objective Value may be implemented in
260 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
2010 when the ambient background PM10 concentration, in the absence of traffic, is expected to be 22µg/m³.
The modelling has found that construction activities associated with the worksites in route windows C8 and C8a are not expected to contribute significantly to ambient background air pollution concentrations.
Planning permission has been granted for the erection of a development comprising 316 dwellings within Route Window C8a, and within 150 m of the Crossrail Mile End Park Excavated Material Handling Site. If this development generates significant volumes of construction traffic, cumulative air quality impacts are possible. Both the Rachel Keeling Nursery School and Morpeth Secondary School are in close proximity to the Worksite.
If the development is completed prior to Crossrail construction the traffic associated with Crossrail works may impact upon the additional residential receptors.
(ix) Operational Phase: Traffic Impacts on Local Air Quality
The screening process applied to operational traffic data for Route Window C8 did not identify any road link that exhibits a change in traffic flows of greater than 5 % during the operational phase of Crossrail. 8 of the 38 links within Route Window C8 are expected to exhibit an increase in traffic flows in 2016 as compared to the 2016 Baseline, the increase will, however, be less than 0.5 %.
In 2016, ambient background NO2 concentration in Route Window C8 is expected to exceed the Air Quality Objective of 40 µg/m³ on several (9) of the roads. NO2 concentrations resulting from operational traffic as a result of Crossrail are predicted to contribute less than 0.1 µg/m³ as compared to the Baseline in 2016. Crossrail operations will not cause additional breach of the objective on any roads.
Ambient background PM10 concentrations within Route Window C8 are expected to be less than 70 % of the Air Quality Objective Value of 40 µg/m³ in 2016. PM10 concentrations derived from operational traffic due to Crossrail within this window are predicted to contribute less than 0.1 µg/m³ and total concentrations would remain within the Objective Value.
PM10 concentrations within Route Window C8 are expected to be within the provisional Air Quality Objective Value of 23µg/m³ on all roads in 2016 both with or without Crossrail. Crossrail operational traffic will not cause additional breach of this Objective. In 2016 the ambient background PM10 concentration, in the absence of traffic, is expected to be 21µg/m³. The provisional Objective Value may be implemented in 2010.
Increase in pollutant concentrations in 2016 within this Route Window will not be significant.
Route Window C8a has not been assessed in terms of operational impacts. Operational traffic data have not been compiled for the Baseline or ‘with Crossrail’ case in 2016 as it is not anticipated that the operation of Crossrail in Route Window C8a are expected to present any change to the Baseline in terms of traffic movements.
261 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
5.9.2 Construction Phase: Nuisance Dust
There are four dust boundaries in Route Windows C8 and C8a including: Sainsbury’s Car Park Worksite, Durward Street Worksite (including District Line Link Worksite,) Hanbury Street Worksite and the Mile End Conveyor Corridor Worksite (which includes Pedley Street Worksite and Mile End Excavated Material Handling Site).
All of the dust boundaries overlap and therefore require adjustment for cumulative impacts. Tables Table 5-17 to Table 5-20 summarise the total adjusted receptor counts for the worksites.
Table 5-17: Sainsbury’s Car Park Worksite
No of receptors Total 20 m 50 m 100 m 150 m Residential 0 5 280 260 Care homes 0 0 0 0 Educational 0 0 0 0 Hospitals 0 0 0 0 Designated areas 0 0 0 0 Other 1 17 11 24 Total 1 22 291 284 598 Weighting 4 3 2 1 Weighted total 4 66 582 284 936 Construction Dust Weighting Duration Weighted Activity raising dust raising potential potential excavation, materials handling high 3 31 93 construction medium 2 45 90 Weighted total 183 Worksite score 171288 Refer to Methodology Section 2.5 and Figure 1E0320-C1E00-E01-F-00008 (Volume III).
262 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
Table 5-18: Durward Street Worksite
No of receptors Total 20 m 50 m 100 m 150 m Residential 63 48 228 113 Care homes 0 1 0 2 Educational 2 0 0 1 Hospitals 0 1 0 0 Designated areas 0 0 0 0 Other 33 10 13 9 Total 98 60 241 125 524 Weighting 4 3 2 1 Weighted total 392 180 482 125 1179 Construction Activity Dust Weighting Duration Weighted raising dust raising potential potential demolition, excavation, materials handling high 3 18 54 construction medium 2 29 58 Weighted total 112 Worksite score 132048 Refer to Methodology Section 2.5 and Figure 1E0320-C1E00-E01-F-00008 (Volume III).
Table 5-19: Hanbury Street Worksite
No of receptors Total 20 m 50 m 100 m 150 m Residential 53 96 357 215 Care homes 0000 Educational 00 1 3 Hospitals 0000 Designated areas 0000 Other 7 30 45 36 Total 60 126 403 254 843 Weighting 4321 Weighted total 240 378 806 254 1678 Construction Activity Dust Weighting Duration Weighted raising dust raising potential potential demolition, excavation, materials handling high 3 17 51 construction medium 2 47 94 Weighted total 145 Worksite score 243310 Refer to Methodology Section 2.5 and Figure 1E0320-C1E00-E01-F-00008 (Volume III).
263 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
Table 5-20: Pedley Street to Mile End Conveyor Corridor
No of receptors Total 20 m 50 m 100 m 150 m Residential 166 737 1227 1299 Care homes 0 0 0 0 Educational 2 0 3 1 Hospitals 0 1 0 0 Designated areas 0 0 0 0 Other 25 54 91 20 Total 193 792 1321 1320 3626 Weighting 4 3 2 1 Weighted total 772 2376 2642 1320 7110 Construction Dust Weighted Activity raising Weighting Duration dust raising potential potential excavation, materials handling inc high 3 36 108 Low/mediu construction m 2 14 28 Weighted total 136 Worksite score 966960 Refer to Methodology Section 2.5 and Figure 1E0320-C1E00-E01-F-00008 (Volume III).
The following educational establishments are within the dust boundaries for the worksites in Route Window C8: Swanlea School, Thomas Buxton Junior and Infant School, Christ Church Spitalfields CofE Primary School, St Anne’s RC Primary School, Bethnal Green Training Centre, St Bernard’s RC Secondary School, Morpeth Secondary School, Bango Bandhu Primary School, Stewart Headlam School and Hague Primary School.
The London Hospital, (Whitechapel) is within the dust boundary for the District Line Link Worksite and the Royal London Hospital Mile End is in the Mile End Conveyor Worksite and Mile End Worksite dust boundaries.
With reference to the route-wide assessment (Section 3) the overall worksite rating for dust nuisance potential is: • Sainsbury’s Car Park Worksite. The dust risk score for this site is between 10,000 and 200,000 and therefore there is a medium potential for dust nuisance. Tier 2 mitigation measures will be required (refer to Section 9). • Durward Street including Distict Line Link Worksite. The dust risk score for this site is between 10,000 and 200,000 and therefore there is a medium potential for dust nuisance. Tier 2 mitigation measures will be required (refer to Section 9). • Hanbury Street Shaft. The dust risk score for this site is between 10,000 and 200,000 and therefore there is a medium potential for dust nuisance. Tier 2 mitigation measures will be required (refer to Section 9).
264 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
• Mile End Conveyor Corridor Worksite including Pedley Street and Mile End Park. The dust risk score for this site is over 200,000 and therefore there is a high potential for dust nuisance. Tier 3 mitigation measures will be required (refer to Section 9).
Planning permission has been granted for the erection of a development comprising 316 dwellings within Route Window C8a, and within 150 m of the Crossrail Mile End Park Excavated Material Handling Site. If this development generates significant demolition/construction dust, cumulative air quality impacts are possible. Both the Rachel Keeling Nursery School and Morpeth Secondary School are in close proximity to the Worksite. If the development is completed prior to Crossrail construction the traffic associated with Crossrail works may impact upon the additional residential receptors. There is one lorry holding area associated with Route Window C8. This is the Hanbury Street Lorry Holding Area located at Buxton Street. Lorry holding areas are not assessed separately for dust emissions because their dust impact is minimal. However, lorry holding areas are covered by the construction code detailed in Section 9.
5.9.3 Alternative Scenario
There may be a variation to the works carried out in the Whitechapel Station area, subject to completion of works by LUL and to suit customer demand estimates. The area associated with Whitechapel Station has three worksites in close proximity. Two of the worksites have been combined for the purposes of the dust assessment. Due to the scale of the works being undertaken in Route Window C8 the changes are considered to be minimal in terms of dust nuisance potential and will not be considered further.
5.9.4 Utility Works
There are no utility works in this window with the potential to cause air quality impacts, either on their own or in combination with main site construction activities.
5.9.5 Operational Phase: Vent Shaft Emissions
There are vent shafts present in route window C8. There is the potential for PM10 generated within the tunnels, primarily from wheel and brake wear, to contribute to ambient concentrations at ground level when emitted via tunnel ventilation shafts.
A monitoring study at Bond Street Station concluded that PM10 concentrations at the base of a vent shaft within the tunnel network were similar to those found close to a busy London road during the same time period and suggest that PM10 emissions from the vent shaft did not contribute significantly to background PM10 concentrations. A summary of this study is provided in Appendix E.
The Crossrail tunnels will be newly built and cleaned on a regular basis. This will further reduce the potential for PM10 generation within the tunnels. Hence, the overall impact of PM10 from the tunnels on ambient PM10 levels is likely to be minimal.
265 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
5.9.6 Route Window Impact Summary Tables
Route Window C8 & C8a - Temporary Impacts Works & Significance Committed Residual Impact potential Mitigation Description Significance impacts Deterioration in Insignificant Recommended Marginal Insignificant as ambient NO2 due (<1.3 % increase construction deterioration in air temporary to construction on baseline practice (Section quality (NO2) for marginal increase. traffic – all other concentrations; no 9). Minimisation duration of routes. breach of of lorry export construction. Objective (use of rail). caused). Deterioration in Insignificant Recommended Marginal Insignificant as ambient PM10 due (<0.3 % increase construction deterioration in air temporary to construction on baseline practice (Section quality (PM10) for marginal increase. traffic – all routes. concentrations; no 9). Minimisation duration of breach of of lorry export construction. Objective (use of rail). caused). High potential Significant but Recommended The application of Insignificant. dust nuisance. temporary (rated construction mitigation Potential for high for dust practice/ measures should nuisance is potential). mitigation minimise this temporary. The potential for measures issue and manage dust nuisance will (Section 9). the residual risk of exist but will be nuisance issues. controlled by mitigation measures.
Route Window C8 & C8a - Permanent Impacts Works & Significance Committed Residual Impact potential Mitigation Description Significance impacts Change in Insignificant None necessary. Very marginal Insignificant. ambient NO2 and (change <0.1%in deterioration in air
PM10 due to ambient quality (NO2) in operational traffic. concentrations). area of poor air quality. Change in air Insignificant. Partitioning of None. Insignificant. quality due to platforms, regular emissions from tunnels sweeping. Vent Shafts
266 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
5.10 Route Window C9: Stepney Green Vent Shaft
5.10.1 Overview
(i) General Description
Crossrail’s twin-bore tunnels will pass between Stepney Green in the west and the Regent’s Canal in the east. East of Stepney Green the alignment divides into two, the northern tunnel continuing eastwards towards the southern end of Mile End Park and the southern tunnel running southeast towards Limehouse and the A13, Commercial Road. The new Stepney Green shaft structures are the only above-ground Crossrail features within this route window.
This route window lies within LB Tower Hamlets. Landuses within this part of London are dominated by residential properties and recreational areas. The Stepney Green shaft site is located in Stepney Green park, an area of outdoor recreation that includes an all-weather sports pitch, an urban farm and a number of archaeological ruins. St Dunstan’s Church lies at its eastern edge.
The shaft site lies in a busy residential area and the main streets, including Mile End Road, Stepney Green and Commercial Road, are heavily trafficked, resulting in high noise levels and poor air quality. The heritage of the area is evident in numerous listed buildings including St Dunstan’s Church, and the conservation areas of York Square and Stepney Green. Historic and archaeological remains are likely to survive in the area. Past landuse is likely to have left a legacy of contamination around Stepney Green.
Figure 5-11: Location Plan of Stepney Green Shaft
267 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
(ii) Permanent Works
Stepney Green Shaft
To comply with safety requirements, Crossrail will construct shafts in this area to provide facilities for EIP, escape and ventilation. Two 16 m diameter shafts will be constructed on Stepney Green, immediately west of Garden Street. EIP, ventilation and escape facilities will be provided. Two 7.5 m high surface structures will be constructed along with an area of hardstanding. Beneath the surface, a concrete box will contain ventilation equipment.
Twin-bore Tunnels
The rails will lie at an approximate depth of 28 m (eastbound) and 36.9 m (westbound) from street level at Stepney Green shaft. To the east of the shaft, two caverns will be constructed to accommodate the junctions between the Shenfield (northeast) and Abbey Wood (southeast) routes. The caverns will have a diameter of 10.15 m and a length of 115 m (eastbound) and 133 m (westbound).
(iii) Construction Works
Duration of Works
The construction including fit-out and commissioning of Stepney Green shaft will take about four years and three months.
Enabling Works
Enabling works, undertaken prior to the main construction works, will involve utilities diversions, which will take around six months. No demolitions will be required for construction of the Stepney Green shaft.
Main Works
Site set-up, which will take around three months, will include work to the all weather football pitch area and will require the dewatering of the lower aquifer underlying the site. Protection of heritage features will also be undertaken.
Following site set-up two streams of work will be carried out in parallel. The first will involve construction of the main ventilation, emergency access and evacuation box. This will commence with diaphragm walling followed by excavation and propping of the shaft and installation of the concrete base slab, taking approximately 14 months. This work will then be followed by the excavation of the permanent shafts connecting with the westbound and eastbound tunnels respectively, which will take three months each. Dewatering may be required at this stage.
268 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
The second stream of work will involve construction of the temporary access shaft and adits. These will be constructed over a period of eight months. This will be followed by the creation of the turnout caverns, which will be constructed over two years and six months.
On completion of these two streams of work, the structural work within the shafts and the construction of the above-ground structures will then take place over an 18-month period. The temporary shaft and access adits will then be backfilled and the site reinstated over a period of three months. The reinstatement of the park and internal fit-out of the permanent shafts will then take 10 months.
Construction Plant
The main construction plant to be used at the worksite will include tower cranes, service cranes, piling equipment, excavation machinery and surface loaders. Other equipment will include a compressor and electrical generators and temporary ventilation fans.
Worksites and Access
Works will be carried out from a section of Stepney Green park, and enclose part of Garden Street.
All materials going to and from the worksite will be transported by road. Lorries will access the worksite from the A11 Mile End Road via White Horse Lane and exit via Stepney Green.
Garden Street will be closed and traffic will be diverted along either Stepney High Street or Jamaica Road. Existing traffic calming on Stepney Green may need to be modified to facilitate construction traffic.
Approximately 47 lorries per day will access the Stepney Green worksite during the peak construction period, over about three months. At other times approximately 15 lorries per day will access the worksite.
(iv) Baseline Air Quality
This Route Window is located within the London Borough of Tower Hamlets and is within an Air Quality Management Area (AQMA) that extends across the whole Borough. The AQMA has been designated because the Air Quality Objectives for NO2 and PM10 are not expected to be achieved. Although the AQMA extends across the whole Route Window, the principal source of these two pollutants is road traffic with maximum concentrations located near to busy roads.
Annual mean ambient background concentrations of NO2, PM10 and NOx within this Route Window are, and are expected to be, as per the table below. Concentrations in 2003 are presented for context.
269 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
Baseline Objective 2003 2007 2010 2016 2003 2007 2010 2016
NOX 82 73 65 51 - - - -
NO2 40 37 34 29 40 40 40 40
PM10 25 24 22 21 40 40 23* 23*
* The proposed provisional PM10 objective for London to be achieved by 2010 is 23 µg/m³. (all concentrations in µg/m³) Source: National Air Quality Information Archive at www.airquality.co.uk
(v) Construction Phase: Local Air Quality
In 2007, the ambient background NO2 concentration in Route Window C9 will breach the Air Quality Objective of 40µg/m³ on about half the roads. NO2 concentrations derived from construction traffic in this Window are predicted to contribute less than 1µg/m³.
Ambient background PM10 concentrations within Route Window C9 will be less than 70% of the Air Quality Objective Value of 40µg/m³ in 2007. PM10 concentrations derived from construction traffic within this window are predicted to contribute less than 1µg/m³ and remain within the Objective Value.
Ambient background PM10 concentrations within Route Window C9 are expected to breach the provisional Air Quality Objective Value of 23µg/m³ on all roads in 2007, the first year of construction, both with or without Crossrail. This Objective Value may be implemented in
2010 when the ambient background PM10 concentration, in the absence of traffic, is expected to be 22µg/m³.
The modelling has found that construction activities associated with the worksites in route window C9 are not expected to contribute significantly to ambient background air pollution concentrations.
(vi) Operational Phase: Traffic Impacts on Local Air Quality
Route Window C9 has not been assessed in terms of operational impacts. Operational traffic data have not been compiled for the Baseline or ‘with Crossrail’ case in 2016 as it is not anticipated that the operation of Crossrail in Route Window C9 will present any change to the Baseline in terms of traffic movements.
5.10.2 Construction Phase: Nuisance Dust
There is one dust boundary in Route Window C9, Stepney Green Shaft. No other dust boundaries overlap and therefore adjustment was not required. Table 5-21 summarises the total receptor counts for the Stepney Green Shaft.
270 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
Table 5-21: Stepney Green Worksite
No of receptors Total 20 m 50 m 100 m 150 m Residential 13 89 76 183 Care homes 0 0 0 1 Educational 0 2 2 0 Hospitals 0 0 0 0 Designated areas 0 0 0 0 Other 2 0 57 131 Total 15 91 135 315 Weighting 4 3 2 1 Weighted total 60 273 270 315 918 Construction Dust Weighting Duration Weighted Activity raising dust raising potential potential excavation and high 3 29 87 materials handling construction medium 2 30 60 Weighted total 147 Worksite score 134 946 Refer to Methodology Section 2.5 and Figure 1E0320-C1E00-E01-F-000010 (Volume III).
There are four educational establishments in Route Window C9: the Sir John Coss’s Foundation of Red Coats C of E Secondary School, Stepney Green School, Old Church Nursery School and Community Education Centre.
There is also one property classified as residential care, this is the Ocean New Deal for Communities Information Shop.
With reference to the route-wide assessment (Section 3) the overall worksite rating for dust nuisance potential is:
• Stepney Green Shaft. The dust risk score for this site is between 10,000 and 200,000 and therefore there is a medium potential for dust nuisance. Tier 2 mitigation measures will be required (refer to Section 9).
5.10.3 Utility Works
There are no utility works in this window with the potential to cause air quality impacts, either on their own or in combination with main site construction activities.
271 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
5.10.4 Operational Phase: Vent Shaft Emissions
There are vent shafts present in route window C9. There is the potential for PM10 generated within the tunnels, primarily from wheel and brake wear, to contribute to ambient concentrations at ground level when emitted via tunnel ventilation shafts.
A monitoring study at Bond Street Station concluded that PM10 concentrations at the base of a vent shaft within the tunnel network were similar to those found close to a busy London road during the same time period and suggest that PM10 emissions from the vent shaft did not contribute significantly to background PM10 concentrations. A summary of this study is provided in Appendix E.
The Crossrail tunnels will be newly built and cleaned on a regular basis. This will further reduce the potential for PM10 generation within the tunnels. Hence, the overall impact of PM10 from the tunnels on ambient PM10 levels is likely to be minimal.
5.10.5 Route Window Impact Summary Tables
Route Window C9 - Temporary Impacts Works & Significance Committed Residual Impact potential Mitigation Description Significance impacts Deterioration in Insignificant Recommended Marginal Insignificant as ambient NO2 due (<0.4 % increase construction deterioration in air temporary to construction on baseline practice (Section quality (NO2) for marginal increase. traffic – all other concentrations; no 9). Minimisation duration of routes. breach of of lorry export construction. Objective (use of rail). caused). Deterioration in Insignificant Recommended Marginal Insignificant as ambient PM10 due (<0.1 % increase construction deterioration in air temporary to construction on baseline practice (Section quality (PM10) for marginal increase. traffic – all routes. concentrations; no 9). Minimisation duration of breach of of lorry export construction. Objective (use of rail). caused). Medium potential Significant but Recommended The application of Insignificant. dust nuisance. temporary (rated construction the mitigation Potential for medium for dust practice/ measures should nuisance is potential). The mitigation minimise this temporary. potential for dust measures issue and manage nuisance will exist (Section 9). the residual risk of but will be nuisance issues. controlled by mitigation measures.
272 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
Route Window C9 - Permanent Impacts Works & Significance Committed Residual Impact potential Mitigation Description Significance impacts Change in Insignificant (no None necessary. Very marginal Insignificant. ambient NO2 and change in ambient deterioration in air
PM10 due to concentrations). quality (NO2) in operational traffic. area of poor air quality. Change in air Insignificant. Partitioning of None. Insignificant. quality due to platforms, regular emissions from tunnels sweeping. Vent Shaft.
5.11 Route Window C10: Lowell Street Vent Shaft
5.11.1 Overview
(i) General Description
The Docklands Light Railway (DLR) runs east-west on a Victorian viaduct through this route window, which lies within LB Tower Hamlets. Crossrail’s twin-bore tunnels will pass beneath Commercial Road before swinging southwards to pass beneath the DLR between Limehouse and Westferry stations. The Lowell Street shaft and surface building are the only permanent works within this route window.
The area is mainly residential, but with some offices, storage/warehousing, retail and educational buildings. High value residential development at the waterside of Limehouse Basin, which is to the south of the site, contrasts with the run-down, bustling east London character of Commercial Road. Regent’s Canal and Limehouse Cut run north-south from Limehouse Basin. The River Thames is located further to the south.
Properties close to the busy Commercial Road and the DLR experience relatively high noise levels, and poor air quality results from Commercial Road and other roads in the area. This part of the route has one of the earliest railway viaducts in London, designed by George and Robert Stephenson. Other listed structures and buildings are present in the area and historic and archaeological remains are likely to occur. A coal yard and scrap metal depot on Commercial Road is likely to have left a legacy of contamination.
273 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
Figure 5-12: Location Plan of Lowell Street Shaft
(ii) Permanent Works
Lowell Street Shaft
To comply with safety requirements, Crossrail will require a shaft to be located in this area. An 18.8 m diameter shaft will be constructed on undeveloped land at the corner of Commercial Road and Basin Approach (at 610 Commercial Road). EIP, ventilation and escape facilities will be provided. The ventilation structures will be about 15 m in height. One approximately 25 m long surface structure will be constructed along with an area of hardstanding. Beneath the surface, a concrete box will contain ventilation equipment. The layout of the shaft is shown in Figure C1.34 in Appendix C1; Figure C1.35 provides elevations.
The Bill does not provide powers for redevelopment at the Lowell Street site for the reasons described in Section 3.8 in Chapter 3 of the ES. However, it is extremely unlikely that such development will not be constructed.
Figures C2.25 and C2.26 in Appendix C2 provides an elevation of the site with illustrative over-site development in place at Lowell Street. The illustration shows a development of 26 m or ground plus six storeys. Construction of this type of over-site development would take approximately 18 months including internal fit-out; it would be feasible to start construction of over-site development of this type up to 27 months before the operation of the first revenue service.
274 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
Twin-bore Tunnels
Six metre diameter twin-bore tunnels will be constructed, with rails that, at Lowell Street shaft, will lie at a depth of approximately 40 m (eastbound) and 36 m (westbound) below street level.
(iii) Construction Works
Duration of Works
The construction including fit-out and commissioning of Lowell Street shaft will be undertaken over approximately a fourth-year period.
Enabling Works
Enabling works undertaken prior to the main construction period will comprise service diversions, which will take place over a six-month period.
Demolitions that will be required to accommodate the works include a derelict building within the worksite for the shaft; and commercial premises under the railway arches including No. 622 Commercial Road and Mill Place .
Main Works
The main construction works will proceed as set out below.
• Site set up will take place over a period of approximately six months.
• Temporary piling around the perimeter of the shaft site and the installation of facilities to dewater the lower aquifer will take place over a five-month period.
• Shaft excavation prior to the passing of the tunnel boring machines through this section will take place over approximately 13-months.
• Internal structural works, fit-out of the shaft and the passage of the TBMs will take place over approximately two-years and two-months.
The construction and internal fit-out of the above-ground structure will take place over about nine months.
Surface reinstatement will take about two months.
Construction Plant
The main construction plant to be used at the worksite will include cranes and machinery for piling and excavation. Other equipment will include compressors, electrical generators and temporary ventilation fans.
275 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
Worksites and Access
Construction of the Lowell Street shaft works will be carried out from an area of undeveloped land located at No. 610 Commercial Road, which is bounded by a DLR viaduct to the south and a disused railway viaduct to the east.
All materials going to and from the Lowell Street shaft worksite will be transported by road. Lorries will enter and leave from Commercial Road (A13). A lorry holding area will be provided on West India Dock Road.
Approximately 50 lorries per day will access the worksite during the peak construction period, over about five months. At other times approximately 15 lorries per day will access the Lowell Street worksite.
(iv) Baseline Air Quality
This Route Window is located within the London Borough of Tower Hamlets and is within an Air Quality Management Area (AQMA) that extends across the whole Borough. The AQMA has been designated because the Air Quality Objectives for NO2 and PM10 are not expected to be achieved. Although the AQMA extends across the whole Route Window, the principal source of these two pollutants is road traffic with maximum concentrations located near to busy roads.
Annual mean ambient background concentrations of NO2, PM10 and NOx within this Route Window are, and are expected to be, as per the table below. Concentrations in 2003 are presented for context. Baseline Objective 2003 2007 2010 2016 2003 2007 2010 2016
NOX 80 71 62 49 - - - -
NO2 40 37 33 29 40 40 40 40
PM10 25 23 22 21 40 40 23* 23*
* The proposed provisional PM10 objective for London to be achieved by 2010 is 23 µg/m³. (all concentrations in µg/m³) Source: National Air Quality Information Archive at www.airquality.co.uk
(v) Construction Phase: Local Air Quality
In 2007, the ambient background NO2 concentration in Route Window C10 will breach the Air Quality Objective of 40µg/m³ on three of the five roads. NO2 concentrations derived from construction traffic in this Window are predicted to contribute less than 1µg/m³ but will cause one additional breach of the Objective.
Ambient background PM10 concentrations within Route Window C10 will be less than 70% of the Air Quality Objective Value of 40µg/m³ in 2007. PM10 concentrations derived from construction traffic within this window are predicted to contribute less than 1µg/m³ and remain within the Objective Value.
276 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
Ambient background PM10 concentrations within Route Window C10 are expected to breach the provisional Air Quality Objective Value of 23µg/m³ on all roads in 2007, the first year of construction, both with or without Crossrail. This Objective Value may be implemented in
2010 when the ambient background PM10 concentration, in the absence of traffic, is expected to be 22µg/m³.
The modelling has found that construction activities associated with the worksites in route window C10 are not predicted to contribute significantly to ambient background air pollution concentrations.
There is one potential exception to this. On the Westferry Road (A1206) northbound a contribution of 0.5 % increase in construction traffic due to the project is sufficient for this predicted air quality to change from being marginally below the objective level (without Crossrail) to marginally above the objective level (with Crossrail). This is a temporary impact along an isolated road within an AQMA. Background concentrations used in this assessment will be less than those existing at the roadside and hence the NO2 objective is likely to already be breached along this road when considering roadside concentrations.
Measures to address local air quality within the Air Quality Action Plans (AQAPs) are being developed by the London Borough of Tower Hamlets. The impact of these measures will be realised over many years, beyond the construction period of Crossrail when the temporary impact of Crossrail construction ceases. It is therefore considered that such an impact is not significant.
(vi) Operational Phase: Traffic Impacts on Local Air Quality
Route Window C10 has not been assessed in terms of operational impacts. Operational traffic data have not been compiled for the Baseline or ‘with Crossrail’ case in 2016 as it is not anticipated that the operation of Crossrail in Route Window C10 will present any change to the Baseline in terms of traffic movements.
5.11.2 Construction Phase: Nuisance Dust
There is one dust boundary in Route Window C10, Lowell Street Worksite. No other dust boundaries overlap and therefore this worksite does not need any adjustment.
277 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
Table 5-22 summarises the total receptor counts for the Lowell Street Worksite.
278 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
Table 5-22: Lowell Street Worksite
No of receptors Total 20 m 50 m 100 m 150 m Residential 106 50 83 162 Care homes 0 1 0 0 Educational 1 0 1 1 Hospitals 0 0 0 0 Designated areas 0 0 0 0 Other 1 11 23 5 Total 108 62 107 168 Weighting 4 3 2 1 Weighted total 432 186 214 168 1 000 Construction Dust Weighting Duration Weighted Activity raising dust raising potential potential excavation and high 3 17 51 materials handling construction medium 2 44 88 Weighted total 139 Worksite score 139 000 Refer to Methodology Section 2.5 and Figure 1E0320-C1E00-E01-F-00011 (Volume III).
There are three educational establishments in Route Window C10: Our Lady's Nursery, St Stephen' Hanking School and Sir William Burrough Primary School. There is also one property classified as residential care, this is the Tower Hamlets Homeless Hostel.
With reference to the route-wide assessment (Section 3) the overall worksite rating for dust nuisance potential is:
• Lowell Street Worksite. . The dust risk score for this site is between 10,000 and 200,000 and therefore there is a medium potential for dust nuisance. Tier 2 mitigation measures will be required (refer to Section 9). There is one lorry holding area associated with Route Window C10. This is the Lowell Street Shaft Lorry Holding Area located at West India Dock Road. Lorry holding areas are not assessed separately for dust emissions because their dust impact is minimal. However, lorry holding areas are covered by the construction code detailed in Section 9.
5.11.3 Utility Works
There are no utility works in this window with the potential to cause air quality impacts, either on their own or in combination with main site construction activities.
279 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
5.11.4 Operational Phase: Vent Shaft Emissions
There are vent shafts present in route window C10. There is the potential for PM10 generated within the tunnels, primarily from wheel and brake wear, to contribute to ambient concentrations at ground level when emitted via tunnel ventilation shafts.
A monitoring study at Bond Street Station concluded that PM10 concentrations at the base of a vent shaft within the tunnel network were similar to those found close to a busy London road during the same time period and suggest that PM10 emissions from the vent shaft did not contribute significantly to background PM10 concentrations. A summary of this study is provided in Appendix E.
The Crossrail tunnels will be newly built and cleaned on a regular basis. This will further reduce the potential for PM10 generation within the tunnels. Hence, the overall impact of PM10 from the tunnels on ambient PM10 levels is likely to be minimal.
5.11.5 Route Window Impact Summary Tables
Route Window C10 - Temporary Impacts Works & Significance Committed Residual Impact potential Mitigation Description Significance impacts Deterioration in Insignificant Recommended Marginal Insignificant as ambient NO2 due (<0.4 % increase construction deterioration in air temporary to construction on baseline practice (Section quality (NO2) for marginal increase. traffic – all routes. concentrations; 9). Minimisation duration of one breach of of lorry export construction. Objective (use of rail). caused). Deterioration in Insignificant Recommended Marginal Insignificant as ambient PM10 due (<0.1 % increase construction deterioration in air temporary to construction on baseline practice (Section quality (PM10) for marginal increase. traffic – all routes. concentrations; no 9). Minimisation duration of breach of of lorry export construction. Objective (use of rail). caused). Medium potential Significant but Recommended The application of Insignificant. dust nuisance. temporary (rated construction the mitigation Potential for medium for dust practice/ measures should nuisance is potential). The mitigation minimise this temporary. potential for dust measures issue and manage nuisance will exist (Section 9). the residual risk of but will be nuisance issues. controlled by mitigation measures.
280 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
Route Window C10 - Permanent Impacts Works & Significance Committed Residual Impact potential Mitigation Description Significance impacts Change in Insignificant (no None necessary. Very marginal Insignificant. ambient NO2 and change in ambient deterioration in air
PM10 due to concentrations). quality (NO2) in operational traffic. area of poor air quality. Change in air Insignificant. Partitioning of None. Insignificant. quality due to platforms, regular emissions from tunnels sweeping. Vent Shafts.
5.12 Route Window C11: Isle of Dogs Station
5.12.1 Overview
(i) General Description
Crossrail’s twin-bore tunnels will pass under the northern part of the Isle of Dogs between Westferry Road in the west and the Blackwall Tunnel in the east with the rails at a depth of about 30 m below street level. East of Westferry Road, the alignment runs under West India Docks, North Dock (roughly parallel with the Docklands Light Railway (DLR)) and Aspen Way. The main permanent features within this route window comprise the Hertsmere Road shaft and the Isle of Dogs station. The main temporary features will be the North Quay and Billingsgate worksites.
This route window lies within LB Tower Hamlets and is centred on Canary Wharf, a major commercial and retail development area and part of the Docklands. The predominant land uses are offices and retail, with some outdoor recreation and storage/warehousing, surrounded by, or adjacent to, West India Dock. The River Thames lies to the south of the alignment beyond the docks, with Billingsgate Market being located towards the east end of the North Dock.
The permanent infrastructure will lie in a busy transport corridor comprising the DLR and Aspen Way, which is heavily trafficked. This results in high levels of railway and road traffic noise and poor air quality. The heritage of the western part of the route window is evident in the conservation areas and the listed buildings associated with the Docks. Historic and archaeological remains are likely to survive in the area. Dockland activities associated with the West India Docks are likely to have left a legacy of contamination.
281 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
Figure 5-13: Location Plan of Isle of Dogs Station
(ii) Permanent Works
The permanent works will consist of:
• Hertsmere Road shaft;
• Isle of Dogs station; and
• twin-bore tunnels.
Hertsmere Road Shaft
To comply with safety requirements, Crossrail will construct a shaft in this area. A 9 m diameter shaft will be constructed on a car park between the Cannon Workshops on Cannon Drive and Hertsmere Road. Emergency intervention facilities will be provided. At the surface, a 5 m high building will be constructed with a basement containing plant equipment. An area of hardstanding will also be provided adjacent to the building along with a 27 space car park.
Isle of Dogs Station
A new station will be constructed beneath and within the West India North Dock. The station will extend from east of the DLR bridge to the east end of the dock. The station will be constructed within a 475 m long concrete box with a 245 m long island platform. This will be fitted out to 210 m with the potential for extension should the need to operate longer trains
282 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV arise. A 165 m long scissor crossover at the western end of the box will enable trains to terminate at the station and return either to central London or to Abbey Wood.
Access to and from the station will be via a re-built Great Wharf bridge. A bank of escalators will be provided from the bridge down to a landing at the same level as the dockside where a further bank will connect with the ticket hall located within the station box beneath the water level. Further escalators will be provided to platform level.
Escape and ventilation structures will be constructed at each end of the station box. The station will have one ticket hall, with passive provision for a second.
Twin-bore Tunnels
Two 6 m diameter tunnels will be constructed such that the rails will climb from a depth of approximately 30 m below street level at Hertsmere Road shaft to a depth of approximately 29 m below street level at the western end of Isle of Dogs station.
(iii) Construction Works
Duration of Works
The construction including fit-out and commissioning of the Hertsmere Road shaft will take approximately four years.
The construction including fit-out and commissioning of the Isle of Dogs station will take approximately five years.
Enabling Works
Prior to the main construction period, enabling works will comprise general service diversions.
The demolition of Hertsmere House at 2 Hertsmere Road may be required as the foundations clash with the tunnel alignment.
The Great Wharf Lift Bridge will be demolished to accommodate the main works for the construction of the Isle of Dogs station. Additionally, the North Quay car park and an area of parking at Billingsgate Market will be occupied for works during this advance phase.
Main Works
At the Hertsmere Road worksite, the main construction works will proceed as set out below.
• Site set-up will take approximately two months.
• Dewatering of groundwater prior to excavation is assumed, for assessment purposes, to be necessary.
283 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
• Excavation of a piled, concrete lined basement structure will be followed by construction of the shaft. Construction of the base slab of the basement will include the casting in of the first ring of the shaft. The construction of the shaft will be carried out by excavation and sinking of pre-cast concrete ring segments in phases, which will take place over about 13 months.
• Excavation of passageways connecting the eastbound and westbound tunnels to the shaft will take place over about four months.
• Internal concrete structures will be fitted to the inside of the shaft, followed by installation of the concrete staircase and emergency services lift over a three month period. The TBMs will pass through the site while these works are being carried out.
• Construction of the above-ground structure will take place over four months, followed by fit-out over a further period of about five months.
Reinstatement of the ground will take place on completion of these works over a two-month period.
The Isle of Dogs station will be constructed in two sections consisting of a single storey crossover box at the western end and a two storey station box at the eastern end. The main construction works will proceed as set out below.
• Site set-up, removal of dock silts over the footprint of the cofferdam and sheet piling to the perimeter of the crossover box. A temporary cross cofferdam near the west end of the construction site will be constructed so that the western section can be pumped out and prepared for works from the dock floor. Further wells to dewater the deep aquifer will be installed. These works will take about one year and one month in total.
• The remainder of the station cofferdam will then be constructed, the enclosed area of dock pumped out and silt removed. The cross cofferdam can then be removed. The station box will be formed within the cofferdam using diaphragm walling. Prior to excavation, plunge columns including tension piles will be bored from the dock bed level. The box will be excavated in stages, constructing intermediate, base and roof slabs as this progresses.
• The tunnel drives westwards to Stepney Green are commenced from the crossover area at the western end of the Isle of Dogs station box. Assembly of the TBM will take three months at this location, with the subsequent drive to Stepney Green taking ten months. Additionally, the Isle of Dogs station box will be broken through at its eastern end by a TBM completing its drive from the east, having been launched from the Limmo Peninsula nine months previously. This TBM would then be disassembled within the Isle of Dogs station box.
• The box will be cleaned out and fitted with platforms and equipment. The ventilation equipment and stairwells will be constructed within the box at each end. Escalators and lifts will be installed. These works will take about one year and nine months to complete.
284 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
• The top of the western box will be backfilled to original dock base level. The dock will then be flooded and the cofferdam removed.
Construction Plant
The main construction plant to be used at the Hertsmere Road worksite will include cranes and machinery for piling and excavation. Other equipment will include a compressor, electrical generators and temporary ventilation fans.
The main construction plant to be used at the Isle of Dogs worksite will include cranes, floating piling rigs, diaphragm walling rigs, excavation machinery and grouting plant. Other equipment will include compressors and electrical generators and temporary ventilation fans.
Worksites and Access
The works for the Hertsmere Road shaft will occur between the car parking area on Cannon Drive and the adjacent paved hardstanding area. Materials going to and from the site will be transported by road. Lorries will enter the site from Cannon Drive (via Hertsmere Road) and exit onto Hertsmere Road. Generally about three lorries per day will access the Hertsmere Road worksite. Approximately ten lorries per day will access the worksite during the peak construction period, over about five months.
The works for the Isle of Dogs station will occupy the whole of the West India Dock North area between the DLR bridge and the eastern end of the dock. Construction activities will take place from two areas:
• the North Quay worksite: this will be situated at the west end of the construction area and will be used to construct tunnels, the western end of the station and the crossover; and
• the Billingsgate worksite: this will be situated to the east end of the dock and will be used for station construction.
Incoming materials will be delivered by road and will enter the site from Aspen Way via Upper Bank Street or Trafalgar Way. After temporary removal of the Great Wharf Bridge Road and excavation of the cofferdam, the cofferdam itself will be used as a temporary site access road. Excavated material will be transported from the construction site via a conveyor system along Bellmouth Passage to a barge loading point in the South Dock. Excavated material will be transported away from the construction site along the River Thames by barge.
The navigation access point for Blackwall Basin and Poplar Dock through Bellmouth Passage will be closed off by the cofferdam works for the duration of construction.
Approximately 28 lorries per day will access the Isle of Dogs North Quay access worksite during the peak construction period, spanning about seven months. At other times, approximately 11 lorries per day will access the worksite during the construction works.
285 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
On average, approximately six lorries per day will access the Isle of Dogs eastern access worksite. Approximately 10 lorries per day will access the worksite during the peak construction period, spanning about two years and three months.
(iv) Baseline Air Quality
This Route Window is located within the London Borough of Tower Hamlets and is within an Air Quality Management Area (AQMA) that extends across the whole Borough. The AQMA has been designated because the Air Quality Objectives for NO2 and PM10 are not expected to be achieved. Although the AQMA extends across the whole Route Window, the principal source of these two pollutants is road traffic with maximum concentrations located near to busy roads.
Route Window C11contains the Herstmere Road shaft, and worksites.
Annual mean ambient background concentrations of NO2, PM10 and NOx within this Route Window are, and are expected to be, as per the table below. Concentrations in 2003 are presented for context. Baseline Objective 2003 2007 2010 2016 2003 2007 2010 2016
NOX 76 67 58 45 - - - -
NO2 38 35 32 27 40 40 40 40
PM10 24 23 21 20 40 40 23* 23*
* The proposed provisional PM10 objective for London to be achieved by 2010 is 23 µg/m³. (all concentrations in µg/m³) Source: National Air Quality Information Archive at www.airquality.co.uk
(v) Construction Phase: Local Air Quality
In 2007, the ambient background NO2 concentration in Route Window C11 will breach the Air Quality Objective of 40µg/m³ on half of the roads. NO2 concentrations derived from construction traffic in this Window are predicted to contribute less than 1µg/m³ and will not cause additional breaches of the Objective.
Ambient background PM10 concentrations within Route Window C11 will be less than 70% of the Air Quality Objective Value of 40µg/m³ in 2007. PM10 concentrations derived from construction traffic within this window are predicted to contribute less than 1µg/m³ and remain within the Objective Value.
Ambient background PM10 concentrations within Route Window C11 are expected to breach the provisional Air Quality Objective Value of 23µg/m³ on all roads in 2007, the first year of construction without Crossrail. This Objective Value may be implemented in 2010 when the ambient background PM10 concentration, in the absence of traffic, is expected to be 21µg/m³.
The modelling has found that construction activities associated with the worksites in route window C11 are not expected to contribute significantly to ambient background air pollution concentrations.
286 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
In August 2003 work started on construction of a 5/6 storey extension to an existing building, to provide teaching accommodation. The development is within 150 m of the Crossrail North Quay Worksite. In close proximity planning permission has been granted for the redevelopment of a leisure centre. A hostel within 150 m of the Hertsmere Road Worksite is to be demolished and replaced with two 5 storey accommodation blocks.
If these developments generate significant construction traffic, cumulative air quality impacts are possible. If the developments are completed prior to Crossrail construction the impact of Crossrail construction on the additional residential receptors should be considered.
(vi) Operational Phase: Traffic Impacts on Local Air Quality
The screening process applied to operational traffic data for Route Window C11 identified that two road links will exhibit a change in traffic flows of greater than 5 % during the operational phase of Crossrail. 4 of the 7 links within Route Window C11 are expected to exhibit an increase in traffic flows of between 3 and 13 % in 2016 as compared to the 2016 Baseline.
In 2016, ambient background NO2 concentration in Route Window C11 is expected to exceed the Air Quality Objective of 40 µg/m³ on Aspen Way. NO2 concentrations resulting from operational traffic as a result of Crossrail are predicted to contribute less than 2 µg/m³ as compared to the Baseline in 2016. Crossrail operations will not cause additional breach of the objective on any roads.
Ambient background PM10 concentrations within Route Window C11 are expected to be less than 70 % of the Air Quality Objective Value of 40 µg/m³ in 2016. PM10 concentrations derived from operational traffic due to Crossrail within this window are predicted to contribute less than 0.5 µg/m³ and total concentrations would remain within the Objective Value.
PM10 concentrations within Route Window C11 are expected to be within the provisional Air Quality Objective Value of 23µg/m³ on all roads in 2016 both with or without Crossrail. Crossrail operational traffic will not cause additional breach of this Objective. In 2016 the ambient background PM10 concentration, in the absence of traffic, is expected to be 20µg/m³. The provisional Objective Value may be implemented in 2010.
Increase in pollutant concentrations in 2016 within this Route Window will not be significant.
5.12.2 Construction Phase: Nuisance Dust
There are two dust boundaries in Route Window C11, Isle of Dogs Station (incorporating Billingsgate Worksite, North Quay Worksite and Bellmouth Passage Spoil Conveyor) and Hertsmere Road Worksites. The boundaries do not overlap and therefore do not need any adjustment. Table 5-23 summarises the total receptor counts for the Isle of Dogs Station sites and Table 5-24 summarises that of Hertsmere Road Shaft.
287 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
Table 5-23: North Quay & Billingsgate Worksites
No of receptors Total 20 m 50 m 100 m 150 m Residential 0 144 78 152 Care homes 0 0 0 0 Educational 0 1 0 1 Hospitals 0 0 0 0 Designated areas 0 0 0 0 Other 217 25 124 208 Total 217 170 202 361 Weighting 4 3 2 1 Weighted total 868 510 404 361 2 143 Construction Dust Weighting Duration Weighted Activity raising dust raising potential potential excavation and materials handling high 3 50 150 construction medium 2 48 96 Weighted total 246 Worksite score 527 178 Refer to Methodology Section 2.5 and Figure 1E0320-C1E00-E01-F-00012 (Volume III).
Table 5-24: Hertsmere Road Worksite
No of receptors Total 20 m 50 m 100 m 150 m Residential 0 0 65 54 Care homes 0 0 0 0 Educational 0 0 0 1 Hospitals 0 0 0 0 Designated areas 0 0 0 0 Other 3 18 38 14 Total 3 18 103 69 Weighting 4 3 2 1 Weighted total 12 54 206 69 341 Construction Dust Weighting Duration Weighted Activity raising dust raising potential potential excavation and high 3 17 51 materials handling construction medium 2 30 60 Weighted total 111 Worksite score 37 851 Refer to Methodology Section 2.5 and Figure 1E0320-C1E00-E01-F-00012 (Volume III).
288 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
There are three educational establishments in the Route Window C11 worksite dust boundaries: Bushy Tails Private Day Nursery, Tower Hamlets College and Unicorn Nursery.
The Billingsgate Fish Market is in close proximity to the Isle of Dogs and Billingsgate worksite and needs to be considered when designing mitigation measures.
With reference to the route-wide assessment (Section 3) the overall worksite rating for dust nuisance potential is: • North Quay and Billingsgate Worksites. The dust risk score for this site is over 200,000 and therefore there is a high potential for dust nuisance. Tier 3 mitigation measures will be required (refer to Section 9). • Hertsmere Road Worksite . The dust risk score for this site is between 10,000 and 200,000 and therefore there is a medium potential for dust nuisance. Tier 2 mitigation measures will be required (refer to Section 9).
In August 2003 work started on construction of a 5/6 storey extension to an existing building, to provide teaching accommodation. The development is within 150 m of the Crossrail North Quay Worksite. In close proximity planning permission has been granted for the redevelopment of a leisure centre. A hostel within 150 m of the Hertsmere Road Worksite is to be demolished and replaced with two 5 storey accommodation blocks. If these developments generate significant demolition/construction dust, cumulative air quality impacts are possible. If the developments are completed prior to Crossrail construction, the impact of Crossrail construction on the additional residential receptors should be borne in mind There is one lorry holding area associated with Route Window C11. This is the Hertsmere Road Shaft Lorry Holding Area. Lorry holding areas are not assessed separately for dust because their dust impact is minimal. However, lorry holding areas are covered by the construction code detailed in Section 9.
5.12.3 Utility Works
There are no utility works in this window with the potential to cause air quality impacts, either on their own or in combination with main site construction activities.
5.12.4 Operational Phase: Vent Shaft Emissions
There are vent shafts present in route window C11. There is the potential for PM10 generated within the tunnels, primarily from wheel and brake wear, to contribute to ambient concentrations at ground level when emitted via tunnel ventilation shafts.
A monitoring study at Bond Street Station concluded that PM10 concentrations at the base of a vent shaft within the tunnel network were similar to those found close to a busy London road during the same time period and suggest that PM10 emissions from the vent shaft did not contribute significantly to background PM10 concentrations. A summary of this study is provided in Appendix E.
289 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
The Crossrail tunnels will be newly built and cleaned on a regular basis. This will further reduce the potential for PM10 generation within the tunnels. Hence, the overall impact of PM10 from the tunnels on ambient PM10 levels is likely to be minimal.
5.12.5 Route Window Impact Summary Tables
Route Window C11 - Temporary Impacts Works & Significance Committed Residual Impact potential Mitigation Description Significance impacts Deterioration in Insignificant Recommended Marginal Insignificant as ambient NO2 due (<0.6 % increase construction deterioration in air temporary to construction on baseline practice (Section quality (NO2) for marginal increase. traffic – all other concentrations; no 9). Minimisation duration of routes. breach of of lorry export construction. Objective (use of rail/barge). caused;). Deterioration in Insignificant Recommended Marginal Insignificant as ambient PM10 due (<0.1 % increase construction deterioration in air temporary to construction on baseline practice (Section quality (PM10) for marginal increase. traffic – all routes. concentrations; no 9). Minimisation duration of breach of of lorry export construction. Objective (use of rail/barge). caused). High potential Significant but Recommended The application of Insignificant. dust nuisance. temporary (rated construction mitigation Potential for high for dust practice/ measures should nuisance is potential). mitigation minimise this temporary. The potential for measures issue and manage dust nuisance will (Section 9). the residual risk of exist but will be nuisance issues. controlled by mitigation measures.
290 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
Route Window C11 - Permanent Impacts Works & Significance Committed Residual Impact potential Mitigation Description Significance impacts Change in Insignificant None necessary. Very marginal Insignificant. ambient NO2 and (<3.5 % increase deterioration in air
PM10 due to on baseline quality (NO2) in operational traffic. concentrations; no area of poor air breach of quality. Objective caused). Change in air Insignificant. Partitioning of None. Insignificant. quality due to platforms, regular emissions from tunnels sweeping. Vent Shafts
5.13 Route Window C12: Mile End Park and Eleanor Street Shaft
5.13.1 Overview
(i) General Description
Crossrail’s twin-bore tunnels will broadly follow beneath the alignment of the London, Tilbury and Southend (LT&S) Line in this route window, with the rails at an approximate depth of between 23 m and 28 m from street level. Other permanent works within this route window will be the Mile End Park shaft and Eleanor Street shaft.
This route window lies within LB Tower Hamlets. The main landuses are residential, with many residential Victorian terraces. However, there are significant areas of open green space, including Mile End Park and Tower Hamlets Cemetery Park. Bow Road Underground station and Bow Church DLR station are to the north, with the Royal London Hospital further to the west, all on the A11 Bow Road. There are also a number of schools in the area.
Properties close to the busy Bow Road experience relatively high noise levels. Poor air quality results from road traffic on Bow Road and other roads in the area. Mile End Park is designated for its borough importance for nature conservation. Historic and archaeological remains are likely to survive in the area. Historical landuses off Burdett Road, near Mile End Park shaft are likely to have left a legacy of contamination.
291 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
Figure 5-14: Location plan of Mile End Park and Eleanor Street shafts
(ii) Permanent Works
The permanent works will consist of:
• Mile End Park shaft;
• Eleanor Street shaft; and
• Twin-bore tunnels.
Mile End Park Shaft
To comply with safety requirements, Crossrail will construct a 16 m diameter shaft in the southeast corner of Mile End Park bounded by Burdett Road and the mainline railway viaduct that carries the LT&S line to and from Fenchurch Street. The shaft will have emergency escape, EIP and ventilation facilities which will be housed in a structure approximately 8 m high, 38 m wide and 52 m long. The surface structure will be shaped as a green mound. A hardstanding area will be provided for emergency assembly and for use by emergency and maintenance vehicles.
Eleanor Street Shaft
To comply with safety requirements, Crossrail will construct a 15 m diameter shaft within the eastern extent of the current caravan park site at the eastern end of Eleanor Street. The site
292 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV is in an area of land bounded by London Underground’s District line and the LT&S line to Fenchurch Street. Ventilation and emergency intervention facilities will be provided. A surface structure of 11 m height, 17.5 m width and 35.5 m length will be constructed and set within an area of hardstanding for emergency and maintenance vehicles.
Twin-bore Tunnels
Two 6 m diameter tunnels will be constructed such that the rails will descend from a depth of approximately 23 m below street level at Mile End Park shaft to a depth of approximately 28 m below street level at Eleanor Street shaft.
(iii) Construction Works
Duration of Works
The construction including fit-out and commissioning of Mile End Park shaft will be undertaken over a period of about three years and nine months.
The construction including fit-out and commissioning of Eleanor Street shaft will be undertaken over a period of about three years and three months.
Enabling Works
Demolition works to be carried out for the construction of the Eleanor Street shaft will include the relocation of a caravan park situated between Eleanor Street and Rounton Road.
Main Works – Mile End Park Shaft
After site-set up and diversion of utilities, the main works will proceed as follows:
• Excavation of a piled basement box structure. A base slab will be cast on the floor of the basement box once excavation is completed. An opening will be left in the base slab for shaft construction. These works will be completed over a period of about six months.
• Excavation and construction of the shaft from the base of the box to tunnel level will be undertaken in sections using sprayed concrete lining. A base slab will be cast to the floor of the shaft once excavation is completed and will be fitted with a drainage sump. These works will take about six months to complete.
• Construction of a central ventilation passage between the shaft and the tunnels location. The ventilation passageways will be constructed using sprayed concrete lining. These works will take place over about five months. Following these works, the tunnel boring machines will pass through the area, during which time the internal structural walls within the shaft and ventilation passageways will be installed. The lining works will take about seven months.
293 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
• Construction of a central intervention and evacuation passage between the shaft and the tunnels, using sprayed concrete lining followed by secondary concrete lining of the passages, and of the twin-bore tunnels over about six months. Construction of the above-ground structure will commence at around the same time. It will be constructed from reinforced concrete retaining walls, internal walls and a roof slab. Once ground-level works are completed, the site will be landscaped to integrate with the Mile End Park; hardstanding will be constructed for use by emergency services. Construction of the above-ground structure will take around seven months.
• Internal shaft fit-out including installation of the ventilation, mechanical and electrical equipment, stairwell and lift over a period of about nine months.
Main Works – Eleanor Street Shaft
Works will proceed as follows for construction of Eleanor Street shaft:
• Relocation of the caravan park and protection of viaduct structures, ground treatment, utilities diversions and site set-up will take place during the first six months of the construction programme. During this time, dewatering from permeable layers in the Harwich Formation/Lambeth Group will be required. Dewatering of the deep aquifer will also be required. In total, these works will take approximately nine months to complete.
• Construction of the vertical shaft will be undertaken using a caisson technique to sink the shaft concrete lining segments until the London Clay is reached, followed by sprayed concrete lining. These works will take approximately five months to complete.
• Construction of the horizontal ventilation adits followed by the intervention access passages. These will be lined with sprayed concrete. The adits and connecting passages will be constructed from the base of the shaft. From the ventilation adits, the tunnel enlargements will be constructed. Following these works, a waterproof membrane and secondary lining will be installed in each of the ventilation adits, tunnel enlargements and intervention adits. The tunnel boring machines will then start to move through the area. These works will take about 11 months to complete.
• The shaft will then be excavated to final level, and will be fitted with a waterproof membrane and secondary lining. A water drainage sump will be installed as will the stair and lift well and the intermediate floors. At surface level, double storey mechanical and electrical rooms will be constructed followed by landscaping works and site reinstatement. These works will take a total of about one year and six months.
Construction Plant
Main construction plant and equipment to be used at both sites will include cranes and excavation machinery. Other equipment will include a compressor and electrical generators,
294 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV temporary ventilation fans, dewatering wells and a pumping system. Piling equipment will be used at Mile End Park shaft. Surface loaders will be used at Eleanor Street shaft.
Worksites and Access
At the Mile End Park worksite, works will be carried out from the southeastern corner of Mile End Park. The site is bounded by the park to the north, a railway viaduct to the south, Mile End Stadium to the west and Burdett Road to the east.
All materials going to and from the Mile End Park worksite will be transported by road. Lorries will access and exit the worksite from Burdett Road (A1205) via the new Mile End Stadium access road currently being constructed.
Generally, approximately five lorries per day will access the Mile End Park worksite. Approximately 24 lorries per day will access the worksite during the peak construction period, over about nine months.
At the Eleanor Street worksite, works will be carried out from the current caravan park situated within the Bow Triangle Business Park. The site is bounded by the District line viaduct to the north, a mainline railway viaduct to the south, Rounton Road to the west and Eleanor Street to the east.
All materials going to and from the Eleanor Street worksite will be transported by road. Lorries will access the worksite from the A11 Bow Road via Mornington Grove and Eleanor Street. A lorry holding area will be provided on Eleanor Street.
Generally, about three lorries per day will access the Eleanor Street worksite. Approximately 17 lorries per day will access the worksite during the peak construction period, over about two months.
(iv) Baseline Air Quality
This Route Window is located within the London Borough of Tower Hamlets and is within an Air Quality Management Area (AQMA) that extends across the whole Borough. The AQMA has been designated because the Air Quality Objectives for NO2 and PM10 are not expected to be achieved. Although the AQMA extends across the whole Route Window, the principal source of these two pollutants is road traffic with maximum concentrations located near to busy roads.
Annual mean ambient background concentrations of NO2, PM10 and NOx within this Route Window are, and are expected to be, as per the table below. Concentrations in 2003 are presented for context.
295 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
Baseline Objective 2003 2007 2010 2016 2003 2007 2010 2016
NOX 80 71 62 48 - - - -
NO2 39 36 33 28 40 40 40 40
PM10 25 23 22 20 40 40 23* 23*
* The proposed provisional PM10 objective for London to be achieved by 2010 is 23 µg/m³. (all concentrations in µg/m³) Source: National Air Quality Information Archive at www.airquality.co.uk
(v) Construction Phase: Local Air Quality
In 2007, the ambient background NO2 concentration in Route Window C12 will breach the Air
Quality Objective of 40µg/m³ on half of the roads. NO2 concentrations derived from construction traffic in this Window are predicted to contribute less than 1 µg/m³ and will not cause additional breach of the Objective.
Ambient background PM10 concentrations within Route Window C12 will be less than 70% of the Air Quality Objective Value of 40µg/m³ in 2007. PM10 concentrations derived from construction traffic within this window are predicted to contribute less than 1µg/m³ and remain within the Objective Value.
Ambient background PM10 concentrations within Route Window C12 are expected to breach the provisional Air Quality Objective Value of 23µg/m³ on all roads in 2007, the first year of construction, both with or without Crossrail. This Objective Value may be implemented in
2010 when the ambient background PM10 concentration, in the absence of traffic, is expected to be 23µg/m³.
The modelling has found that construction activities associated with the worksites in route window C12 are not expected to contribute significantly to ambient background air pollution concentrations.
(vi) Operational Phase: Traffic Impacts on Local Air Quality
Route Window C12 has not been assessed in terms of operational impacts. Operational traffic data have not been compiled for the Baseline or ‘with Crossrail’ case in 2016 as it is not anticipated that the operation of Crossrail in Route Window C12 will present any change to the Baseline in terms of traffic movements.
5.13.2 Construction Phase: Nuisance Dust
There are two dust boundaries in Route Window C12, Mile End Park Shaft Worksite and Eleanor Street Worksite. The boundaries do not overlap and therefore do not require adjustment. Table 5-25 summarises the total receptor counts for the Mile End Park Shaft Worksite and Table 5-26 summarises that of Eleanor Street Worksite.
296 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
Table 5-25: Mile End Park Shaft Worksite
No of receptors Total 20 m 50 m 100 m 150 m Residential 0 109 151 223 Care homes 0 0 0 0 Educational 0 0 0 1 Hospitals 0 0 0 0 Designated areas 1 0 0 0 Other 1 0 0 5 Total 2 109 151 229 Weighting 4 3 2 1 Weighted total 8 327 302 229 866 Construction Activity Dust Weighting Duration Weighted raising dust raising potential potential demolition, excavation, high 3 26 78 material handling construction medium 2 46 92 Weighted total 170 Worksite score 147 220 Refer to Methodology Section 2.5 and Figure 1E0320-C1E00-E01-F-00013 (Volume III).
Table 5-26: Eleanor Street Worksite
No of receptors Total 20 m 50 m 100 m 150 m Residential 0 45 159 352 Care homes 0 0 0 0 Educational 0 2 1 2 Hospitals 0 0 0 0 Designated areas 3 0 0 0 Other 5 14 12 21 Total 8 61 172 375 Weighting 4 3 2 1 Weighted total 32 183 344 375 934 Construction Activity Dust Weighted raising Weighting Duration dust raising potential potential demolition, excavation, material handling high 3 18 54 construction medium 2 33 66 Weighted total 120 Worksite score 112080 Refer to Methodology Section 2.5 and Figure 1E0320-C1E00-E01-F-00013 (Volume III).
297 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
Four educational establishments are located within the dust boundaries in Route Window C12: St. Paul's with Luke's Primary School, The Cherrytrees School, William Brinson Centre and Wellington Primary School. There are also four designated areas, all of which are outdoor recreational spaces. These include Mile End Park within the Mile End Park Shaft dust boundary and playgrounds within the Eleanor Street Shaft dust boundary.
With reference to the route-wide assessment (Section 3) the overall worksite rating for dust nuisance potential is:
• Mile End Park Shaft Worksite. The dust risk score for this site is between 10,000 and 200,000 and therefore there is a medium potential for dust nuisance. Tier 2 mitigation measures will be required (refer to Section 9). • Eleanor Street Worksite. The dust risk score for this site is between 10,000 and 200,000 and therefore there is a medium potential for dust nuisance. Tier 2 mitigation measures will be required (refer to Section 9). There is one lorry holding area associated with Route Window C12. This is the Eleanor Street Shaft Lorry Holding Area located at Eleanor Street. Lorry holding areas are not assessed separately for dust emissions sites because their dust impact is minimal. However, lorry holding areas are covered by the construction code detailed in Section 9.
5.13.3 Utility Works
There are no utility works in this window with the potential to cause air quality impacts, either on their own or in combination with main site construction activities.
5.13.4 Operational Phase: Vent Shaft Emissions
There are vent shafts present in route window C12. There is the potential for PM10 generated within the tunnels, primarily from wheel and brake wear, to contribute to ambient concentrations at ground level when emitted via tunnel ventilation shafts.
A monitoring study at Bond Street Station concluded that PM10 concentrations at the base of a vent shaft within the tunnel network were similar to those found close to a busy London road during the same time period and suggest that PM10 emissions from the vent shaft did not contribute significantly to background PM10 concentrations. A summary of this study is provided in Appendix E. The Crossrail tunnels will be newly built and cleaned on a regular basis. This will further reduce the potential for PM10 generation within the tunnels. Hence, the overall impact of PM10 from the tunnels on ambient PM10 levels is likely to be minimal.
298 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
5.13.5 Route Window Impact Summary Tables
Route Window C12 - Temporary Impacts Works & Significance Committed Residual Impact potential Mitigation Description Significance impacts Deterioration in Insignificant Recommended Marginal Insignificant as ambient NO2 due (<0.3 % increase construction deterioration in air temporary to construction on baseline practice (Section quality (NO2) for marginal increase. traffic – all other concentrations; no 9). Minimisation duration of routes. breach of of lorry export construction. Objective (use of rail). caused). Deterioration in Insignificant (no Recommended Marginal Insignificant as ambient PM10 due change in construction deterioration in air temporary to construction concentrations). practice (Section quality (PM10) for marginal increase. traffic – all routes. 9). Minimisation duration of of lorry export construction. (use of rail). Medium potential Significant but Recommended The application of Insignificant. dust nuisance. temporary (rated construction the mitigation Potential for medium for dust practice/ measures should nuisance is potential). The mitigation minimise this temporary. potential for dust measures issue and manage nuisance will exist (Section 9). the residual risk of but will be nuisance issues. controlled by mitigation measures.
Route Window C12 - Permanent Impacts Works & Significance Committed Residual Impact potential Mitigation Description Significance impacts Change in Insignificant None necessary. Very marginal Insignificant. ambient NO2 and (<3.5 % increase deterioration in air
PM10 due to on baseline quality (NO2) in operational traffic. concentrations; no area of poor air breach of quality. Objective caused). Change in air Insignificant. Partitioning of None. Insignificant. quality due to platforms, regular emissions from tunnels sweeping. Vent Shafts
299 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
5.14 Route Window C13: Pudding Mill Lane Portal
5.14.1 Overview
(i) General Description
Crossrail’s twin-bore tunnels will pass between the A11, Bow Road and under the River Lea at a depth of about 17 m from street level, before emerging from the ground near Pudding Mill Lane. Other elements of the scheme in this route window include a replacement Docklands Light Railway (DLR) station and some realignment of existing railway. North of Bow Road, the alignment runs roughly parallel with the DLR corridor towards Pudding Mill Lane station. From Pudding Mill Lane station the alignment shares the existing surface railway corridor to the east. There are substantial enabling works including sewer diversions.
The main temporary features will be the Bow Midland Yard worksite to the north of the alignment and the Pudding Mill Lane worksite to the south.
Between Bow Road and the River Lea, Crossrail lies within LB Tower Hamlets. To the east of the River Lea, Crossrail lies within LB Newham. This route window covers a highly built- up residential area in its western part, while the remainder consists of industrial areas, extensive railway lands and the north-south corridors of a number of rivers including the River Lea, the City Mill River, the Waterworks River and the Bow Back River. The DLR and Great Eastern Main Line (GEML) run east-west through the route window. The A12 Blackwall Tunnel Approach Road is to the west with the A11 Bow Road and A118 High Street to the south.
The permanent infrastructure lies in a busy transport corridor. This results in high levels of railway and road traffic noise and poor air quality. The heritage of the area is evident in the conservation areas and the listed buildings that lie to the west of the River Lea. Historic and archaeological remains are likely to survive in the area. Numerous areas of local ecological importance lie within or near the worksites. Railway activities are likely to have left a legacy of contamination.
300 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
Figure 5-15: Location plan of Pudding Mill Lane portal
(ii) Permanent Works
Permanent works will consist of:
• Pudding Mill Lane portal, covered ramp and cut and cover box;
• a new Pudding Mill Lane DLR station and alignment on viaduct;
• re-alignment of the westbound (up line) electric track of the GEML;
• twin-bore tunnels; and
• permanent closure of Pudding Mill Lane to road traffic and the opening up of Marshgate Lane to road traffic;
• EIP and escape facilities will at the portal.
Twin-bore Tunnels
Two 6 m diameter twin-bore tunnels will be constructed with the rails at a depth of approximately 17 m (eastbound) and 19 m (westbound) below street level.
Pudding Mill Lane Portal, Ramp and Cut and Cover Box
The site is located between the River Lea in the west and Marshgate Lane in the east. The twin-bore tunnel emerges at the tunnel eye, immediately east of the River Lea, from where a
301 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV ramp will rise through a cut and cover box to a portal and up to the track level of the GEML west of the DLR station.
Changes to the DLR
The DLR will be realigned between the bridge over the River Lea and City Mill River to accommodate the Crossrail running lines and the ramp into the tunnel. The existing Pudding Mill Lane station will be demolished and a replacement will be constructed south of the existing structure. The new station will have side platforms and will be longer than the existing station to allow the future use of three-car trains on the DLR.
Changes to the GEML
The line currently used by westbound One Great Eastern ‘Metro’ services will be realigned to the south between City Mill River and the bridge over the River Lea. It will cross the Crossrail lines where the Crossrail lines are in the cut and cover box.
(iii) Construction Works
Duration of Works
The construction of the Pudding Mill Lane tunnel portal will take about four years and three months to complete. This includes the period that will be required for the tunnel works and modifications to the DLR and the GEML.
Enabling Works
The following works will be undertaken on or in the vicinity of the Pudding Mill Lane and Bow Midland Yard worksites, prior to the main construction period:
• diversion of the Wick Lane and Hackney to Abbey Mills Sewers ;
• protection of Northern Outfall sewer;
• diversion of high-voltage underground cables between the River Lea and Pudding Mill Lane, along Barbers Road;
• diversion of high-voltage underground cables along the River Lea towpath;
• relocation of an electricity pylon and diversion of associated high voltage overhead line located to the east of the City Mill River
• diversion of utilities in and around Barbers Road, Pudding Mill Lane, Marshgate Lane and City Mill River; and
• road works including lowering of Marshgate Lane.
302 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
The Crossrail alignment of the running tunnels at Pudding Mill Lane will require diversion of the Hackney to Abbey Mills and Wick Lane sewers into a single sewer. The diverted sewer also runs into Route Window C13A. This sewer will be diverted to the east from the rear of flats 31-69 on Baldock Street eastwards via intermediate shafts to the Thames Water site at Abbey Mills.
It will travel north eastwards to a shaft located in the Heron Industrial Estate, then eastwards to a site located next to the junction of Marshgate Lane and Pudding Mill Lane before passing beneath Claypole Road where a further shaft will be located in the Green. The diversion will terminate at a new pumping station located at the Thames Water Abbey Mills site.
There will also be a new shaft constructed on the Hackney to Abbey Mills sewer adjacent to the Blackwall Tunnel Northern Approach road to enable the construction of a headwall on that sewer. Further, there will be alterations to an existing manhole on the Wick Lane sewer located in the Blackwall Tunnel Northern Approach road, also to enable the construction of a headwall on that sewer.
The electricity cable that lies beneath the towpath on the east bank of the River Lea will require a new support bridge to prevent damage from the construction of the Crossrail tunnels. The bridge will not be visible on the surface after completion of the construction works.
At the Pudding Mill Lane and Bow Midland Yard worksites, the following structures will be demolished in order to accommodate the works:
• Units 1 to 9, Heron Industrial Estate, Barbers Road;
• Unit 1, Heron Industrial Estate, Bridgewater Road;
• 8 Barbers Road;
• Unit 1, 50b Marshgate Lane;
• 22, 47, 51 and 53 Marshgate Lane;
• the forecourt of 20 Marshgate Lane;
• Marlborough House, Unit C The Gatehouse and Capital Print and Display, all on Barbers Road;
• BBL building, Cooks Road;
• Kierbeck Coil Compound, Pudding Mill Lane;
• the DLR bridge; and
• buildings within the Bow Midland Yard worksite.
Mobilisation and site clearance at both of the worksites will be carried out simultaneously over a period of three months. Sections of Barbers Road, Marshgate Lane, Pudding Mill
303 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
Lane and strips of industrial land to the east of City Mill River and to the south of Barbers Road will be cleared to allow DLR realignment works to proceed. These road works and the demolitions will be carried out over a period of three months.
Main Works
The main construction works for the portal and tunnel fit out will proceed across three main sites, namely:
• Pudding Mill Lane worksite;
• Bow Midland Yard worksite; and
• Bow Midland Yard worksite west.
• The main construction works will proceed as set out below.
Tunnelling and Portal Works
The Pudding Mill Lane worksite immediately to the east of the River Lea forms the main site for the construction of the TBM launch chamber for the tunnel drives to Whitechapel and the cut and cover tunnel box. All of these works will take a total of about three years to complete.
Construction of a piled ‘protection box’ will be carried out within the River Lea to allow tunnel excavation under the river, taking approximately nine months. The TBM shaft and assembly area will be constructed on the eastern banks of the River Lea over a period of twelve months. From here, the TBMs will start the tunnel drives, passing under the River Lea to Whitechapel taking approximately 14 months. The lower part of the ramp will be a box structure of concrete floor and roof between piled walls. The section of ramp between Pudding Mill Lane and Marshgate Lane will be constructed on piles with reinforced concrete walls.
Materials Handling Works
Due to the constraints of the Pudding Mill Lane worksite, additional worksites north of the GEML are required to handle the materials associated with the portal construction and tunnel drives.
Bow Midland Yard worksite west has therefore been identified for the delivery and storage of concrete tunnel segments. The tunnel lining segments will be delivered by rail and stored at the site. Movement of segments from Bow Midland Yard worksite west to the tunnel access shaft will be by lorry.
Excavated material from the tunnel works will be transferred by conveyor to Bow Midland Yard worksite, where it will be removed by rail.
304 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
Mobilisation of excavated material stockpiling and train loading facilities at Bow Midland Yard worksite and the tunnel segment storage at Bow Midland Yard worksite west will take place over a period of approximately five months. The sites will then be operational for the duration of the tunnel drives.
DLR and GEML Works
All of these works will take a total of three years and eleven months to complete, and be undertaken from the Pudding Mill Lane worksite. The section of realigned DLR track and the new DLR station will run predominantly on a new elevated viaduct, which will take 12 months to construct.
Works will commence with station construction followed by installation of the viaduct structures. Once the DLR bridge work is completed and the DLR diverted onto the new track, bridges over the City Mill River, Marshgate Lane and Northern Outfall Sewer will be constructed for the new Crossrail track and the realigned GEML London bound electric line. Each of these bridges will take between 8 and 10 months to complete. Construction of the bridges over Marshgate Lane and the Northern Outfall sewer will be completed using steel plate girder structures. The City Mill River bridge will be constructed in situ over an 11 month period using a concrete tunnel portal frame structure beneath the bridge. The working area at the City Mill River would temporarily extend into the river leaving a 5 m wide navigation channel. An option for a temporary culvert is also being considered.
Construction Plant
Plant at the tunnelling worksites will include piling and drilling rigs, cranes, excavation equipment, hydraulic breakers, hand held air tools, compressors, ventilation equipment, generators, concrete and grout pumps.
Worksites and Access
The locations of the three worksites are described below.
• Pudding Mill Lane worksite: This will be located immediately southeast of a section of the Great Eastern Main Line embankment. The worksite encompasses the Pudding Mill Lane DLR station, the northern section of the Heron Industrial Estate, Barbers Road and parts of Cooks Road, Pudding Mill Lane and Marshgate Lane.
• Bow Midland Yard worksite: This will be located to the northeast of the Pudding Mill Lane worksite. This worksite will be used for excavated material stockpiling and removal.
• Bow Midland Yard worksite west: This will be located to the northwest of the Pudding Mill Lane worksite, to the west of River Lea. This worksite will be used for delivery and storage of concrete tunnel lining segments.
Road access to the Pudding Mill Lane and Bow Midland Yard worksites will be from Bow Roundabout via the A118 High Street and Marshgate Lane.
305 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
The River Lea and City Mill River towpaths will be temporarily closed for specific periods during construction works, such as during the service diversions and during the bridge works.
Approximately 60 lorries in total per day will access the worksites during the peak construction period, over about three months.
(iv) Baseline Air Quality
This Route Window is located within the London Boroughs of Newham and Tower Hamlets and is within an Air Quality Management Area (AQMA) that extends across the whole of the Borough of Tower Hamlets. AQMAs have also been designated along the major roads within the Borough of Newham although these are not within the Route Window. The AQMAs have been designated because the Air Quality Objectives for NO2 and PM10 are not expected to be achieved. Although the AQMAs extend across the majority of the Route Window, the principal source of these two pollutants is road traffic with maximum concentrations located near to busy roads.
Annual mean ambient background concentrations of NO2, PM10 and NOx within this Route Window are, and are expected to be, as per the table below. Concentrations in 2003 are presented for context. Baseline Objective 2003 2007 2010 2016 2003 2007 2010 2016
NOX 75 66 57 45 - - - -
NO2 38 35 31 27 40 40 40 40
PM10 24 23 21 20 40 40 23* 23*
* The proposed provisional PM10 objective for London to be achieved by 2010 is 23 µg/m³. (all concentrations in µg/m³) Source: National Air Quality Information Archive at www.airquality.co.uk
(v) Construction Phase: Local Air Quality
In 2007, the ambient background NO2 concentration in Route Window C13 will breach the Air
Quality Objective of 40µg/m³ on 10 of the 33 roads. NO2 concentrations derived from construction traffic in this Window are predicted to contribute less than 1µg/m³ and will not cause additional breaches of the Objective.
Ambient background PM10 concentrations within Route Window C13 will be less than 70% of the Air Quality Objective Value of 40µg/m³ in 2007. PM10 concentrations derived from construction traffic within this window are predicted to contribute less than 1µg/m³ and remain within the Objective Value.
Ambient background PM10 concentrations within Route Window C13 are expected to breach the provisional Air Quality Objective Value of 23µg/m³ on most of the roads in 2007, the first year of construction. Crossrail construction traffic would cause one additional breach. This
Objective Value may be implemented in 2010 when the ambient background PM10 concentration, in the absence of traffic, is expected to be 21µg/m³.
306 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
The modelling has found that construction activities associated with the worksites in route window C13 are not predicted to contribute significantly to ambient background air pollution concentrations.
There is one potential exception to this. On Barbers Road a contribution of 17.9 % increase in construction traffic due to the project is sufficient for this predicted air quality to change from being marginally below the objective level (without Crossrail) to marginally above the objective level (with Crossrail). This is, however, an increase in PM10 concentrations of only 5µg/m3. Background concentrations used in this assessment will be less than those existing at the roadside and hence the PM10 objective is likely to already be breached along this road when considering roadside concentrations.
Planning permission has been granted for the demolition of a hostel and construction of two 5 storey residential blocks. The development is within 150 m of both the Isle of Dogs and Billingsgate Tier 3 high risk Worksites. Permission has also been granted for construction of a 9 storey residential development within 150 m of Pudding Mill Lane Tier 3 high risk dust boundary. A third development comprising demolition and construction of student accommodation is also planned within this Route Window.
If these developments generate significant construction traffic, cumulative air quality impacts are possible. If the developments are completed prior to Crossrail construction the impact of Crossrail construction on the additional residential receptors should be considered.
(vi) Alternative Scenario
An alternative has been considered in Route Window C13 which allows for Pudding Mill Lane Worksite being used for construction works associated with the 2012 Olympics. A separate construction traffic assessment has been carried out for this option as an alternative scenario assessment. Results differ slightly from those in Section (ii) above; only insofar as there would not be any additional predicted breach of the 2010 PM10 objective.
(vii) Operational Phase: Traffic Impacts on Local Air Quality
Route Window C13 has not been assessed in terms of operational impacts. Operational traffic data have not been compiled for the Baseline or ‘with Crossrail’ case in 2016 as it is not anticipated that the operation of Crossrail in Route Window C13 are expected to present any change to the Baseline in terms of traffic movements.
5.14.2 Construction Phase: Nuisance Dust
There is one dust boundary in Route Window C13, Pudding Mill Lane Worksite, which incorporates Pudding Mill Lane portal, Pudding Mill Lane worksite and Bow Midland Yard worksite. Table 5-27 summarises the total receptor counts for the Pudding Mill Lane worksites.
307 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
Table 5-27: Pudding Mill Lane Worksite
No of receptors Total 20 m 50 m 100 m 150 m Residential 0 21 85 427 Care homes 0 0 0 0 Educational 0 0 0 1 Hospitals 0 0 0 0 Designated areas 1 0 0 0 Other 24 37 105 71 Total 25 58 190 499 Weighting 4 3 2 1 Weighted total 100 174 380 499 1153 Construction Dust Weighted Activity raising Weighting Duration dust raising potential potential demolition, high 3 60 180 excavation, materials handling construction medium 2 37 74 Weighted total 254 Worksite score 292 862 Refer to Methodology Section 2.5 and Figure 1E0320-C1E00-E01-F-00014 (Volume III).
There is one educational establishment located within the dust boundaries in Route Window C13, the Queen Mary College, Faculty of Engineering. There is also a designated area, Grovehall Park and playground.
With reference to the route-wide assessment (Section 3) the overall worksite rating for dust nuisance potential is:
• Pudding Mill Lane. The dust risk score for this site is over 200,000 and therefore there is a high potential for dust nuisance. Tier 3 mitigation measures will be required (refer to Section 9).
Within this Route Window, planning permission has been granted for the demolition of a hostel and construction of two 5 storey residential blocks. The development is within 150 m of both the Isle of Dogs and Billingsgate Tier 3 high risk Worksites. Permission has also been granted for construction of a 9 storey residential development within 150 m of Pudding Mill Lane Tier 3 high risk dust boundary. A third development comprising demolition and construction of student accommodation is also planned within this Route Window.
If these developments generate significant demolition/construction dust, cumulative air quality impacts are possible. If the developments are completed prior to Crossrail construction, the impact of Crossrail construction on the additional residential receptors should be borne in mind.
308 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
5.14.3 Alternative Scenario
An alternative worksite has been considered in Route Window C13 which allows for Pudding Mill Lane Worksite being used for construction works associated with the 2012 Olympics. The alternative worksite is an extension of Bow Midland Yard Worksite and is known as Bow Midland Yard West Worksite. A separate nuisance dust assessment has been carried out for this worksite as an alternative scenario assessment for the alternative worksites.
Table 5-28: Bow Midland Yard West (Pudding Mill Lane Worksite Scenario Assessment)
No of receptors Total 20 m 50 m 100 m 150 m Residential 2 29 154 509 Care homes 0 0 0 0 Educational 0 0 0 1 Hospitals 0 0 0 0 Designated areas 1 0 0 0 Other 19 24 49 36 Total 22 53 203 546 Weighting 4 3 2 1 Weighted total 88 159 406 546 1199 Construction Dust Weighted Activity raising Weighting Duration dust raising potential potential demolition, high 3 60 180 excavation, materials handling construction medium 2 37 74 Weighted total 254 Worksite score 304 546
There is one educational establishment located within the dust boundaries in Route Window C13, the Queen Mary College, Faculty of Engineering. There is also a designated area, Grovehall Park and playground.
• Bow Midland Yard West. The dust risk score for this site is over 200,000 and therefore there is a high potential for dust nuisance. Tier 3 mitigation measures will be required (refer to Section 9).
Whilst the dust risk score for the alternative Bow Midland Yard West Worksite is higher than the base case Pudding Mill Lane Worksite both alternatives have a dust risk score in excess of 200,000 and therefore there is a high potential for dust nuisance. Tier 3 mitigation measures will be required (refer to Section 9) whichever alternative is adopted.
309 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
5.14.4 Utility Works
There are two utility worksite in route window C13. These works will be completed prior to commencement of the main Crossrail works. These worksites are therefore considered with no reference to overlaps with the Pudding Mill Lane Worksite. The two utilities worksites are Heron Industrial Estate which incorporates Wick Lane and Blackwall Tunnel Approach Road worksites and Pudding Mill Lane TBM shaft. The worksites overlap and adjustments are therefore required to the receptor counts. Table 5-28 and 5-29 summarise the total receptor count for the advanced works utilities worksites.
Table 5-29: Heron Industrial Estate and associated utility worksites
No of receptors Total 20 m 50 m 100 m 150 m Residential 32 39 62 82 Care homes 0 0 0 0 Educational 0 0 0 0 Hospitals 0 0 0 0 Designated areas 0 0 0 1 Other 7 9 25 39 Total 39 48 87 122 Weighting 4 3 2 1 Weighted total 156 144 174 122 596 Construction Dust Weighted Activity raising Weighting Duration dust raising potential potential excavation, high 3 11 33 materials handling construction low 1 12 12 Weighted total 45 Worksite score 26820 Refer to Methodology Section 2.5 and Figure 1E0320-C1E00-E01-F-00014 (Volume III).
310 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
Table 5-30: Pudding Mill Lane utility worksite
No of receptors Total 20 m 50 m 100 m 150 m Residential 0 0 220 3 Care homes 0 0 0 0 Educational 0 0 0 0 Hospitals 0 0 0 0 Designated areas 0 0 0 0 Other 3 15 16 13 Total 3 15 236 16 Weighting 4 3 2 1 Weighted total 12 45 472 16 545 Construction Dust Weighted Activity raising Weighting Duration dust raising potential potential excavation, high 3 3 9 materials handling construction low 1 2.5 2.5 Weighted total 11..5 Worksite score 6268 Refer to Methodology Section 2.5 and Figure 1E0320-C1E00-E01-F-00014 (Volume III).
With reference to the route-wide assessment (Section 3) the overall worksite rating for dust nuisance potential is:
• Heron Industrial Estate utilities site. The dust risk score for this site is between 10,000 and 200,000 and therefore there is a medium potential for dust nuisance. Tier 2 mitigation measures will be required (refer to Section 9).
• Pudding Mill Lane utilities site. The dust risk score for this site is below 10,000 and therefore there is a low potential for dust nuisance. Tier 1 mitigation measures will be required (refer to Section 9).
5.14.5 Operational Phase: Vent Shaft Emissions
There are no vent shafts in Route Window C13.
311 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
5.14.6 Route Window Impact Summary Tables
Route Window C13 - Temporary Impacts Works & Significance Committed Residual Impact potential Mitigation Description Significance impacts Deterioration in Insignificant Recommended Marginal Insignificant as ambient NO2 due (<1.9 % increase construction deterioration in temporary to construction on baseline practice (Section air quality (NO2) marginal increase. traffic – all other concentrations; no 9). Minimisation of for duration of routes. breach of Objective lorry export (use of construction. caused). rail). Deterioration in Insignificant Recommended Marginal Insignificant as ambient PM10 (<0.2 % increase construction deterioration in temporary due to on baseline practice (Section air quality marginal increase. construction concentrations; no 9). Minimisation of (PM10) for traffic – all routes. breach of current lorry export (use of duration of Objective caused). rail). construction. Medium potential Significant but Recommended The application Insignificant. dust nuisance. temporary (rated construction of the mitigation Potential for medium for dust practice/ mitigation measures nuisance is potential). The measures (Section should minimise temporary. potential for dust 9). this issue and nuisance will exist manage the but will be residual risk of controlled by nuisance mitigation issues. measures.
Route Window C13 - Permanent Impacts Works & Significance Committed Residual Impact potential Mitigation Description Significance impacts Change in Insignificant (no None necessary. No change. Insignificant. ambient NO2 and change in
PM10 due to baseline operational traffic. concentrations).
312 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
5.15 Route Window C13a: Abbey Mills
5.15.1 Overview
(i) General Description
The works in this route window, which is located in LB Newham, comprise the diversion of the Hackney to Abbey Mills and Wick Lane sewers, as a result of alignment of the Crossrail running tunnels at Pudding Mill Lane (Route Window C13). The works will take approximately fifteen months to complete.
The works will involve two shafts, one of which is required for the insertion or recovery of a TBM; the other shaft is for access during and after the works. A new pumping station will be constructed at the Abbey Mills site. Material, including excavated material, will be transported by road.
The main construction plant to be used at the worksite will include cranes, excavators and mechanical breakers.
Construction of the intermediate access shaft will take approximately five months. Construction work is confined to normal hours but pumps will run continuously during construction of the shaft.
Construction of the shaft for the TBM access will take 13 months and 24-hour working will be required during the driving of the tunnel but excavated material will only be removed from site during normal working hours. During the last six-months of this work, a new pumping station will also be constructed at the site. At the end of the 13-month construction phase, there will be a two-month commissioning period before the pumping station is fully operational.
During the peak period of construction, the number of lorries accessing the worksites will be about 10 per day.
The worksite for the intermediate access shaft is located in a residential area on an open space lying between Claypole Road and Leggatt Road. The worksite for the launch of the TBM is located within the site occupied by Thames Water Utilities Limited existing Abbey Mill Pumping Station. Historic and archaeological remains are likely to survive in these areas.
313 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
Figure 5-16: Location plan of Abbey Mills worksite
(ii) Baseline Air Quality
This Route Window is located within the London Borough of Tower Hamlets and is within an Air Quality Management Area (AQMA) that extends across the whole of the borough. The
AQMAs have been designated because the Air Quality Objectives for NO2 and PM10 are not expected to be achieved. Although the AQMAs extend across the majority of the Route Window, the principal source of these two pollutants is road traffic with maximum concentrations located near to busy roads.
Annual mean ambient background concentrations of NO2, PM10 and NOx within this Route Window are, and are expected to be, as per the table below. Concentrations in 2003 are presented for context. Baseline Objective 2003 2007 2010 2016 2003 2007 2010 2016
NOX 75 66 57 45 - - - -
NO2 38 35 31 27 40 40 40 40
PM10 24 23 21 20 40 40 23* 23*
* The proposed provisional PM10 objective for London to be achieved by 2010 is 23 µg/m³. (all concentrations in µg/m³) Source: National Air Quality Information Archive at www.airquality.co.uk
(iii) Construction Phase: Local Air Quality
In 2007, the ambient background NO2 concentration in Route Window C13a will not breach the Air Quality Objective of 40µg/m³ on any of the roads assessed. NO2 concentrations
314 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV derived from construction traffic in this Window are predicted to contribute less than 1µg/m³ and will not cause additional breaches of the Objective.
Ambient background PM10 concentrations within Route Window C13a will be less than 70% of the Air Quality Objective Value of 40µg/m³ in 2007. PM10 concentrations derived from construction traffic within this window are predicted to contribute less than 1µg/m³ and remain within the Objective Value.
Ambient background PM10 concentrations within Route Window C13a are expected to breach the provisional Air Quality Objective Value of 23µg/m³ on two of the roads in 2007, the first year of construction. Crossrail construction traffic would not cause any additional breach. This Objective Value may be implemented in 2010 when the ambient background
PM10 concentration, in the absence of traffic, is expected to be 21µg/m³.
(iv) Operational Phase: Traffic Impacts on Local Air Quality
Route Window C13a has not been assessed in terms of operational impacts. Operational traffic data have not been compiled for the Baseline or ‘with Crossrail’ case in 2016 as it is not anticipated that the operation of Crossrail in Route Window C13a are expected to present any change to the Baseline in terms of traffic movements.
5.15.2 Construction Phase: Nuisance Dust
There are no dust boundaries in Route Window C13a, with the exception of those relating to utilities (refer to section 5.14.4 below).
5.15.3 Utility Works
There are 2 dust boundaries in Route Window C13a, both relating to utilities. The dust boundaries of the two Route Windows overlap and therefore need adjustment to the receptor counts. Table 5.31 and Table 5.32 summarise the total receptor counts for the worksites.
315 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
Table 5-31: Wick Lane Sewer Diversion Worksite
No of receptors Total 20 m 50 m 100 m 150 m Residential 114 76 146 38 Care homes 0 0 0 0 Educational 0 0 0 0 Hospitals 0 0 0 0 Designated areas 0 0 0 0 Other 0 1 13 13 Total 114 77 159 51 Weighting 4 3 2 1 Weighted total 456 231 318 51 1056 Construction Dust Weighted Activity raising Weighting Duration dust raising potential potential demolition, excavation, High 3 3 9 materials handling construction low 1 2 2 Weighted total 11 Worksite score 11616 Refer to Methodology Section 2.5 and Figure 1E0320-C1E00-E01-F-00014 (Volume III).
Table 5-32: Abbey Mills Sewer Diversion Worksite
No of receptors Total 20 m 50 m 100 m 150 m Residential 12 43 37 0 Care homes 0 0 0 0 Educational 0 0 0 0 Hospitals 0 0 0 0 Designated areas 0 0 0 0 Other 0 3 6 8 Total 12 46 43 8 Weighting 4 3 2 1 Weighted total 48 138 86 8 280 Construction Dust Weighted Activity raising Weighting Duration dust raising potential potential excavation, High 3 13 39 materials handling construction low 1 12 12 Weighted total 51 Worksite score 14280 Refer to Methodology Section 2.5 and Figure 1E0320-C1E00-E01-F-00014 (Volume III).
316 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
With reference to the route-wide assessment (Section 3) the overall worksite rating for dust nuisance potential is:
• Wick Lane Sewer Diversion worksite. The dust risk score for this site is between 10,000 and 200,000 and therefore there is a medium potential for dust nuisance. Tier 2 mitigation measures will be required (refer to Section 9).
• Abbey Mill Sewer Diversion worksite. The dust risk score for this site is between 10,000 and 200,000 and therefore there is a medium potential for dust nuisance. Tier 2 mitigation measures will be required (refer to Section 9).
5.15.4 Operational Phase: Vent Shaft Emissions
There are no vent shafts in Route Window C13a.
5.15.5 Route Window Impact Summary Tables
Route Window C13a - Temporary Impacts Works & Significance Committed Residual Impact potential Mitigation Description Significance impacts Deterioration in Insignificant Recommended Marginal Insignificant as ambient NO2 due (<0.1 % increase construction deterioration in temporary to construction on baseline practice (Section air quality (NO2) marginal increase. traffic – all routes. concentrations; no 9). Minimisation of for duration of breach of Objective lorry export (use of construction. caused). rail). Deterioration in Insignificant Recommended Marginal Insignificant as ambient PM10 (<0.1 % increase construction deterioration in temporary due to on baseline practice (Section air quality marginal increase. construction concentrations; no 9). Minimisation of (PM10) for traffic – all routes. breach of current or lorry export (use of duration of proposed Objective rail). construction. caused). Medium potential Significant but Recommended The application Insignificant. dust nuisance temporary (rated construction of the mitigation Potential for from utilities medium for dust practice/ mitigation measures nuisance is potential). The measures (Section should minimise temporary. potential for dust 9). this issue and nuisance will exist manage the but will be residual risk of controlled by nuisance mitigation issues. measures.
317 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
6 Environmental Baseline & Assessments of Impacts – Stratford to Shenfield
6.1 Overview of Crossrail works in Northeastern Route Section
This Section describes the northeastern route section of Crossrail, which runs from Stratford to Shenfield, as illustrated below.
Figure 6-1: Orientation Diagram of the Northeastern Route Section
6.1.1 Permanent Works
Crossrail services within the northeastern route section will run on the existing electric suburban tracks of the Great Eastern Mail Line (GEML). Little new rail alignment will be created, although new track will be required to provide a freight loop between Goodmayes and Chadwell Heath in order to replace an existing loop at Manor Park, which will be removed. Also, the reconstruction of Shenfield station will be undertaken as well as new junction works at Ilford.
Crossrail will require new or extended platforms at several stations in order to accommodate its 200 m long trains. At Romford and Ilford, new station buildings and other facilities will be provided as well.
Crossrail’s other major facility on this line is a new depot and stabling sidings to the west of Romford station and south of the GEML. This is linked to the eastbound and westbound Crossrail running lines by a dive-under (rail underpass) enabling Crossrail trains to access the depot without hindering services on the main lines. Stabling sidings will also be provided on re-modelled existing sites at Gidea Park and Shenfield. New sidings will be constructed at
317 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
Aldersbrook (near Ilford) to facilitate fit-out of the Crossrail tunnels, and at Pitsea for disposal of excavated material.
6.1.2 Construction Works
Platform extensions, which will be undertaken at several stations, will involve:
• break out and removal of existing surfaces and ramps;
• excavation of foundations to about 1 m depth;
• construction of platforms either using crosswalls and pre-cast concrete planks, using a proprietary system or traditional construction;
• fitting of reinforced concrete screed, pre-cast concrete copings, tactile strips and the levelling of the surface;
• adjustment of track alignments, if required; and
• modifications to OHLE and signalling as necessary.
• Proprietary platform extension systems may be used. These may vary with the construction activities.
• Subject to possession planning requirements and excluding final commissioning, platform extensions will generally take between one and three months to complete.
Construction methods for each of the works are described in their route window; for example, with respect to construction of station buildings, stabling facilities and grade separated crossings. The construction works, where they take place on or near to the railway, may need to be undertaken during ‘possessions’, when the railway is closed to normal passenger and freight services. These possessions generally take place at night, at weekends or over public holidays. Where time periods for the works are given in this chapter, they may be subject to alteration to accommodate possession planning requirements (ie times to be negotiated with the train operating companies and Network Rail, when the works can be undertaken during temporary closure of the railway) and final commissioning, which may need to be completed for the corridor as a whole.
Enabling works will be required prior to the main construction works. These may take up to 12 months at each site, although at locations where only minor enabling works are required the durations of these works could be much shorter.
6.1.3 The Route Windows
The scale of the works along the route varies. Relatively minor works, such as station platform extensions, will take place in some route windows with more substantial works, such as the development of Romford depot, taking place in others. Table 6.1 summarises the main works (excluding enabling works) that will take place in the northeastern section. Those route windows containing the more substantial works are highlighted with shading.
318 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
The level of detail that is reported in subsequent sections for route windows NE1 to NE17 and R1 is commensurate with the extent of works that is proposed in each of these route windows.
319 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
Table 6-1: Main Construction Works in the Northeastern Route Section
Route Window Crossrail Worksites Permanent Local Authority Start Point End Point Station Project Works/Features NE1 Stratford Stratford Stratford Station Worksite - LB of Newham Biggerstaff Carnarvon Station Road Road NE2 Forest Gate Forest Gate Forest Gate Station Worksite West - LB of Newham Carnarvon Balmoral Station Forest Gate Station Worksite East Road Road NE3 Manor Park Manor Park Manor Park Station Worksite - LB of Newham Balmoral Glocester Station Road Road NE4 Ilford Station Ilford Ilford Station Worksite North - LB of Newham Glocester Hainault Ilford Station Worksite South LB of Redbridge Road Street Aldersbrook Sidings Worksite NE5 Seven Kings Seven Kings Seven Kings Worksite - LB of Redbridge Hainault St. Albans Station Street Road NE6 Goodmayes Goodmayes Goodmayes Station Worksite - LB of Redbridge St. Albans Wadeville Station Chadwell Heath Loop Worksite West LB of Barking & Road Avenue Dagenham NE7 Chadwell Chadwell Chadwell Heath Station Worksite - LB of Redbridge Wadeville Whalebone Heath Heath Chadwell Heath Loop Worksite East LB of Barking & Avenue Lane South Station Dagenham NE8 Romford - Romford Diveunder Worksite North - LB of Barking Whalebone Sheringham Depot (West) Romford Diveunder Worksite South and Dagenham Lane South Avenue Romford Gas Pipeline Worksites LB of Havering NE9 Romford Romford Romford Route Control Centre Worksite Romford Depot LB of Havering Sheringham Carlisle Road Station & Romford Depot Worksite Avenue Depot (East) Romford Station Worksite West Romford Station Exchange Street Worksite Romford Station Worksite South Romford Station Worksite North
320 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
Route Window Crossrail Worksites Permanent Local Authority Start Point End Point Station Project Works/Features NE1 Gidea Park Gidea Park Gidea Park Station Worksite - LB of Havering Carlisle Road Upper 0 Station Brentwood Road NE1 Gidea Park - Gidea Park Sidings Worksite Gidea Park LB of Havering Upper Briars Walk 1 Stabling Stabling Sidings Brentwood Sidings Road NE1 Harold Wood Harold Wood Harold Wood Station Worksite - LB of Havering Briars Walk Harold Court 2 Station Road NE1 LB Havering - - - LB Havering Harold Court M25 3 / Brentwood Brentwood Road BC Borough Council NE1 Brook Street - - - Brentwood M25 Kavanaghs 4 Borough Council Road NE1 Brentwood Brentwood Brentwood Station Worksite - Brentwood Kavanaghs Seven 5 Station Borough Council Road Arches Road NE1 Thrift Wood - - - Brentwood Seven Woodway 6 Borough Council Arches Road NE1 Shenfield Shenfield Shenfield Station Worksite - Brentwood Woodway Brentwood 7 Station Shenfield Sidings Worksite Borough Council Long Ridings School R1 Pitsea - Pitsea Worksite - Basildon District Council
321 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
6.2 Route Window NE1: Stratford Station to Maryland Station
6.2.1 Overview
(i) General Description
The main works in this route window, which is located in the London Borough of Newham, will involve ensuring that platform five is suitable for use by Crossrail trains. The works will involve the widening of platform five, which forms part of island platform three/four/five. Some refurbishment works, in addition to the fitting out of new platform furniture, will also be undertaken on the platforms. Overall, the construction works will take approximately four months to complete.
The current platform four (used by the DLR services) will be filled in to provide more space on platform five, the westbound Crossrail platform. DLR is constructing a new platform arrangement for its services and has planning permission for these works (received September 2004). The new DLR platform arrangements will be in place by 2006.
The works at Stratford station will be carried out within the existing railway corridor at the eastern end of the station from sections of the existing platform three/four/five. In addition, there will be a site adjacent to the current station track that will be used for storage. Plant and materials for platform construction will be delivered by both rail and road. Excavated materials will be removed by road or rail.
The main construction plant to be used at the worksite will include cranes, excavators, piling rigs and mechanical breakers. Construction traffic will access the worksite via the station access point from Meridian Square, off Great Eastern Road (A11).
Approximately four lorries in total per day will access the worksites during a three week peak construction period. At other times the worksite will typically be served by one lorry per day.
The area around the station comprises a large area of railway land to the north of Stratford station, which is currently the main Channel Tunnel Rail Link (CTRL) worksite. Other parts of the route window are relatively built-up, with industrial areas to the southwest and residential areas to the east.
322 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
Figure 6-2: Location Plan of Stratford Station
During the construction phase the activities in Route Window NE1 include those associated with track removal, platform widening and in-filling of a bay to enable relocation of existing structures (waiting rooms, seating etc.) at either Docklands Light Railway’s Stratford Station or Maryland Station. Route Window NE1 contains the Stratford Station Worksite. During the operational phase the primary Crossrail feature in this Route Window is the presence of Stratford and Maryland Stations.
(ii) Baseline Air Quality
This Route Window is located within the London Borough of Newham and is very close to a network of Air Quality Management Areas (AQMAs) extending throughout the entire Borough in the vicinity of major roads. The AQMAs have been designated because the Air Quality
Objectives for NO2 and PM10 may not to be achieved. The principal source of these two pollutants is road traffic with maximum concentrations located near to the roads around which AQMAs have been designated.
Annual mean ambient background concentrations of NO2, PM10 and NOx within this Route Window are, and are expected to be, as per the table below. Concentrations in 2003 are presented for context. Baseline Objective 2003 2007 2010 2016 2003 2007 2010 2016
NOX 72 64 55 44 - - - -
NO2 37 34 31 26 40 40 40 40
PM10 24 23 21 20 40 40 23* 23*
* The proposed provisional PM10 objective for London to be achieved by 2010 is 23 µg/m³. Outside of London, the proposed provisional objective also to be achieved by 2010 is 20 µg/m³.
323 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
(all concentrations in µg/m³) Source: National Air Quality Information Archive at www.airquality.co.uk
(iii) Construction Phase: Traffic Impacts on Local Air Quality
In 2007, the ambient background NO2 concentration in Route Window NE1 will breach the Air Quality Objective of 40µg/m³ on 7 of the 15 roads. NO2 concentrations derived from construction traffic in this Window are predicted to contribute less than 1µg/m³.
Ambient background PM10 concentrations within Route Window NE1 will be less than 70% of the Air Quality Objective Value of 40µg/m³ in 2007. PM10 concentrations derived from construction traffic within this window are predicted to contribute less than 1µg/m³ and remain within the Objective Value.
Ambient background PM10 concentrations within Route Window NE1 are expected to breach the provisional Air Quality Objective Value of 23µg/m³ on most of the roads in 2007, the first year of construction, both with or without Crossrail. This Objective Value may be implemented in 2010 when the ambient background PM10 concentration, in the absence of traffic, is expected to be 23µg/m³.
The modelling has found that construction activities associated with the worksite in Route Window NE1 will not contribute significantly to ambient background air pollution concentrations.
(iv) Operational Phase: Traffic Impacts on Local Air Quality
The screening process applied to operational traffic data for Route Window NE1 did not identify any road link that exhibits a change in traffic flows of greater than 5 % during the operational phase of Crossrail. 3 of the 10 links within Route Window NE1 are expected to exhibit an increase in traffic flow in 2016 as compared to the 2016 Baseline case, however, the increase is less than 2.5 %.
In 2016, ambient background NO2 concentrations in Route Window NE1 are expected to be within the Air Quality Objective of 40 µg/m³ on all roads, and less than 70 % of the Objective
Value on two roads. NO2 concentrations resulting from operational traffic as a result of Crossrail are predicted to contribute less than 0.1 µg/m³ as compared to the Baseline in 2016. Crossrail operations will not cause additional breach of the objective on any road.
Ambient background PM10 concentrations within Route Window NE1 are expected to be less than 70 % of the Air Quality Objective Value of 40 µg/m³ in 2016. PM10 concentrations derived from operational traffic due to Crossrail within this window are not predicted to cause any increase in total concentrations.
Ambient background PM10 concentrations within Route Window NE1 are expected to be approximately 80% of the provisional Air Quality Objective Value of 23µg/m³ on all roads in
2016, both with or without Crossrail. In 2016 the ambient background PM10 concentration, in the absence of traffic, is expected to be 20µg/m³. The provisional Objective Value may be implemented in 2010.
Increase in pollutant concentrations in 2016 within this Route Window will not be significant.
324 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
6.2.2 Construction Phase: Nuisance Dust
There is one dust boundary in Route Window NE1; Stratford Station which incorporates the station site and the work compound. Therefore adjustment for cumulative impacts is required. This dust boundary does not overlap with any other dust boundary and therefore no adjustment for cumulative impacts is required. Table 6-2 summarises the total receptor counts.
Table 6-2: Stratford Station
No of receptors Total 20 m 50 m 100 m 150 m Residential 0 22 201 261 Care homes 0 0 0 0 Educational 0 1 0 1 Hospitals 0 0 0 0 Designated areas 0 0 0 0 Other 6 6 14 18 Total 6 29 215 280 Weighting 4 3 2 1 Weighted total 24 87 430 280 821 Construction Dust Weighting Duration Weighted Activity raising dust raising potential potential demolition, high 3 0.5 1.5 excavation construction low 1 2.25 2.25 Weighted total 3.75 Worksite score 3079 Refer to Methodology Section 2.5 and Figure 1E0320-E1E00-E01-F-00001 (Volume III).
There is an educational establishment (the Building Crafts College) and a youth centre (the Carpenters and Dockland Youth Centre) within the dust boundaries of route window NE1.
With reference to the route-wide assessment (Section 3) the overall worksite rating for dust nuisance potential is: • Stratford Station. The dust risk score for this site is below 10,000 and therefore there is a low potential for dust nuisance. Tier 1 mitigation measures will be required (refer to Section 9).
6.2.3 Utility Works
There are no utility works in this window with the potential to cause air quality impacts, either on their own or in combination with main site construction activities.
325 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
6.2.4 Operational Phase: Vent Shaft Emissions
There are no vent shafts in Route Window NE1.
6.2.5 Route Window Impact Summary Tables
Route Window NE1 - Temporary Impacts Works & Significance Committed Residual Impact potential Mitigation Description Significance impacts Deterioration in Insignificant Recommended Marginal Insignificant as ambient NO2 due (<0.1 % increase construction deterioration in temporary to construction on baseline practice (Section air quality (NO2) marginal increase. traffic – all routes. concentrations; 9). Minimisation of for duration of no breach of lorry export (use of construction. Objective rail). caused). Deterioration in Insignificant (no Recommended Marginal Insignificant as ambient PM10 increase on construction deterioration in temporary due to baseline practice (Section air quality (PM10) marginal increase. construction concentrations; 9). Minimisation of for duration of traffic – all routes. no breach of lorry export (use of construction. Objective rail). caused). Low potential Insignificant Recommended The application Insignificant. dust nuisance. (rated low for dust construction of the mitigation Potential for potential). The practice/ mitigation measures should nuisance is potential for dust measures (Section minimise this temporary. nuisance will exist 9). issue and but will be manage the controlled by residual risk of mitigation nuisance issues. measures.
Route Window NE1 - Permanent Impacts Works & Significance Committed Residual Impact potential Mitigation Description Significance impacts Change in Insignificant (<0.1 % None Marginal deterioration Insignificant. ambient NO2 due increase on baseline necessary. in air quality (NO2) in to operational concentrations; no area of poor air traffic. breach of Objective quality. caused). Change in Insignificant (no change None Very marginal Insignificant. ambient PM10 due in ambient necessary. deterioration in air to operational concentrations). quality (NO2) in area traffic. of poor air quality.
326 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
6.3 Route Window NE2: Forest Gate Station
6.3.1 Overview
(i) General Description
The main works in this route window, which is located in LB Newham, comprise platform extensions. The GEML platforms (island platforms two and three and platform one) will be extended westwards by 19 m to 205 m to accommodate 10-car Crossrail trains.
Platform works will be carried out in conjunction with track realignments and signal work. Overall, the construction works will take approximately 10 months to complete.
Works will be carried out from within the existing fenced boundary of the railway and include a small area to the south of the station for storage. This worksite will be accessed from Earlham Grove. The works will be serviced by an additional site on former railway land at the eastern end of Manor Park station. A rail-mounted crane will be used for lifting platform materials. All large items of plant will be delivered and removed by rail. Other materials will be delivered by lorries to a loading zone on Forest Lane. Excavated materials will be removed by road.
The main construction plant to be used at the worksite will include cranes, rail cranes, excavators, piling rigs and mechanical breakers.
Approximately three lorries in total per day will access the worksites during a six week peak construction period. At other times, the worksite will typically be served by one lorry per day.
The area around the station comprises a mixture of residential, commercial and light industrial use.
327 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
Figure 6-3: Location Plan of Forest Gate Station
During the construction phase the activities in Route Window NE2 include those associated with westwards lengthening of platforms on the Crossrail lines on the south side of the railway. Work would take place largely within the railway boundary, Route Window NE2 contains temporary landtake and the Forest Gate Station worksite. During the operational phase the primary Crossrail feature in this Route Window is the presence of Forest Gate Station.
(ii) Baseline Air Quality
This Route Window is located within the London Borough of Newham and is very close to a network of Air Quality Management Areas (AQMAs) extending throughout the whole Borough in the vicinity of major roads. The AQMAs have been designated because the Air Quality
Objectives for NO2 and PM10 may not be achieved. The principal source of these two pollutants is road traffic with maximum concentrations located near to the roads around which AQMAs have been designated.
Annual mean ambient background concentrations of NO2, PM10 and NOx within this Route Window are, and are expected to be, as per the table below. Concentrations in 2003 are presented for context.
328 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
Baseline Objective 2003 2007 2010 2016 2003 2007 2010 2016
NOX 71 62 54 42 - - - -
NO2 36 33 30 26 40 40 40 40
PM10 24 22 21 20 40 40 23* 23*
* The proposed provisional PM10 objective for London to be achieved by 2010 is 23 µg/m³. Outside of London, the proposed provisional objective also to be achieved by 2010 is 20 µg/m³. (all concentrations in µg/m³) Source: National Air Quality Information Archive at www.airquality.co.uk
(iii) Construction Phase: Traffic Impacts on Local Air Quality
In 2007, the ambient background NO2 concentration in Route Window NE2 will breach the Air Quality Objective of 40µg/m³ on Romford Road. NO2 concentrations derived from construction traffic in this Window are predicted to contribute less than 1µg/m³.
Ambient background PM10 concentrations within Route Window NE2 will be less than 70% of the Air Quality Objective Value of 40µg/m³ in 2007. PM10 concentrations derived from construction traffic within this window are predicted to contribute less than 1µg/m³ and remain within the Objective Value.
Ambient background PM10 concentrations within Route Window NE2 are expected to breach the provisional Air Quality Objective Value of 23µg/m³ on 8 of the 23 roads in 2007, the first year of construction, both with or without Crossrail. This Objective Value may be implemented in 2010 when the ambient background PM10 concentration, in the absence of traffic, is expected to be 22µg/m³.
The modelling has found that construction activities associated with the worksite in Route Window NE2 will not contribute significantly to ambient background air pollution concentrations.
(iv) Operational Phase: Traffic Impacts on Local Air Quality
The screening process applied to operational traffic data for Route Window NE2 did not identify any road link that exhibits a change in traffic flows of greater than 5 % during the operational phase of Crossrail. 4 of the 11 links within Route Window NE2 are expected to exhibit an increase in traffic flows in 2016 as compared to the Baseline case, however, the increase is less than 2 %.
In 2016, ambient background NO2 concentrations in Route Window NE2 are expected to be within the Air Quality Objective of 40 µg/m³ on all roads, and less than 70 % of the Objective
Value on two roads. NO2 concentrations resulting from operational traffic as a result of Crossrail are predicted to contribute less than 0.1 µg/m³ as compared to the Baseline in 2016.
329 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
Ambient background PM10 concentrations within Route Window NE2 are expected to be less than 70 % of the Air Quality Objective Value of 40 µg/m³ in 2016. PM10 concentrations derived from operational traffic due to Crossrail will not alter concentrations as compared to the Baseline in 2016.
Ambient background PM10 concentrations within Route Window NE2 are estimated to be within the provisional Air Quality Objective Value of 23µg/m³ on all roads in 2016, both with or without Crossrail. In 2016 the ambient background PM10 concentration, in the absence of traffic, is expected to be 20µg/m³. The provisional Objective Value may be implemented in 2010.
Increase in pollutant concentrations in 2016 within this Route Window will not be significant.
6.3.2 Construction Phase: Nuisance Dust
There is one dust boundary in Route Window NE2; Forest Gate Station worksite which incorporates Forest Gate Station Worksite West and Forest Gate Station Worksite East. This dust boundary does not overlap with any other dust boundary and therefore no adjustment for cumulative impacts is required. Table 6-3 summarises the total receptor counts for the Forest Gate Station worksite.
Table 6-3: Forest Gate Station Worksite
No of receptors Total 20 m 50 m 100 m 150 m Residential 7 135 228 252 Care homes 0 0 0 0 Educational 0 1 4 2 Hospitals 0 0 0 0 Designated areas 0 1 1 0 Other 22 20 17 31 Total 29 157 250 285 Weighting 4 3 2 1 Weighted total 116 471 500 285 1 372 Construction Dust Weighting Duration Weighted Activity raising dust raising potential potential excavation high 3 0.5 1.5 construction low 1 1.0 1.0 realignment of lines medium 2 2.0 4.0 around platform extensions - minor excavation Weighted total 6.5 Worksite score 8 918 Refer to Methodology Section 2.5 and Figure 1E0320-E1E00-E01-F-00002 (Volume III).
330 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
There are seven educational establishments in Route Window NE2, they are: Forest Gate Community School, St James CofE Junior School, Odessa Infant and Nursery School, Earlham Primary School, Montessori Prep School, Kaye Rowe Nursery School and a Resource and Training Centre. Forest Lane Park is also located within the dust boundaries.
With reference to the route-wide assessment (Section 3) the overall worksite rating for dust nuisance potential is:
• Forest Gate Station. The dust risk score for this site is below 10,000 and therefore there is a low potential for dust nuisance. Tier 1 mitigation measures will be required (refer to Section 9).
6.3.3 Utility Works
There are no utility works in this window with the potential to cause air quality impacts, either on their own or in combination with main site construction activities.
6.3.4 Operational Phase: Vent Shaft Emissions
There are no vent shafts in Route Window NE2.
6.3.5 Route Window Impact Summary Tables
Route Window NE2 - Temporary Impacts Works & Significance Committed Residual Impact potential Mitigation Description Significance impacts Deterioration in Insignificant Recommended Marginal Insignificant as ambient NO2 due (<0.1 % increase construction deterioration in air temporary to construction on baseline practice (Section quality (NO2) for marginal increase. traffic – all routes. concentrations; no 9). Minimisation duration of breach of of lorry export construction. Objective (use of rail). caused). Deterioration in Insignificant (no Recommended Marginal Insignificant as ambient PM10 due increase on construction deterioration in air temporary to construction baseline practice (Section quality (PM10) for marginal increase. traffic – all routes. concentrations; no 9). Minimisation duration of breach of of lorry export construction. Objective (use of rail). caused). Low potential dust Insignificant (rated Recommended The application of Insignificant. nuisance. low for dust construction the mitigation Potential for potential). The practice/ measures should nuisance is potential for dust mitigation minimise this temporary. nuisance will exist measures issue and manage but will be (Section 9). the residual risk of
331 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
Route Window NE2 - Temporary Impacts Works & Significance Committed Residual Impact potential Mitigation Description Significance impacts controlled by nuisance issues. mitigation measures.
Route Window NE2 - Permanent Impacts Works & Significance Committed Residual Impact potential Mitigation Description Significance impacts Change in Insignificant None necessary. Very marginal Insignificant. ambient NO2 and (<0.2 % increase deterioration in air
PM10 due to on baseline quality in area of operational traffic. concentrations ). poor air quality.
6.4 Route Window NE3: Manor Park Station
6.4.1 Overview
(i) General Description
The main works in this route window, which is located in LB Newham, comprise platform extensions. The GEML platforms (platforms one, two and three) will be extended westwards and eastwards by 22 m to 205 m to accommodate 10-car Crossrail trains. Platform one will be widened and the track that passes to the south of platform one (the ‘Up Independent Goods Loop’) will be removed from Forest Gate to east of Manor Park station. A replacement goods loop will be provided between Goodmayes and Chadwell Heath.
Platform works will be undertaken in conjunction with track realignments and signal works. The existing footbridge/walkway between platforms one and two/three will be modified with stairs to platform one. Subject to possession planning requirements and excluding final commissioning, the construction works will take approximately one year to complete.
Works at this site will be carried out from within the existing fenced boundary of the railway and will include a site at the eastern end of Manor Park station. The worksite will be accessible from Station Road. A section of Manor Park Road will be temporarily used to accommodate a mobile crane. Large items of plant and materials will be removed by rail, while others (including excavated materials) will be removed by road.
The main construction plant to be used at the worksite will include cranes, excavators and mechanical breakers.
332 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
Approximately five lorries in total per day will access the worksites during a peak construction period of two and a half months. At other times, the worksite will typically be served by one lorry per day.
The area around the station comprises a mixture of residential, commercial and light industrial use.
Figure 6-4: Location Plan of Manor Park Station
During the construction phase the activities in Route Window NE3 include those associated with lengthening and widening of platforms on the Crossrail lines, trackbed and drainage cutting. This work will take place within the railway boundary. Part of this window may be used as the tunnelling fit-out site. Route Window NE3 contains Manor Park Station worksite. During the operational phase the primary Crossrail feature in this Route Window is the presence of Manor Park Station.
(ii) Baseline Air Quality
This Route Window is located within the London Borough of Newham and the southwestern- most tip of the London Borough of Redbridge. The Crossrail route is very close to a network of Air Quality Management Areas (AQMAs) extending throughout the whole Borough of Newham in the vicinity of major roads. The whole of the London Borough of Redbridge has been declared an AQMA and hence the Crossrail route also passes through this. The
AQMAs have been designated because the Air Quality Objectives for NO2 and PM10 may not be achieved. The principal source of these two pollutants is road traffic with maximum concentrations located near to the roads around which AQMAs have been designated.
333 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
Annual mean ambient background concentrations of NO2, PM10 and NOx within this Route Window are, and are expected to be, as per the table below. Concentrations in 2003 are presented for context. Baseline Objective 2003 2007 2010 2016 2003 2007 2010 2016
NOX 70 61 53 41 - - - -
NO2 36 33 30 26 40 40 40 40
PM10 24 22 21 20 40 40 23* 23*
* The proposed provisional PM10 objective for London to be achieved by 2010 is 23 µg/m³. Outside of London, the proposed provisional objective also to be achieved by 2010 is 20 µg/m³. (all concentrations in µg/m³) Source: National Air Quality Information Archive at www.airquality.co.uk
(iii) Construction Phase: Traffic Impacts on Local Air Quality
In 2007, the ambient background NO2 concentration in Route Window NE3 will breach the Air Quality Objective of 40µg/m³ on part of Romford Road (3 links). NO2 concentrations derived from construction traffic in this Window are predicted to contribute less than 1µg/m³.
Ambient background PM10 concentrations within Route Window NE3 will be less than 70% of the Air Quality Objective Value of 40µg/m³ in 2007. PM10 concentrations derived from construction traffic within this window are predicted to contribute less than 1µg/m³ and remain within the Objective Value.
Ambient background PM10 concentrations within Route Window NE3 are expected to breach the provisional Air Quality Objective Value of 23µg/m³ on half the roads in 2007, the first year of construction, both with or without Crossrail. This Objective Value may be implemented in
2010 when the ambient background PM10 concentration, in the absence of traffic, is expected to be 22µg/m³.
The modelling has found that construction activities associated with the worksite in Route Window NE3 will not contribute significantly to ambient background air pollution concentrations.
(iv) Operational Phase: Traffic Impacts on Local Air Quality
The screening process applied to operational traffic data for Route Window NE3 identified 4 road links that exhibit a change in traffic flows of greater than 5 % during the operational phase of Crossrail. All the 7 links within Route Window NE3 are expected to exhibit an increase up to 18.9% in traffic flows in 2016 as compared to the Baseline case. However, this represents only 288 vehicles per day.
In 2016, ambient background NO2 concentrations in Route Window NE3 are expected to be within the Air Quality Objective of 40 µg/m³ on all roads, and less than 70 % of the Objective
Value on four roads. NO2 concentrations resulting from operational traffic as a result of Crossrail are predicted to contribute less than 0.2 µg/m³ as compared to the Baseline in 2016. Crossrail operations will not cause additional breach of the objective on any roads.
334 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
Ambient background PM10 concentrations within Route Window NE3 will be less than 70 % of the Air Quality Objective Value of 40 µg/m³ in 2016. PM10 concentrations derived from operational traffic due to Crossrail within this window are predicted to contribute less than 0.1 µg/m³ and total concentrations would remain within the Objective Value. Ambient background PM10 concentrations within Route Window NE3 are estimated to be within the provisional Air Quality Objective Value of 23µg/m³ on all roads in 2016, both with or without
Crossrail. In 2016 the ambient background PM10 concentration, in the absence of traffic, is expected to be 20µg/m³. The provisional Objective Value may be implemented in 2010. Increase in pollutant concentrations in 2016 within this Route Window will not be significant.
6.4.2 Construction Phase: Nuisance Dust
There is one dust boundary in Route Window NE3; Manor Park Station worksite. This dust boundary does not overlap with any other dust boundary and therefore no adjustment for cumulative impacts is required. Table 6-4 summarises the total receptor counts for the Manor Park Station worksite.
Table 6-4: Manor Park Station
No of receptors Total 20 m 50 m 100 m 150 m Residential 20 12 158 217 Care homes 0 0 0 0 Educational 0 0 0 0 Hospitals 0 0 0 0 Designated areas 1 1 0 0 Other 28 18 29 22 Total 49 31 187 239 Weighting 4 3 2 1 Weighted total 196 93 374 239 902 Construction Dust Weighting Duration Weighted Activity raising dust raising potential potential excavation high 3 0.5 1.5 construction low 1 1.0 1.0 install new medium 2 3.0 6.0 crossover and remove redundant lines - minor excavation Weighted total 8.5 Worksite score 7667 Refer to Methodology Section 2.5 and Figure 1E0320-E1E00-E01-F-00003 (Volume III).
Manor Park and the grounds of Manor Park Cemetery are located within the dust boundaries.
335 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
With reference to the route-wide assessment (Section 3) the overall worksite rating for dust nuisance potential is: • Manor Park Station. The dust risk score for this site is below 10,000 and therefore there is a low potential for dust nuisance. Tier 1 mitigation measures will be required (refer to Section 9).
6.4.3 Utility Works
There are no utility works in this window with the potential to cause air quality impacts, either on their own or in combination with main site construction activities.
6.4.4 Operational Phase: Vent Shaft Emissions
There are no vent shafts in Route Window NE3.
6.4.5 Route Window Impact Summary Tables
Route Window NE3 - Temporary Impacts Works & Significance Committed Residual Impact potential Mitigation Description Significance impacts Deterioration in Insignificant Recommended Marginal Insignificant as ambient NO2 due (<0.1 % increase construction deterioration in air temporary to construction on baseline practice (Section quality (NO2) for marginal increase. traffic – all routes. concentrations; no 9). Minimisation duration of breach of of lorry export construction. Objective (use of rail). caused). Deterioration in Insignificant (no Recommended Marginal Insignificant as ambient PM10 due increase on construction deterioration in air temporary to construction baseline practice (Section quality (PM10) for marginal increase. traffic – all routes. concentrations; no 9). Minimisation duration of breach of of lorry export construction. Objective (use of rail). caused). Low potential dust Insignificant (rated Recommended The application of Insignificant. nuisance. low for dust construction the mitigation Potential for potential). The practice/ measures should nuisance is potential for dust mitigation minimise this temporary. nuisance will exist measures issue and manage but will be (Section 9). the residual risk of controlled by nuisance issues. mitigation measures.
336 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
Route Window NE3 - Permanent Impacts Works & Significance Committed Residual Impact potential Mitigation Description Significance impacts Change in Insignificant None necessary. Marginal Insignificant. ambient NO2 due (<0.6 % increase deterioration in air to operational on baseline quality (NO2) in traffic. concentrations; no area of poor air breach of quality. Objective caused). Change in Insignificant None necessary. Very marginal Insignificant. ambient PM10 due (<0.1 % increase deterioration in air to operational on baseline quality (NO2) in traffic. concentrations; no area of poor air breach of quality. Objective caused).
6.5 Route Window NE4: Ilford Station
6.5.1 Overview
(i) General Description
This route window lies in LB Newham and LB Redbridge. The works include the provision of a new station building accessible from Cranbrook Road, York Place and Ilford Hill, and temporary sidings for the construction and fit out of the central section tunnels, on derelict land at the Aldersbrook sidings site to the west of the North Circular Road. The works to Ilford station will be undertaken within a railway cutting.
There are a number of shops in the locality of Ilford station, primarily located along Cranbrook Road, with a large shopping centre to the east of the station. To the north there are largely residential areas along York Road. To the south, commercial development is concentrated in a number of large office blocks along Ilford Hill. To the west, the rail corridor passes beneath the North Circular Road, with Ilford Golf Course and City of London Cemetery beyond.
The Aldersbrook sidings site contains a disused railway training school and a number of derelict buildings, in addition to regenerating scrub. Alders Brook runs from between the City of London Cemetery and the Ilford Golf Course, along the western and southern boundary of the site. Residential areas are located to the south and west of the Aldersbrook sidings site. These established neighbourhoods continue along the southern side of the GEML towards Manor Park station, and the extensive City of London Cemetery lies to the northwest adjoining the railway line.
337 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
Figure 6-5: Location Plan of Ilford Station
During the construction phase the activities in Route Window NE4 include those associated with lengthening and widening of platforms on the Crossrail lines, and drainage cutting. This work will take place largely within the railway boundary. Route Window NE4 contains the Ilford Station worksite. During the operational phase the primary Crossrail feature in this Route Window is the presence of Ilford Station.
(ii) Baseline Air Quality
This Route Window is located within the London Borough of Newham and the London Borough of Redbridge. The Crossrail route is very close to a network of Air Quality Management Areas (AQMAs) extending throughout the whole Borough of Newham in the vicinity of major roads. The whole of the London Borough of Redbridge has been declared an AQMA and hence the Crossrail route also passes through this. The AQMAs have been designated because the Air Quality Objectives for NO2 and PM10 may not be achieved. The principal source of these two pollutants is road traffic with maximum concentrations located near to the roads around which AQMAs have been designated.
Annual mean ambient background concentrations of NO2, PM10 and NOx within this Route Window are, and are expected to be, as per the table below. Concentrations in 2003 are presented for context.
338 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
Baseline Objective 2003 2007 2010 2016 2003 2007 2010 2016
NOX 68 59 51 40 - - - -
NO2 35 32 29 25 40 40 40 40
PM10 23 22 21 19 40 40 23* 23*
* The proposed provisional PM10 objective for London to be achieved by 2010 is 23 µg/m³. Outside of London, the proposed provisional objective also to be achieved by 2010 is 20 µg/m³. (all concentrations in µg/m³) Source: National Air Quality Information Archive at www.airquality.co.uk
(iii) Construction Phase: Traffic Impacts on Local Air Quality
In 2007, the ambient background NO2 concentration in Route Window NE4 is expected to breach the Air Quality Objective of 40 µg/m³ on all roads except York Road. NO2 concentrations derived from construction traffic in this Window are predicted to contribute less than 1 µg/m³.
Ambient background PM10 concentrations within Route Window NE4 are expected to be within 70 % of the Air Quality Objective Value of 40 µg/m³ in 2007. PM10 concentrations derived from construction traffic within this window are predicted to contribute less than 1 µg/m³ and remain the Objective Value.
Ambient background PM10 concentrations within Route Window NE4 are expected to breach the provisional Air Quality Objective Value of 23µg/m³ on 75 % of the roads in 2007, the first year of construction, both with or without Crossrail. This Objective Value may be implemented in 2010 when ambient PM10 concentrations, without accounting for any traffic, are estimated to be 21µg/m³. PM10 derived from construction traffic are predicted to contribute less than 1µg/m³.
The modelling has found that construction activities associated with the worksite in Route Window NE4 will not contribute significantly to ambient background air pollution concentrations.
(iv) Operational Phase: Traffic Impacts on Local Air Quality
The screening process applied to operational traffic data for Route Window NE4 did not identify any road link that exhibits a change in traffic flows of greater than 5 % during the operational phase of Crossrail. 8 of the 12 links within Route Window NE4 are expected to exhibit an increase in traffic flows in 2016 as compared to the 2016 Baseline case; flows will not increase by more than 2 % within this window.
In 2016, ambient background NO2 concentrations in Route Window NE4 are expected to be within the Air Quality Objective of 40 µg/m³ on all roads, and less than 70 % of the Objective
Value on two roads. NO2 concentrations resulting from operational traffic as a result of Crossrail are predicted to contribute less than 0.1 µg/m³ as compared to the Baseline in 2016. Crossrail operations will not cause additional breach of the objective on any roads.
339 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
Ambient background PM10 concentrations within Route Window NE4 are expected to be less than 70 % of the Air Quality Objective Value of 40 µg/m³ in 2016. PM10 concentrations derived from operational traffic due to Crossrail within this window are not predicted to cause any increase in concentrations.
Ambient background PM10 concentrations within Route Window NE3 are estimated to be within the provisional Air Quality Objective Value of 23µg/m³ on all roads in 2016, both with or without Crossrail. In 2016 the ambient background PM10 concentration, in the absence of traffic, is expected to be 19µg/m³. The provisional Objective Value may be implemented in 2010.
Increase in pollutant concentrations in 2016 within this Route Window will not be significant.
6.5.2 Construction Phase: Nuisance Dust
There are two dust boundary in Route Window NE4; Ilford Station which incorporates Ilford Station Worksite North and Ilford Station Worksite South; and Aldersbrook Sidings Worksite. The dust boundaries of the two worksites overlap. Therefore adjustment for cumulative impacts is required.
Table 6-5 and
340 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
Table 6-6 summarise the total adjusted receptor counts for the Ilford Station and Aldersbrook Sidings dust boundaries.
Table 6-5: Aldersbrook Sidings Worksite
No of receptors Total 20 m 50 m 100 m 150 m Residential 5 58 187 195 Care homes 0 0 0 0 Educational 0 0 1 1 Hospitals 0 0 0 0 Designated areas 0 0 0 0 Other 3 4 9 9 Total 8 62 197 205 Weighting 4 3 2 1 Weighted total 32 186 394 205 817 Construction Dust Weighting Duration Weighted Activity raising dust raising potential potential demolition medium 2 2 4 earthworks high 3 3 9 trackworks low 1 14 14 Weighted total 27 Worksite score 22059 Refer to Methodology Section 2.5 and Figure 1E0320-E1E00-E01-F-00004 (Volume III).
341 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
Table 6-6: Ilford Station
No of receptors Total 20 m 50 m 100 m 150 m Residential 44 51 53 94 Care homes 0 0 0 0 Educational 0 0 1 1 Hospitals 0 0 0 0 Designated areas 0 0 0 0 Other 2 25 18 16 Total 46 76 72 111 Weighting 4 3 2 1 Weighted total 184 228 144 111 667 Construction Dust Weighting Duration Weighted Activity raising dust raising potential potential excavation high 3 0.5 1.5 construction low 1 1.0 1.0 Remove redundant medium 2 3.0 6.0 lines and crossover, install new line - minor excavation. Weighted total 8.5 Worksite score 5670 Refer to Methodology Section 2.5 and Figure 1E0320-E1E00-E01-F-00004 (Volume III).
There are two educational establishments within the worksite dust nuisance boundaries in Route Window NE4. They are Clarks Montessori Prep School and Maytime Prep School with Montessori Nursery.
With reference to the route-wide assessment (Section 3) the overall worksite rating for dust nuisance potential is: • Ilford Station. The dust risk score for this site is below 10,000 and therefore there is a low potential for dust nuisance. Tier 1 mitigation measures will be required (refer to Section 9) • Aldersbrook Sidings. The dust risk score for this site is between 10,000 and 200,000 and therefore there is a medium potential for dust nuisance. Tier 2 mitigation measures will be required (refer to Section 9)
6.5.3 Utility Works
There are no utility works in this window with the potential to cause air quality impacts, either on their own or in combination with main site construction activities.
342 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
6.5.4 Operational Phase: Vent Shaft Emissions
There are no vent shafts in Route Window NE4.
6.5.5 Route Window Impact Summary Tables
Route Window NE4 - Temporary Impacts Works & Significance Committed Residual Impact potential Mitigation Description Significance impacts Deterioration in Insignificant Recommended Marginal Insignificant as ambient NO2 due (<0.1 % increase construction deterioration in air temporary to construction on baseline practice (Section quality (NO2) for marginal traffic – all routes. concentrations; no 9). Minimisation duration of increase. breach of of lorry export construction. Objective (use of rail). caused). Deterioration in Insignificant (no Recommended Marginal Insignificant as ambient PM10 due increase on construction deterioration in air temporary to construction baseline practice (Section quality (PM10) for marginal traffic – all routes. concentrations; no 9). Minimisation duration of increase. breach of of lorry export construction. Objective (use of rail). caused). Low potential dust Insignificant (rated Recommended The application of Insignificant. nuisance. low for dust construction the mitigation Potential for potential). The practice/ measures should nuisance is potential for dust mitigation minimise this issue temporary. nuisance will exist measures and manage the but will be (Section 9). residual risk of controlled by nuisance issues. mitigation.
343 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
Route Window NE4 - Permanent Impacts Works & Significance Committed Residual Impact potential Mitigation Description Significance impacts Change in Insignificant None necessary. Marginal Insignificant. ambient NO2 due (<0.2 % increase deterioration in air to operational on baseline quality (NO2) in traffic. concentrations; no area of poor air breach of quality. Objective caused). Change in Insignificant (no None necessary. Very marginal Insignificant. ambient PM10 due increase on deterioration in air to operational baseline quality (NO2) in traffic. concentrations; no area of poor air breach of quality. Objective caused).
6.6 Route Window NE5: Seven Kings Station
6.6.1 Overview
(i) General Description
Within this route window, two GEML platforms (island platforms two, three and platform four) will be extended westwards by 18 m to 205 m to accommodate 10-car Crossrail trains. Platform works will be carried out in conjunction with track realignments, OHLE and signal works. Overall, the construction works will take approximately five months to complete.
The works at this station will be carried out from the existing fenced boundary of the railway on platforms four and two/three. The worksite will be located to the northwest of the existing station within the grounds of Canon Palmer Catholic School. It will be accessible from Lombard Avenue, off Aldborough Road South. Large plant and materials for platform construction will be delivered and removed by rail. Other materials and excavated materials will be removed by road.
The main construction plant to be used at the worksite will include cranes, rail cranes, excavators, piling rigs and mechanical breakers.
Generally, the worksite will be served by one lorry per day. Approximately two lorries in total per day will access the worksites during a peak construction period that will last a month.
The area around the station comprises predominantly railway land/operations and commercial premises.
344 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
Figure 6-6: Location Plan of Seven Kings Station
During the construction phase the activities in Route Window NE5 include those associated with lengthening and widening of platforms on the Crossrail lines, and slope cutting and extension of a retaining wall. This work will take place largely within the railway boundary. Route Window NE5 contains the Seven Kings Station worksite. During the operational phase the primary Crossrail feature in this Route Window is the presence of Seven Kings Station.
(ii) Baseline Air Quality
This Route Window is located within the London Borough of Redbridge. The whole of this Borough is a designated Air Quality Management Area (AQMA). The AQMA has been designated because the Air Quality Objectives for NO2 and PM10 may not be achieved. The principal source of these two pollutants is road traffic with maximum concentrations located close to roads.
Annual mean ambient background concentrations of NO2, PM10 and NOx within this Route Window are, and are expected to be, as per the table below. Concentrations in 2003 are presented for context. Baseline Objective 2003 2007 2010 2016 2003 2007 2010 2016
NOX 64 55 47 37 - - - -
NO2 34 30 28 24 40 40 40 40
PM10 23 22 20 19 40 40 23* 23*
* The proposed provisional PM10 objective for London to be achieved by 2010 is 23 µg/m³. Outside of London, the proposed provisional objective also to be achieved by 2010 is 20 µg/m³. (all concentrations in µg/m³)
345 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
Source: National Air Quality Information Archive at www.airquality.co.uk
(iii) Construction Phase: Traffic Impacts on Local Air Quality
In 2007, the ambient background NO2 concentration in Route Window NE5 will be within the Air Quality Objective of 40µg/m³ on all roads. NO2 concentrations derived from construction traffic in this Window are predicted to contribute less than 1µg/m³.
Ambient background PM10 concentrations within Route Window NE5 will be less than 70% of the Air Quality Objective Value of 40µg/m³ in 2007. PM10 concentrations derived from construction traffic within this window are predicted to contribute less than 1µg/m³ and remain within the Objective Value.
Ambient background PM10 concentrations within Route Window NE5 are expected to be within the provisional Air Quality Objective Value of 23µg/m³ on half the roads in 2007, the first year of construction, both with or without Crossrail. This Objective Value may be implemented in 2010 when the ambient background PM10 concentration, in the absence of traffic, is expected to be 22µg/m³.
(iv) Operational Phase: Traffic Impacts on Local Air Quality
The screening process applied to operational traffic data for Route Window NE5 did not identify any road link that exhibits a change in traffic flows of greater than 5 % during the operational phase of Crossrail. All the 3 links within Route Window NE5 are expected to exhibit an increase in traffic flows in 2016 as compared to the 2016 Baseline case; by less than 0.5%.
In 2016, ambient background NO2 concentrations in Route Window NE5 are expected to be within the Air Quality Objective of 40 µg/m³ on all roads, and less than 70 % of the Objective
Value on one road. NO2 concentrations resulting from operational traffic as a result of Crossrail are predicted to increase concentrations by less than 0.1 µg/m³ as compared to the Baseline in 2016.
Ambient background PM10 concentrations within Route Window NE5 are expected to be less than 70 % of the Air Quality Objective Value of 40 µg/m³ in 2016. PM10 concentrations derived from operational traffic due to Crossrail within this window are not predicted to cause any change in concentrations .
Ambient background PM10 concentrations within Route Window NE5 are expected to be 19µg/m³ in 2016 therefore within the provisional Air Quality Value of 23µg/m³. PM10 concentrations derived from operational activities are predicted to remain within the Objective Value.
There will be no increase in pollutant concentrations in 2016 within this Route Window, effects are therefore insignificant.
346 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
6.6.2 Construction Phase: Nuisance Dust
There is one dust boundary in Route Window NE5; Seven Kings Worksite. This dust boundary does not overlap with any other dust boundary and therefore no adjustment for cumulative impacts is required. Table 6-7 summarises the total receptor counts for the Seven Kings Station dust boundary.
Table 6-7: Seven Kings Worksite
No of receptors Total 20 m 50 m 100 m 150 m Residential 6 20 92 159 Care homes 0 0 1 0 Educational 1 0 0 0 Hospitals 0 0 0 0 Designated areas 0 0 0 1 Other 28 13 20 16 Total 35 33 113 176 Weighting 4 3 2 1 Weighted total 140 99 226 176 641 Construction Dust Weighting Duration Weighted Activity raising dust raising potential potential excavation high 3 0.50 1.50 construction low 1 1.25 1.25 Weighted total 2.75 Worksite score 1763 Refer to Methodology Section 2.5 and Figure 1E0320-E1E00-E01-F-00005 (Volume III).
There is an educational establishment (Canon Palmer Catholic School) within the worksite dust nuisance boundaries. John Chadwick House Sheltered Accommodation is classified as residential care and there is also a youth centre, the John Barker Youth Service Centre within the dust boundaries.
With reference to the route-wide assessment (Section 3) the overall worksite rating for dust nuisance potential is: • Seven King Station. The dust risk score for this site is below 10,000 and therefore there is a low potential for dust nuisance. Tier 1 mitigation measures will be required (refer to Section 9).
6.6.3 Utility Works
There are no utility works in this window with the potential to cause air quality impacts, either on their own or in combination with main site construction activities.
347 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
6.6.4 Operational Phase: Vent Shaft Emissions
There are no vent shafts in Route Window NE5.
6.6.5 Route Window Impact Summary Tables
Route Window NE5 - Temporary Impacts Works & Significance Committed Residual Impact potential Mitigation Description Significance impacts Deterioration in Insignificant (no Recommended Marginal Insignificant ambient NO2 due increase on construction practice deterioration in air as temporary to construction baseline (Section 9). quality (NO2) for marginal traffic – all routes. concentrations; no Minimisation of lorry duration of increase. breach of export (use of rail). construction. Objective caused). Deterioration in Insignificant (no Recommended Marginal Insignificant ambient PM10 due increase on construction practice deterioration in air as temporary to construction baseline (Section 9). quality (PM10) for marginal traffic – all routes. concentrations; no Minimisation of lorry duration of increase. breach of export (use of rail). construction. Objective caused). Low potential dust Insignificant (rated Recommended The application of Insignificant. nuisance. low for dust construction the mitigation Potential for potential). The practice/ mitigation measures should nuisance is potential for dust measures (Section minimise this issue temporary. nuisance will exist 9). and manage the but will be residual risk of controlled by nuisance issues. mitigation measures.
6.7 Route Window NE6: Goodmayes Station
6.7.1 Overview
(i) General Description
The main works in this route window, which is located in LB Redbridge, comprise platform extensions at Goodmayes station and the construction of the Chadwell Heath freight loop.
348 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
The platform extensions comprise the eastward extension of two GEML platforms (platforms two, three and four) by 16 m to 205 m to accommodate 10-car Crossrail trains. The construction works at Goodmayes station will take approximately five months to complete. The construction of the Chadwell Heath freight loop will partially overlap these works and will occur over a four-month period. The construction works for the loop spans both this route window and Route Window NE7.
Works at the Goodmayes station worksite will be carried out from within the existing fenced boundary of the railway on platforms four and two/three. The worksite servicing activities on the site will be located on redundant railway land to the northeast of the existing station next to platform one. Access to the site will occur from the High Road via existing service roads alongside Goodmayes Retail Park and the Superstore car park. Large items of plant and materials for the construction works will be delivered and removed by rail. Other materials, including excavated materials will be delivered by road.
The main construction plant to be used at the worksite will include cranes, excavators, piling rigs and mechanical breakers. Approximately two lorries in total per day will access the worksites during a peak construction period of approximately a month. At other times, the worksite will typically be served by one lorry per day.
The currently disused Goodmayes to Chadwell Heath freight loop will be reinstated to replace the goods loop at Manor Park. This work will include the removal of the existing redundant loop track. The trackbed will need to be lowered at the bridge at both Goodmayes and Chadwell Heath stations. Associated signalling works will take place, in addition to the installation of the crossover at the western end of the station. OHLE and signalling will then be installed. A new drainage system and a walkway will be installed adjacent to the tracks.
This track work will be carried out from within the existing fenced boundary of the railway to the south of the existing track. The main worksite will be located at the eastern end of the station with another to the south of the existing tracks at Goodmayes station. Access to the main worksite will be from Goodmayes Road via Kinfauns Road and Express Drive. Large items of plant and materials, including excavated materials for the works will be delivered and removed by road. Generally, the Express Drive southern worksite will be served by one lorry per day, including during the two-month peak construction period.
The area around the station comprises a densely built-up urban area intersected by the existing railway. There are residential neighbourhoods to the south, east and west of the station, and an extensive retail park to the north.
349 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
Figure 6-7: Location Plan of Goodmayes Station
During the construction phase the activities in Route Window NE6 include those associated with lengthening and widening of platforms on the Crossrail lines. This work will take place largely within the railway boundary. Route Window NE6 contains the Goodmayes Station worksite. During the operational phase the primary Crossrail feature in this Route Window is the presence of Goodmayes Station.
(ii) Baseline Air Quality
This Route Window is located within the London Borough of Redbridge. The whole of this Borough is a designated Air Quality Management Area (AQMA). The AQMA has been designated because the Air Quality Objectives for NO2 and PM10 may not be achieved. The principal source of these two pollutants is road traffic with maximum concentrations located close to roads.
Annual mean ambient background concentrations of NO2, PM10 and NOx within this Route Window are, and are expected to be, as per the table below. Concentrations in 2003 are presented for context. Baseline Objective 2003 2007 2010 2016 2003 2007 2010 2016
NOX 61 52 45 36 - - - -
NO2 33 30 27 23 40 40 40 40
PM10 23 21 20 19 40 40 23* 23*
* The proposed provisional PM10 objective for London to be achieved by 2010 is 23 µg/m³. Outside of London, the proposed provisional objective also to be achieved by 2010 is 20 µg/m³. (all concentrations in µg/m³) Source: National Air Quality Information Archive at www.airquality.co.uk
350 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
(iii) Construction Phase: Traffic Impacts on Local Air Quality
In 2007, the ambient background NO2 concentration in Route Window NE6 will not breach the Air Quality Objective of 40µg/m³ on any of the roads assessed. NO2 concentrations derived from construction traffic in this Window are predicted to contribute less than 1µg/m³.
Ambient background PM10 concentrations within Route Window NE6 will be less than 70% of the Air Quality Objective Value of 40µg/m³ in 2007. PM10 concentrations derived from construction traffic within this window are predicted to contribute less than 1µg/m³ and remain within the Objective Value.
Ambient background PM10 concentrations within Route Window NE6 are not expected to breach the provisional Air Quality Objective Value of 23µg/m³ on any of the roads in 2007, the first year of construction, both with or without Crossrail. This Objective Value may be implemented in 2010 when the ambient background PM10 concentration, in the absence of traffic, is expected to be 21µg/m³
The modelling has found that construction activities associated with the worksite in Route Window NE6 will not contribute significantly to ambient background air pollution concentrations.
(iv) Operational Phase: Traffic Impacts on Local Air Quality
The screening process applied to operational traffic data for Route Window NE6 identified two road links that exhibit a change in traffic flows of greater than 5 % during the operational phase of Crossrail. 9 of the 10 links within Route Window NE6 are expected to exhibit an increase in traffic flows in 2016 as compared to the 2016 Baseline: 7 would increase by less than 1%, but 2 by 42%.
In 2016, ambient background NO2 concentrations in Route Window NE6 are expected to be within 70 % of the Air Quality Objective of 40 µg/m³ on all roads except three, which are within the Objective Value. NO2 concentrations resulting from operational traffic as a result of Crossrail are predicted to contribute less than 0.1 µg/m³ as compared to the Baseline in 2016. Crossrail operations will not cause additional breach of the objective on any roads.
Ambient background PM10 concentrations within Route Window NE6 are expected to be less than 70 % of the Air Quality Objective Value of 40 µg/m³ in 2016. PM10 concentrations derived from operational traffic due to Crossrail within this window are not predicted to cause any increase in concentrations.
Ambient background PM10 concentrations within Route Window NE6 are expected to be less than the provisional Air Quality Objective Value of 23µg/m³ on all roads in 2016. In 2016 the ambient background PM10 concentration, in the absence of traffic, is expected to be 19µg/m³. The provisional Objective Value may be implemented in 2010.
6.7.2 Construction Phase: Nuisance Dust
There is one dust boundary in Route Window NE6; Goodmayes Station which incorporates the Chadwell Heath Loop Worksite East. This dust boundary does not overlap with any other
351 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV dust boundary and therefore no adjustment for cumulative impacts is required. Table 6-8 summarises the total receptor counts for the Goodmayes Station dust boundary.
Table 6-8: Goodmayes Station
No of receptors Total 20 m 50 m 100 m 150 m Residential 122 325 313 233 Care homes 0 0 0 0 Educational 0 0 1 0 Hospitals 0 0 0 0 Designated areas 0 0 0 0 Other 20 8 0 50 Total 142 333 314 283 Weighting 4 3 2 1 Weighted total 568 999 628 283 2 478 Construction Dust Weighting Duration Weighted Activity raising dust raising potential potential excavation high 3 0.5 1.5 construction low 1 1.0 1.0 Weighted total 2.5 Worksite score 6 195 Refer to Methodology Section 2.5 and Figure 1E0320-E1E00-E01-F-00006 (Volume III).
There is an educational establishment (Quest Quality Training (Hairdressing School)) within the worksite dust boundaries of Route Window NE6.
With reference to the route-wide assessment (Section 3) the overall worksite rating for dust nuisance potential is: • Goodmayes Station. The dust risk score for this site is below 10,000 and therefore there is a low potential for dust nuisance. Tier 1 mitigation measures will be required (refer to Section 9).
6.7.3 Utility Works
There are no utility works in this window with the potential to cause air quality impacts, either on their own or in combination with main site construction activities.
6.7.4 Operational Phase: Vent Shaft Emissions
There are no vent shafts in Route Window NE6.
352 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
6.7.5 Route Window Impact Summary Tables
Route Window NE6 - Temporary Impacts Works & Significance Committed Residual Impact potential Mitigation Description Significance impacts Deterioration in Insignificant (no Recommended Marginal Insignificant as ambient NO2 due increase on construction practice deterioration in temporary to construction baseline (Section 9). air quality (NO2) marginal increase. traffic – all routes. concentrations; no Minimisation of lorry for duration of breach of export (use of rail). construction. Objective caused). Deterioration in Insignificant (no Recommended Marginal Insignificant as ambient PM10 due increase on construction practice deterioration in temporary to construction baseline (Section 9). air quality marginal increase. traffic – all routes. concentrations; no Minimisation of lorry (PM10) for breach of export (use of rail). duration of Objective construction. caused). Low potential dust Insignificant (rated Recommended The application Insignificant. nuisance. low for dust construction of the mitigation Potential for potential). The practice/ mitigation measures nuisance is potential for dust measures (Section should minimise temporary. nuisance will exist 9). this issue and but will be manage the controlled by residual risk of mitigation nuisance measures. issues.
Route Window NE6 - Permanent Impacts Works & Significance Committed Residual Impact potential Mitigation Description Significance impacts Change in Insignificant None necessary. Marginal Insignificant. ambient NO2 due (<0.1 % increase deterioration in air to operational on baseline quality (NO2) in traffic. concentrations; no area of poor air breach of quality. Objective caused). Change in Insignificant (no None necessary. Very marginal Insignificant. ambient PM10 due increase on deterioration in air to operational baseline quality (NO2) in traffic. concentrations; no area of poor air breach of quality. Objective caused).
353 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
6.8 Route Window NE7: Chadwell Heath Station
6.8.1 Overview
(i) General Description
This route window lies within LB Redbridge and LB Barking and Dagenham. The main works comprise platform extensions to Chadwell Heath station and the construction of the Chadwell Heath freight loop.
The GEML platforms two, three and four will be extended westwards by 16 m to 205 m to accommodate 10-car Crossrail trains. New platform furniture and lighting will be provided and minor station refurbishment works will be carried out.
Works at the station will be carried out from within the existing fenced boundary of the railway on platforms two/three and four. The worksite servicing activities on the site will be located within an existing car park off Valance Avenue. For the platform extension works, plant and materials will be brought from the Chadwell Heath freight loop worksite to the east of the station by rail. Access to the site will occur from Valance Avenue.
The currently disused single line to the south of the main lines will be reinstated to replace the goods loop at Manor Park. These works will include the removal of the existing redundant track. Once trackbeds are prepared and the new track is laid, OHLE and signalling will be installed. A new drainage system and a walkway will also be installed adjacent to the tracks.
The freight loop track work will be carried out from within the existing fenced boundary of the railway to the south of the existing track. The main worksite will be located at the eastern end of the station; a second will be located south of the existing tracks at Goodmayes station. Access to the main worksite will be from Valence Avenue. Large items of plant and materials, including excavated materials for the works will be delivered and removed by road.
The main construction plant to be used at the worksite will include cranes, rail cranes, excavators, piling rigs and mechanical breakers. Generally, the freight loop worksite will be served by one lorry per day, including during the eight- week peak construction period. The Chadwell Heath station worksite will be served by two lorries per day during the five-week peak construction period and by one per day at other times.
The area around Chadwell Heath station comprises a heavily built-up residential area to the north of the railway line, with a more open urban landscape to the south, where depots and warehousing are located.
354 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
Figure 6-8: Location Plan of Chadwell Heath Station
During the construction phase the activities in Route Window NE7 include those associated with lengthening and widening of platforms on the Crossrail lines. This work will take place largely within the railway boundary. Route Window NE7 contains part of the Romford Depot worksite. During the operational phase the primary Crossrail feature in this Route Window is the presence of Chadwell Heath Station.
(ii) Baseline Air Quality
This Route Window is located within the London Borough of Redbridge and the London Borough of Barking and Dagenham. The whole of Redbridge is a designated Air Quality Management Area (AQMA) through which the Crossrail route passes. The London Borough of Barking and Dagenham has declared a number of small AQMAs alongside the A13. The window does not fall within any of these AQMAs, designated because the Air Quality
Objectives for NO2 and PM10 may not be achieved. The principal source of these two pollutants is road traffic with maximum concentrations located near to busy roads.
No ventilation shaft is planned in this Route Window and hence the assessment of local air quality impacts within this Route Window will be limited to the construction phase only.
Annual mean ambient background concentrations of NO2, PM10 and NOx within this Route Window are, and are expected to be, as per the table below. Concentrations in 2003 are presented for context.
355 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
Baseline Objective 2003 2007 2010 2016 2003 2007 2010 2016
NOX 56 48 42 33 - - - -
NO2 31 28 25 22 40 40 40 40
PM10 22 21 20 18 40 40 23* 23*
* The proposed provisional PM10 objective for London to be achieved by 2010 is 23 µg/m³. Outside of London, the proposed provisional objective also to be achieved by 2010 is 20 µg/m³. (all concentrations in µg/m³) Source: National Air Quality Information Archive at www.airquality.co.uk
(iii) Construction Phase: Traffic Impacts on Local Air Quality
In 2007, the ambient background NO2 concentration in Route Window NE7 will not breach the Air Quality Objective of 40µg/m³ on any of the roads assessed. NO2 concentrations derived from construction traffic in this Window are predicted to contribute less than 1µg/m³.
Ambient background PM10 concentrations within Route Window NE7 will be less than 70% of the Air Quality Objective Value of 40µg/m³ in 2007. PM10 concentrations derived from construction traffic within this window are predicted to contribute less than 1µg/m³ and remain within the Objective Value.
Ambient background PM10 concentrations within Route Window NE7 are not expected to breach the provisional Air Quality Objective Value of 23µg/m³ on any of the roads in 2007, the first year of construction, both with or without Crossrail. This Objective Value may be implemented in 2010 when the ambient background PM10 concentration, in the absence of traffic, is expected to be 21µg/m³.
.The modelling has found that construction activities associated with the worksite in Route Window NE7 will not contribute significantly to ambient background air pollution concentrations.
(iv) Operational Phase: Traffic Impacts on Local Air Quality
The screening process applied to operational traffic data for Route Window NE7 did not identify any road link that exhibits a change in traffic flows of greater than 5 % during the operational phase of Crossrail. 2 of the 4 links within Route Window NE7 are expected to exhibit an increase in traffic flows in 2016 as compared to the 2016 Baseline case; flows will not increase by more than 2 % within this window.
In 2016, ambient background NO2 concentrations in Route Window NE7 are expected to be within 70 % of the Air Quality Objective of 40 µg/m³ on all roads. NO2 concentrations resulting from operational traffic as a result of Crossrail are predicted to contribute less than 0.1 µg/m³ as compared to the Baseline in 2016. Crossrail operations will not cause additional breach of the objective on any roads.
356 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
Ambient background PM10 concentrations within Route Window NE7 are expected to be less than 70 % of the Air Quality Objective Value of 40 µg/m³ in 2016. PM10 concentrations derived from operational traffic due to Crossrail within this window are not predicted to cause any increase in concentrations.
Ambient background PM10 concentrations within Route Window NE7 are expected to be within 80% of the provisional Air Quality Objective Value of 23 µg/m³ in 2016. In 2016 the
ambient background PM10 concentration, in the absence of traffic, is expected to be 18µg/m³. The provisional Objective Value may be implemented in 2010.
Increase in pollutant concentrations in 2016 within this Route Window will not be significant.
6.8.2 Construction Phase: Nuisance Dust
The dust boundary for Romford Depot is located across three Route Windows; NE7, NE8 and NE9. The receptor counts for this boundary are reported and analysed in Route Window NE8.
In NE7 the Romford Depot dust boundary overlaps with that of Chadwell Heath Station (which incorporates the Chadwell Heath Loop Worksite East) and therefore adjustment for cumulative impacts is required. Table 6-9 shows the total adjusted counts for Chadwell Heath Station.
Table 6-9: Chadwell Heath Station
No of receptors Total 20 m 50 m 100 m 150 m Residential 0 29 11 14 Care homes 0 0 0 0 Educational 0 0 0 0 Hospitals 0 0 0 0 Designated areas 0 0 0 0 Other 2 1 7 6 Total 2 30 18 20 Weighting 4 3 2 1 Weighted total 8 90 36 20 154 Construction Dust Weighting Duration Weighted Activity raising dust raising potential potential excavation high 3 0.5 1.5 construction low 1 1.0 1.0 Weighted total 2.5 Worksite score 385 Refer to Methodology Section 2.5 and Figure 1E0320-E1E00-E01-F-00007 (Volume III).
With reference to the route-wide assessment (Section 3) the overall worksite rating for dust nuisance potential is:
357 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
• Chadwell Heath Station. The dust risk score for this site is below 10,000 and therefore there is a low potential for dust nuisance. Tier 1 mitigation measures will be required (refer to Section 9).
6.8.3 Utility Works
There are no utility works in this window with the potential to cause air quality impacts, either on their own or in combination with main site construction activities.
6.8.4 Operational Phase: Vent Shaft Emissions
There are no vent shafts in Route Window NE7.
6.8.5 Route Window Impact Summary Tables
Route Window NE7 - Temporary Impacts Works & Significance Committed Residual Impact potential Mitigation Description Significance impacts Deterioration in Insignificant (no Recommended Marginal Insignificant as ambient NO2 due increase on construction deterioration in air temporary to construction baseline practice (Section quality (NO2) for marginal increase. traffic – all routes. concentrations; no 9). Minimisation duration of breach of of lorry export construction. Objective (use of rail). caused). Deterioration in Insignificant (no Recommended Marginal Insignificant as ambient PM10 due increase on construction deterioration in air temporary to construction baseline practice (Section quality (PM10) for marginal increase. traffic – all routes. concentrations; no 9). Minimisation duration of breach of of lorry export construction. Objective (use of rail). caused). Low potential dust Insignificant (rated Recommended The application of Insignificant. nuisance. low for dust construction the mitigation Potential for potential). The practice/ measures should nuisance is potential for dust mitigation minimise this temporary. nuisance will exist measures issue and manage but will be (Section 9). the residual risk of controlled by nuisance issues. mitigation measures.
358 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
Route Window NE7 - Permanent Impacts Works & Significance Committed Residual Impact potential Mitigation Description Significance impacts Change in Insignificant None necessary. Marginal Insignificant. ambient NO2 due (<0.3 % increase deterioration in air to operational on baseline quality (NO2) in traffic. concentrations; no area of poor air breach of quality. Objective caused). Change in Insignificant (no None necessary. Very marginal Insignificant. ambient PM10 due increase on deterioration in air to operational baseline quality (NO2) in traffic. concentrations; no area of poor air breach of quality. Objective caused).
6.9 Route Window NE8: Romford Depot
6.9.1 Overview
(i) General Description
The route alignment in this route window passes through LB Barking and Dagenham and LB Havering. The main works in this route window comprise the construction of a rail underpass in order to reduce conflicting movements between trains on the GEML and those moving to and from a new Romford depot. This will also require works to Jutsums Lane bridge.
The route window is located between Whalebone Lane South, Chadwell Heath in the west and Sheringham Avenue, Romford in the east. The area to the north of the GEML is dominated by the Westland’s Playing Field. West Ham United Football Club (FC) training ground and residential areas, while residential and industrial works are located to the south. Crowlands Heath Golf Course is also located to the south of the GEML.
359 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
Figure 6-9: Location Plan of Romford Depot (West)
During the construction phase the activities in Route Window NE8 include those associated with tunnelling and with the majority of the Romford Depot Worksite (which also stretches into route window NE7 and NE9). During the operational phase the primary Crossrail feature in this Route Window is the presence of Romford Depot.
The air quality and dust impacts of the Romford Depot development have been assessed, collated and reported under this route window.
(ii) Baseline Air Quality
This Route Window is located within the London Borough of Havering and the London Borough of Barking and Dagenham. The London Borough of Havering proposes to designate either the whole borough or several smaller AQMAs in January 2005. The London Borough of Barking and Dagenham has declared a number of small AQMAs alongside the
A13. AQMAs have been/will be designated because the Air Quality Objectives for NO2 and PM10 may not be achieved. The Crossrail route does not fall within any of the Barking and Dagenham AQMAs, however, it may fall within Havering’s AQMAs once designated. The principal source of these two pollutants is road traffic with maximum concentrations located near to busy roads.
Annual mean ambient background concentrations of NO2, PM10 and NOx within this Route Window are, and are expected to be, as per the table below. Concentrations in 2003 are presented for context. Baseline Objective 2003 2007 2010 2016 2003 2007 2010 2016
NOX 54 48 40 32 - - - -
360 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
NO2 30 28 25 21 40 40 40 40
PM10 22 21 20 18 40 40 23* 23*
* The proposed provisional PM10 objective for London to be achieved by 2010 is 23 µg/m³. Outside of London, the proposed provisional objective also to be achieved by 2010 is 20 µg/m³. (all concentrations in µg/m³) Source: National Air Quality Information Archive at www.airquality.co.uk
(iii) Construction Phase: Traffic Impacts on Local Air Quality
In 2007, the ambient background NO2 concentration in Route Window NE8 will be below the Air Quality Objective of 40µg/m³ on both roads assessed. NO2 concentrations derived from construction traffic in this Window are predicted to contribute less than 1µg/m³ and remain within the Objective Value.
Ambient background PM10 concentrations within Route Window NE8 will be less than 70% of the Air Quality Objective Value of 40µg/m³ in 2007. PM10 concentrations derived from construction traffic within this window are predicted to contribute less than 1µg/m³ and remain within the Objective Value.
Ambient background PM10 concentrations within Route Window NE8 are not expected to breach the provisional Air Quality Objective Value of 23µg/m³ on any of the roads in 2007, the first year of construction, both with or without Crossrail. This Objective Value may be implemented in 2010 when the ambient background PM10 concentration, in the absence of traffic, is expected to be 21µg/m³.
(iv) Operational Phase: Traffic Impacts on Local Air Quality
The screening process applied to operational traffic data for Route Window NE8 identified one road link that exhibits a change in traffic flows of greater than 5 % during the operational phase of Crossrail. 11 of the 20 links within Route Window NE8 are expected to exhibit an increase in traffic flows in 2016 as compared to the 2016 Baseline case; flows would increase by 18% for one link and less than 2% for the others within this window.
In 2016, ambient background NO2 concentrations in Route Window NE8 are expected to be within the Air Quality Objective of 40 µg/m³ on all roads, and within 70% of the Objective on about half of the roads. NO2 concentrations resulting from operational traffic as a result of Crossrail are predicted to contribute less than 0.5 µg/m³ as compared to the Baseline in 2016. Crossrail operations will not cause additional breach of the objective on any roads.
Ambient background PM10 concentrations within Route Window NE8 are expected to be less than 70 % of the Air Quality Objective Value of 40 µg/m³ in 2016. PM10 concentrations derived from operational traffic due to Crossrail within this window are predicted to contribute less than 0.1 µg/m³ and remain within the Objective Value.
Ambient background PM10 concentrations within Route Window NE3 are estimated to be within the provisional Air Quality Objective Value of 23µg/m³ on all roads in 2016, both with or without Crossrail. In 2016 the ambient background PM10 concentration, in the absence of traffic, is expected to be 18µg/m³. The provisional Objective Value may be implemented in 2010.
361 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
Increase in pollutant concentrations in 2016 within this Route Window will not be significant.
6.9.2 Construction Phase: Nuisance Dust
The dust boundary for Romford Depot , which incorporates Romford Diveunder Worksite North, Romford Diveunder Worksite South, Romford Depot Worksite and Romford Route Control Centre Worksite, is located across three Route Windows; NE7, NE8 and NE9. The receptor counts for the complete Romford Depot Worksite are reported under this route window. These receptor counts have been adjusted to account for the overlaps with other worksites at both its eastern and western edges. Table 6-9 shows the adjusted counts for Romford Depot and associated worksites.
Table 6-10: Romford Depot
No of receptors Total 20 m 50 m 100 m 150 m Residential 96 539 1251 1038 Care homes 0 0 1 0 Educational 0 0 1 0 Hospitals 1 0 0 0 Designated areas 1 1 1 1 Other 46 22 50 93 Total 144 562 1304 1132 Weighting 4 3 2 1 Weighted total 576 1686 2608 1132 6 002 Construction Activity Dust Weighting Duration Weighted raising dust raising potential potential excavation high 3 32 96 construction low 1 33 33 Weighted total 129 Worksite score 774 258 Refer to Methodology Section 2.5 and Figures 1E0320-E1E00-E01-F-00007, 1E0320-E1E00-E01-F-00008 and 1E0320-E1E00-E01-F-00009 (Volume III).
There is a residential care property (Anglia Court) within the worksite dust impact boundary in the NE7 section of Romford Depot.
There is an educational establishment within the dust boundaries of the section of Romford Depot located in Route Window NE9. This educational establishment is Playtown. There is also a hospital located within the section of dust boundary in NE9; this is the Old Church Hospital.
With reference to the route-wide assessment (Section 3) the overall worksite rating for dust nuisance potential is:
362 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
• Romford Depot. The dust risk score for this site is over 200 000 and therefore there is a high potential for dust nuisance. Tier 3 mitigation measures will be required (refer to Section 9).
6.9.3 Utility Works
There are no utility works in this window with the potential to cause air quality impacts, either on their own or in combination with main site construction activities.
6.9.4 Operational Phase: Vent Shaft Emissions
There are no vent shafts in Route Window NE8.
6.9.5 Route Window Impact Summary Tables
Route Window NE8 - Temporary Impacts Works & Significance Committed Residual Impact potential Mitigation Description Significance impacts Deterioration in Insignificant Recommended Marginal Insignificant as 3 ambient NO2 due (<0.2 µg/m construction deterioration in air temporary to construction increase on practice (Section quality (NO2) for marginal increase. traffic – all routes. baseline 9). Minimisation duration of concentrations; no of lorry export construction. breach of (use of rail). Objective caused). Deterioration in Insignificant (no Recommended Marginal Insignificant as ambient PM10 due increase on construction deterioration in air temporary to construction baseline practice (Section quality (PM10) for marginal increase. traffic – all routes. concentrations; no 9). Minimisation duration of breach of of lorry export construction. Objective (use of rail). caused). High potential Significant but Recommended The application of Insignificant. dust nuisance. temporary (rated construction mitigation Potential for high for dust practice/ measures should nuisance is potential). mitigation minimise this temporary. The potential for measures issue and manage dust nuisance will (Section 9). the residual risk of exist but will be nuisance issues. controlled by mitigation measures.
363 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
Route Window NE8 - Permanent Impacts Works & Significance Committed Residual Impact potential Mitigation Description Significance impacts Change in air Insignificant None necessary. Marginal Insignificant. quality NO2 due to (<1.2 % increase deterioration in air operational traffic on baseline quality (NO2) in concentrations; no area of poor air breach of quality. Objective). Change in air Insignificant None necessary. Very marginal Insignificant. quality PM10 due (<0.1% increase deterioration in air to operational on baseline quality (NO2) in traffic concentrations; no area of poor air breach of quality. Objective caused).
6.10 Route Window NE9: Romford Station & Depot (East)
6.10.1 Overview
(i) General Description
The main works in this route window will consist of a new depot and stabling sidings located on the old goods yard site to the west of Romford station and on the south side of the GEML. In addition, the works will include a rebuild and extension to Romford station.
Romford station is located in LB Havering, to the west of South Street on the railway viaduct between Havanna Close and Atlanta Boulevard. South Street runs through the commercial and retail centre of Romford, connecting with the Romford ring road. The site of the depot and stabling sidings is surrounded primarily by industrial and commercial uses to the south, and by the GEML and residential neighbourhoods to the north, with Oldchurch Hospital immediately to the east of Nursery Walk.
364 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
Figure 6-10: Location Plan of Romford Station and Depot (East)
During the construction phase the activities in Route Window NE9 include those associated with lengthening and widening of platforms on the Crossrail lines. This work will take place largely within the railway boundary. Route Window NE9 contains part of the Romford Depot worksite and Romford Station. During the operational phase the primary Crossrail feature in this Route Window is the presence of Romford Station and Depot. The impacts for Romford Depot are assessed and reported under route window NE8, this section focuses on Romford Station only.
(ii) Baseline Air Quality
This Route Window is located within the London Borough of Havering. The London Borough of Havering expects to declare either several small Air Quality Management Areas (AQMAs) within the Borough, or to declare the whole Borough an AQMA in January 2005. AQMA designation(s) will primarily be on the basis of NO2 but also on the basis of predicted breach of the PM10 objective to a lesser extent. The Crossrail route may coincide with Havering’s AQMA(s).
Annual mean ambient background concentrations of NO2, PM10 and NOx within this Route Window are, and are expected to be, as per the table below. Concentrations in 2003 are presented for context.
365 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
Baseline Objective 2003 2007 2010 2016 2003 2007 2010 2016
NOX 53 46 40 31 - - - -
NO2 30 27 24 21 40 40 40 40
PM10 22 21 19 18 40 40 23* 23*
* The proposed provisional PM10 objective for London to be achieved by 2010 is 23 µg/m³. Outside of London, the proposed provisional objective also to be achieved by 2010 is 20 µg/m³. (all concentrations in µg/m³) Source: National Air Quality Information Archive at www.airquality.co.uk
(iii) Construction Phase: Traffic Impacts on Local Air Quality
In 2007, the ambient background NO2 concentration in Route Window NE9 will exceed the Air Quality Objective of 40µg/m³ on four of the roads assessed. NO2 concentrations derived from construction traffic in this Window are predicted to contribute less than 1µg/m³ and the number of roads experiencing breach of the Objective Value will remain the same.
Ambient background PM10 concentrations within Route Window NE9 will be less than 70% of the Air Quality Objective Value of 40µg/m³ in 2007. PM10 concentrations derived from construction traffic within this window are predicted to contribute less than 1µg/m³ and remain within the Objective Value.
Ambient background PM10 concentrations within Route Window NE7 are expected to breach the provisional Air Quality Objective Value of 23µg/m³ on two of the roads in 2007, the first year of construction, both with or without Crossrail. This Objective Value may be implemented in 2010 when the ambient background PM10 concentration, in the absence of traffic, is expected to be 21µg/m³.
The modelling has found that construction activities associated with the worksite in Route Window NE9 will not contribute significantly to ambient background air pollution concentrations.
(iv) Operational Phase: Traffic Impacts on Local Air Quality
The screening process applied to operational traffic data for Route Window NE9 identified two road links that exhibit a change in traffic flows of 5 % or greater during the operational phase of Crossrail. 4 of the 15 links within Route Window NE9 are expected to exhibit an increase in traffic flows in 2016 of between 0 and 10 % as compared to the Baseline case.
In 2016, ambient background NO2 concentrations in Route Window NE9 are expected to be within 70 % of the Air Quality Objective of 40 µg/m³ on over half of all roads, the remainder being within the Objective Value. NO2 concentrations resulting from operational traffic as a result of Crossrail are predicted to increase concentrations less than 0.5 µg/m³ as compared to the Baseline in 2016.
366 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
Ambient background PM10 concentrations within Route Window NE9 are expected to be less than 70 % of the Air Quality Objective Value of 40 µg/m³ in 2016. PM10 concentrations derived from operational traffic due to Crossrail within this window are predicted to increase concentrations by less than 0.1 µg/m³.
Ambient background PM10 concentrations within Route Window NE9 are expected to be approximately 78% of the provisional Air Quality Objective Value of 23µg/m³ in 2016. PM10 concentrations derived from operational traffic within this window are predicted to remain within the provisional Objective Value. The increase in ambient pollutant concentrations in 2016 within this Route Window will not be significant.
6.10.2 Construction Phase: Nuisance Dust
The dust boundary for Romford Depot is located across three Route Windows; NE7, NE8 and NE9. The receptor counts for this boundary are reported and analysed under Route Window NE8.
In NE9 the Romford Station dust boundary, which incorporates Romford Station Worksite West, Romford Station Worksite North, Romford Station Worksite South and Romford Station Exchange Street Worksite, overlaps with the eastern dust boundaries of the Romford Station worksite dust boundary and therefore adjustment for cumulative impacts is required. Table 6-11 shows the adjusted receptor counts for Romford Station and associated worksites.
Table 6-11: Romford Station
No of receptors Total 20 m 50 m 100 m 150 m Residential 0 23 24 0 Care homes 0 0 0 0 Educational 0 0 0 0 Hospitals 0 0 0 0 Designated areas 0 0 0 0 Other 5 20 33 43 Total 5 43 57 43 Weighting 4 3 2 1 Weighted total 20 129 114 43 306 Construction Dust Weighting Duration Weighted Activity raising dust raising potential potential demolition medium 2 0.75 1.5 excavation high 3 0.75 2.25 construction low 1 2 2 Weighted total 5.75 Worksite score 1 760 Refer to Methodology Section 2.5 and Figure 1E0320-E1E00-E01-F-00009 (Volume III).
367 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
With reference to the route-wide assessment (Section 3) the overall worksite rating for dust nuisance potential is: • Romford Station. The dust risk score for this site is below 10,000 and therefore there is a low potential for dust nuisance. Tier 1 mitigation measures will be required (refer to Section 9). The close proximity to the Romford Depot worksite may mean that the works at Romford Station are carried out under the same contract/worksite. If this is the case then the highest dust risk (i.e. that for Romford Depot) should apply to this site as well.
6.10.3 Utility Works
There are no utility works in this window with the potential to cause air quality impacts on their own. However, the planned sewer diversion at Waterloo Road, Romford (Reference AW051) would generate dust which, in combination with the activities associated with the Romford Station Worksite, has the potential to cause an air quality impact. This has been addressed in the assessment of the Romford Station Worksite and in developing the relevant dust management measures to be applied at this site.
6.10.4 Operational Phase: Vent Shaft Emissions
There are no vent shafts in Route Window NE9.
6.10.5 Route Window Impact Summary Tables
Route Window NE9 - Temporary Impacts Works & Significance Committed Residual Impact potential Mitigation Description Significance impacts Deterioration in Insignificant (<1 % Recommended Marginal Insignificant as ambient NO2 due increase on construction deterioration in air temporary to construction baseline practice (Section quality (NO2) for marginal increase. traffic – all routes. concentrations; no 9). Minimisation duration of breach of of lorry export construction. Objective (use of rail). caused). Deterioration in Insignificant Recommended Marginal Insignificant as ambient PM10 due (<0.2 % increase construction deterioration in air temporary to construction on baseline practice (Section quality (PM10) for marginal increase. traffic – all routes. concentrations; no 9). Minimisation duration of breach of of lorry export construction. Objective (use of rail). caused). Low potential dust Insignificant (rated Recommended The application of Insignificant. nuisance. low for dust construction the mitigation Potential for potential). The practice/ measures should nuisance is potential for dust mitigation minimise this temporary. nuisance will exist measures issue and manage
368 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
Route Window NE9 - Temporary Impacts Works & Significance Committed Residual Impact potential Mitigation Description Significance impacts but will be (Section 9). the residual risk of controlled by nuisance issues. mitigation measures.
Route Window NE9 - Permanent Impacts Works & Significance Committed Residual Impact potential Mitigation Description Significance impacts Change in Insignificant None necessary. Marginal Insignificant. ambient NO2 due (<1.8 % increase deterioration in air to operational on baseline quality (NO2) in traffic. concentrations; no area of poor air breach of quality. Objective caused). Change in Insignificant None necessary. Very marginal Insignificant. ambient PM10 due (<0.1% increase deterioration in air to operational on baseline quality (NO2) in traffic. concentrations; no area of poor air breach of quality. Objective caused).
6.11 Route Window NE10: Gidea Park Station
6.11.1 Overview
(i) General Description
The main works in this route window, which is located in LB Havering, comprise platform extensions. The eastern end of two GEML island platforms (platform 3 and platform 4) will be extended eastwards by 22 m to 205 m to accommodate 10-car Crossrail trains. New platform furniture and lighting will be provided and minor station refurbishment works will be carried out. Construction at Gidea Park station will take place over approximately three months.
Works at this station will be carried out from within the existing fenced boundary of the railway on platforms three and four. It is proposed that the worksite will occupy the whole of the station car park. Access to the site for lorries will occur from the A118 Main Road via Balgores Lane and Crossways through the existing car park entrance. Large items of plant
369 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV and materials will be brought to the site at Gidea Park station by rail. Other materials, including excavated materials will be delivered by road.
The main construction plant to be used at the worksite will include cranes, rail cranes, excavators, piling rigs and mechanical breakers.
Approximately two lorries in total per day will access the Gidea Park station worksites during a peak construction period of about a month. At other times, the worksite will typically be served by one lorry per day.
The area around the station is surrounded by residential and small-scale retail areas.
Figure 6-11: Location Plan of Gidea Park Station
During the construction phase the activities in Route Window NE10 include those associated with lengthening and widening of platforms on the Crossrail lines. This work will take place largely within the railway boundary. Route Window NE10 contains the Gidea Park Station worksite. During the operational phase the primary Crossrail feature in this Route Window is the presence of Gidea Park Station.
(ii) Baseline Air Quality
This Route Window is located within the London Borough of Havering. The London Borough of Havering expects to declare either several smaller Air Quality Management Areas (AQMAs) within the Borough, or to declare the whole Borough an AQMA in January 2005.
AQMA designation(s) will primarily be on the basis of NO2 but also on the basis of predicted breach of the PM10 objective to a lesser extent. The Crossrail route may coincide with Havering’s AQMA(s).
370 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
Annual mean ambient background concentrations of NO2, PM10 and NOx within this Route Window are, and are expected to be, as per the table below. Concentrations in 2003 are presented for context. Baseline Objective 2003 2007 2010 2016 2003 2007 2010 2016
NOX 52 44 38 30 - - - -
NO2 29 26 24 20 40 40 40 40
PM10 21 20 19 18 40 40 23* 23*
* The proposed provisional PM10 objective for London to be achieved by 2010 is 23 µg/m³. Outside of London, the proposed provisional objective also to be achieved by 2010 is 20 µg/m³. (all concentrations in µg/m³) Source: National Air Quality Information Archive at www.airquality.co.uk
(iii) Construction Phase: Traffic Impacts on Local Air Quality
In 2007, the ambient background NO2 concentration in Route Window NE10 will breach the Air Quality Objective of 40µg/m³ on the A118. NO2 concentrations derived from construction traffic in this Window are predicted to contribute less than 1µg/m³ and the number of roads experiencing breach of the Objective Value will remain the same.
Ambient background PM10 concentrations within Route Window NE10 will be less than 70% of the Air Quality Objective Value of 40µg/m³ in 2007. PM10 concentrations derived from construction traffic within this window are predicted to contribute less than 1µg/m³ and remain within the Objective Value.
Ambient background PM10 concentrations within Route Window NE10 are not expected to breach the provisional Air Quality Objective Value of 23µg/m³ on any of the roads in 2007, the first year of construction. This Objective Value may be implemented in 2010 when the ambient background PM10 concentration, in the absence of traffic, is expected to be 20µg/m³.
The modelling has found that construction activities associated with the worksite in Route Window NE10 will not contribute significantly to ambient background air pollution concentrations.
(iv) Operational Phase: Traffic Impacts on Local Air Quality
The screening process applied to operational traffic data for Route Window NE10 did not identify any road link that exhibits a change in traffic flows of greater than 5 % during the operational phase of Crossrail. 6 of the 9 links within Route Window NE10 are expected to exhibit an increase in traffic flows in 2016 as compared to the 2016 Baseline case; flows will not increase by more than 1.5 % within this window.
In 2016, ambient background NO2 concentrations in Route Window NE10 are expected to be within 70 % of the Air Quality Objective of 40 µg/m³ on all roads. NO2 concentrations resulting from operational traffic as a result of Crossrail are predicted to contribute less than 0.1 µg/m³ as compared to the Baseline in 2016. Crossrail operations will not cause additional breach of the objective on any roads.
371 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
Ambient background PM10 concentrations within Route Window NE10 are expected to be less than 70 % of the Air Quality Objective Value of 40 µg/m³ in 2016. PM10 concentrations derived from operational traffic due to Crossrail within this window are not predicted to cause any increase in concentrations.
The ambient background PM10 concentrations within Route Window NE10 are expected to be approximately 78 % of the Air Quality Objective Value of 23µg/m³ in 2016. In 2016 the
ambient background PM10 concentration, in the absence of traffic, is expected to be 18µg/m³. The provisional Objective Value may be implemented in 2010. Increase in pollutant concentrations in 2016 within this Route Window will not be significant.
6.11.2 Construction Phase: Nuisance Dust
There is one dust boundary in Route Window NE10, Gidea Park Station. The boundary overlaps with Gidea Park Stabling Sidings dust boundary and therefore adjustment for cumulative impacts is required. Table 6-13 shows the total receptor counts for Gidea Park Station.
Table 6-12: Gidea Park Station Worksite
No of receptors Total 20 m 50 m 100 m 150 m Residential 10 18 12 42 Care homes 0 0 0 0 Educational 0 0 0 0 Hospitals 0 0 0 0 Designated areas 0 0 0 0 Other 0 1 1 8 Total 10 19 13 50 Weighting 4 3 2 1 Weighted total 40 57 26 50 173 Construction Dust raising Weighting Duration Weighted Activity potential dust raising potential excavation high 3 0.5 1.5 construction low 1 1 1 Weighted total 2.5 Worksite score 433 Refer to Methodology Section 2.5 and Figure 1E0320-E1E00-E01-F-00011 (Volume III).
With reference to the route-wide assessment (Section 3) the overall worksite rating for dust nuisance potential is: • Gidea Park Station. The dust risk score for this site is below 10,000 and therefore there is a low potential for dust nuisance. Tier 1 mitigation measures will be required (refer to Section 9).
372 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
6.11.3 Utility Works
There are no utility works in this window with the potential to cause air quality impacts, either on their own or in combination with main site construction activities.
6.11.4 Operational Phase: Vent Shaft Emissions
There are no vent shafts in Route Window NE10.
6.11.5 Route Window Impact Summary Tables
Route Window NE10 - Temporary Impacts Works & Significance Committed Residual Impact potential Mitigation Description Significance impacts Deterioration in Insignificant Recommended Marginal Insignificant as ambient NO2 due (<0.1 % increase construction deterioration in air temporary to construction on baseline practice (Section quality (NO2) for marginal increase. traffic – all routes. concentrations; no 9). Minimisation duration of breach of of lorry export construction. Objective (use of rail). caused). Deterioration in Insignificant (no Recommended Marginal Insignificant as ambient PM10 due increase on construction deterioration in air temporary to construction baseline practice (Section quality (PM10) for marginal increase. traffic – all routes. concentrations; no 9). Minimisation duration of breach of of lorry export construction. Objective (use of rail). caused). Low potential dust Insignificant (rated Recommended The application of Insignificant. nuisance. low for dust construction the mitigation Potential for potential). The practice/ measures should nuisance is potential for dust mitigation minimise this temporary. nuisance will exist measures issue and manage but will be (Section 9). the residual risk of controlled by nuisance issues. mitigation measures.
373 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
Route Window NE10 - Permanent Impacts Works & Significance Committed Residual Impact potential Mitigation Description Significance impacts Change in Insignificant None necessary. Marginal Insignificant. ambient NO2 due (<0.1 % increase deterioration in air to operational on baseline quality (NO2) in traffic. concentrations; no area of poor air breach of quality. Objective caused). Change in Insignificant (no None necessary. Very marginal Insignificant. ambient PM10 due increase on deterioration in air to operational baseline quality (NO2) in traffic. concentrations; no area of poor air breach of quality. Objective caused).
6.12 Route Window NE11: Gidea Park Stabling
6.12.1 Overview
(i) General Description
The proposed Crossrail works at Gidea Park involve the extension of existing sidings and provision of new sidings in order to provide stabling for Crossrail trains. The Gidea Park stabling site is located in LB Havering, on the site of the existing sidings to the east of Upper Brentwood Road and some 150 m to the east of Gidea Park station. An area of mature woodland exists to the north of the sidings.
The current stabling sidings are surrounded primarily with residential neighbourhoods to the north and south of the station, with light industrial units and warehousing to the south of the rail corridor. An established belt of vegetation separates housing areas to the north from the railway sidings. The Royal Liberty School is located on the northern side of Upper Brentwood Road. There are few shops in the locality, with no obvious town centre location. Light industrial, residential and commercial areas are located on the Southend Arterial Road to the east of the stabling sidings.
374 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
Figure 6-12: Location Plan of Gidea Park Stabling Sidings
During the construction phase the activities in Route Window NE11 include those associated with the nine sidings to be provided for overnight stabling of Crossrail trains and include construction of a temporary access road. This work will take place largely within the railway boundary. Route Window NE11 contains the Gidea Park Stabling Sidings worksite. During the operational phase the primary Crossrail feature in this Route Window is the presence of Gidea Park Stabling Area.
(ii) Baseline Air Quality
This Route Window is located within the London Borough of Havering. The London Borough of Havering expects to declare either several smaller Air Quality Management Areas (AQMAs) within the Borough, or to declare the whole Borough an AQMA in January 2005.
AQMA designation(s) will primarily be on the basis of NO2 but also on the basis of predicted breach of the PM10 objective to a lesser extent. The Crossrail route may coincide with Havering’s AQMA(s).
Annual mean ambient background concentrations of NO2, PM10 and NOx within this Route Window are, and are expected to be, as per the table below. Concentrations in 2003 are presented for context. Baseline Objective 2003 2007 2010 2016 2003 2007 2010 2016
NOX 49 41 35 28 - - - -
NO2 28 25 22 19 40 40 40 40
PM10 21 20 19 18 40 40 23* 23*
* The proposed provisional PM10 objective for London to be achieved by 2010 is 23 µg/m³. Outside of London, the proposed provisional objective also to be achieved by 2010 is 20 µg/m³.
375 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
(all concentrations in µg/m³) Source: National Air Quality Information Archive at www.airquality.co.uk
(iii) Construction Phase: Traffic Impacts on Local Air Quality
Route Window NE11 has not been assessed in terms of construction traffic impacts. Construction traffic data have not been compiled for the Baseline or ‘with Crossrail’ case as it is not anticipated that the construction of Crossrail in Route Window NE11 will present any change to the Baseline in terms of traffic movements.
Within Route Window NE11 planning permission is granted for construction of 60 residential units. The development site is within 20 m of the Gidea Park Sidings Tier 1 low risk Worksite. While it is not anticipated that such a development will generate significant construction traffic, cumulative air quality impacts are possible if construction coincides with Crossrail peak traffic flows. If, however, the development is completed prior to Crossrail construction the air quality impact of Crossrail construction on the additional residential receptors must be considered.
(iv) Operational Phase: Traffic Impacts on Local Air Quality
Route Window NE11 has not been assessed in terms of operational impacts. Operational traffic data have not been compiled for the Baseline or ‘with Crossrail’ case in 2016 as it is not anticipated that the operation of Crossrail in Route Window NE11 will present any change to the Baseline in terms of traffic movements.
6.12.2 Construction Phase: Nuisance Dust
There is one dust boundary in Route Window NE11, Gidea Park Sidings. Part of this boundary is located in Route Window NE10, the entire boundary is counted within NE11 as Gidea Park Sidings.
The Gidea Park Sidings dust boundary does not overlap with any other boundary and therefore adjustment for cumulative impacts is not required. Table 6-13 shows the total receptor counts for Gidea Park Sidings.
Table 6-13: Gidea Park Sidings
No of receptors Total 20 m 50 m 100 m 150 m Residential 50 172 317 554 Care homes 1 1 0 0 Educational 0 0 1 0 Hospitals 0 0 0 0 Designated areas 0 0 0 1 Other 6 17 10 11 Total 57 190 328 566
376 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
Weighting 4 3 2 1 Weighted total 228 570 656 566 2020 Construction Weighted dust Activity Dust raising raising potential Weighting Duration potential excavation high 3 0.5 1.5 construction low 1 1 1 Weighted total 2.5 Worksite score 5050 Refer to Methodology Section 2.5 and Figure 1E0320-E1E00-E01-F-00011 (Volume III).
There is an educational establishment, Royal Liberty School, is located within the dust boundary. There are also two residential care home properties. They are Evelyn Sharp House (Sheltered Accommodation) and Dorthan Residential Home for the Elderly.
With reference to the route-wide assessment (Section 3) the overall worksite rating for dust nuisance potential is: • Gidea Park Sidings. The dust risk score for this site is below 10,000 and therefore there is a low potential for dust nuisance. Tier 1 mitigation measures will be required (refer to Section 9).
Within Route Window NE11 planning permission is granted for construction of 60 residential units. The development site is within 20 m of the Gidea Park Sidings Tier 1 low risk Worksite. If this development generates significant demolition/construction dust, cumulative air quality impacts are possible. If, however, the development is completed prior to Crossrail construction the air quality impact of Crossrail construction on the additional residential receptors must be considered.
6.12.3 Utility Works
There are no utility works in this window with the potential to cause air quality impacts, either on their own or in combination with main site construction activities.
6.12.4 Operational Phase: Vent Shaft Emissions
There are no vent shafts in Route Window NE11.
377 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
6.12.5 Route Window Impact Summary Tables
Route Window NE11 - Temporary Impacts Works & Significance Committed Residual Impact potential Mitigation Description Significance impacts Deterioration in Insignificant Recommended Marginal Insignificant as ambient NO2 due (<0.1 % increase construction deterioration in air temporary to construction on baseline practice (Section quality (NO2) for marginal increase. traffic – all routes. concentrations; no 9). Minimisation duration of breach of of lorry export construction. Objective (use of rail). caused). Deterioration in Insignificant (no Recommended Marginal Insignificant as ambient PM10 due increase on construction deterioration in air temporary to construction baseline practice (Section quality (PM10) for marginal increase. traffic – all routes. concentrations; no 9). Minimisation duration of breach of of lorry export construction. Objective (use of rail). caused). Low potential dust Insignificant (rated Recommended The application of Insignificant. nuisance. low for dust construction the mitigation Potential for potential). The practice/ measures should nuisance is potential for dust mitigation minimise this temporary. nuisance will exist measures issue and manage but will be (Section 9). the residual risk of controlled by nuisance issues. mitigation measures.
6.13 Route Window NE12: Harold Wood Station
6.13.1 Overview
(i) General Description
The main works in this route window, which is located in LB Havering, comprise platform extensions. Two GEML platforms (platform three and platform four) will be extended eastwards by 38 m to 205 m to accommodate 10-car Crossrail trains. In addition, new platform furniture and lighting will be fitted and minor station refurbishment works will be carried out. The works will take approximately four months to complete.
378 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
Construction works will be carried out from within the existing fenced boundary of the railway on platforms two/three and four. The worksite servicing activities on the site will be located in part of the existing station car park to the northeast of platform four. Access to the main station entrance and forecourt will occur from Gubbins Lane. Large items of plant and materials for construction will be delivered and removed by rail. Other materials, including excavated materials will be removed by road.
The main construction plant to be used at the worksite will include cranes, rail-mounted cranes, excavators and mechanical breakers.
Approximately three lorries in total per day will access the worksite during a peak construction period that will last for a month and a half. At other times, the worksite will typically be served by one lorry per day.
The area around the station comprises residential neighbourhoods to the northeast, south and east, with small retail and commercial units along the northern sides of Station Road and Oak Road. Harold Wood Hospital is located to the northwest of the station, accessed from Gubbins Lane. Areas of open space exist at Harold Wood Park and along Ingrebourne River and Paines Brook.
Figure 6-13: Location Plan of Harold Wood Station
During the construction phase the activities in Route Window NE12 include those associated with lengthening of platforms on the Crossrail lines. This work will take place largely within the railway boundary. Route Window NE12 contains one worksite to the east of Harold Wood Station. During the operational phase the primary Crossrail feature in this Route Window is the presence of Harold Wood Station.
379 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
(ii) Baseline Air Quality
This Route Window is located within the London Borough of Havering. The London Borough of Havering expects to declare either several smaller Air Quality Management Areas (AQMAs) within the Borough, or to declare the whole Borough an AQMA in January 2005.
AQMA designation(s) will primarily be on the basis of NO2 but also on the basis of predicted breach of the PM10 objective to a lesser extent. The Crossrail route may coincide with Havering’s AQMA(s).
Annual mean ambient background concentrations of NO2, PM10 and NOx within this Route Window are, and are expected to be, as per the table below. Concentrations in 2003 are presented for context. Baseline Objective 2003 2007 2010 2016 2003 2007 2010 2016
NOX 53 45 37 29 - - - -
NO2 30 26 23 20 40 40 40 40
PM10 21 20 19 17 40 40 23* 23*
* The proposed provisional PM10 objective for London to be achieved by 2010 is 23 µg/m³. Outside of London, the proposed provisional objective also to be achieved by 2010 is 20 µg/m³. (all concentrations in µg/m³) Source: National Air Quality Information Archive at www.airquality.co.uk
(iii) Construction Phase: Traffic Impacts on Local Air Quality
In 2007, the ambient background NO2 concentration in Route Window NE12 will be below the Air Quality Objective of 40µg/m³ in all roads. NO2 concentrations derived from construction traffic in this Window are predicted to contribute less than 1µg/m³ and the number of roads experiencing breach of the Objective Value will remain the same.
Ambient background PM10 concentrations within Route Window NE12 will be less than 70% of the Air Quality Objective Value of 40µg/m³ in 2007. PM10 concentrations derived from construction traffic within this window are predicted to contribute less than 1µg/m³ and remain within the Objective Value.
Ambient background PM10 concentrations within Route Window NE12 are not expected to breach the provisional Air Quality Objective Value of 23µg/m³ on any of the roads in 2007, the first year of construction. This Objective Value may be implemented in 2010 when the ambient background PM10 concentration, in the absence of traffic, is expected to be 20µg/m³.
The modelling has found that construction activities associated with the worksite in Route Window NE12 will not contribute significantly to ambient background air pollution concentrations.
(iv) Operational Phase: Traffic Impacts on Local Air Quality
The screening process applied to operational traffic data for Route Window NE12 did not identify any road link that exhibits a change in traffic flows of greater than 5 % during the operational phase of Crossrail. 3 of the 5 links within Route Window NE12 are expected to
380 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
exhibit an increase in traffic flows in 2016 as compared to the 2016 Baseline case; flows will not increase by more than 0.5 % within this window.
In 2016, ambient background NO2 concentrations in Route Window NE12 are expected to be within 70 % of the Air Quality Objective of 40 µg/m³ on all roads. NO2 concentrations resulting from operational traffic as a result of Crossrail are predicted to contribute less than 0.1 µg/m³ as compared to the Baseline in 2016. Crossrail operations will not cause additional breach of the objective on any roads.
Ambient background PM10 concentrations within Route Window NE12 are expected to be less than 70 % of the Air Quality Objective Value of 40 µg/m³ in 2016. PM10 concentrations derived from operational traffic due to Crossrail within this window are not predicted to increase.
Ambient background PM10 concentrations within Route Window NE12 are expected to be approximately 75% of the provisional Air Quality Objective Value of 23µg/m³ in 2016. PM10 contributions from all traffic are not predicted to cause any breach of the proposed Objective Value. Increase in pollutant concentrations in 2016 within this Route Window will not be significant.
6.13.2 Construction Phase: Nuisance Dust
There is only one dust boundary in Route Window NE12, therefore, adjustment for cumulative impacts is not required. Table 6-14 shows the total receptor counts for Harold Wood Station Worksite.
Table 6-14: Harold Wood Station Worksite
No of receptors Total 20 m 50 m 100 m 150 m Residential 1 39 102 140 Care homes 0 0 0 0 Educational 0 0 0 0 Hospitals 0 0 0 0 Designated areas 0 0 0 0 Other 0 3 9 13 Total 1 42 111 153 Weighting 4 3 2 1 Weighted total 4 126 222 153 505 Construction Dust raising Weighting Duration Weighted Activity potential dust raising potential excavation high 3 0.5 1.5 construction low 1 1 1 Weighted total 2.5 Worksite score 1 263 Refer to Methodology Section 2.5 and Figure 1E0320-E1E00-E01-F-00012 (Volume III).
381 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
With reference to the route-wide assessment (Section 3) the overall worksite rating for dust nuisance potential is: • Harold Wood Station (east). The dust risk score for this site is below 10,000 and therefore there is a medium potential for dust nuisance. Tier 2 mitigation measures will be required (refer to Section 9).
6.13.3 Utility Works
There are no utility works in this window with the potential to cause air quality impacts, either on their own or in combination with main site construction activities.
6.13.4 Operational Phase: Vent Shaft Emissions
There are no vent shafts in Route Window NE12.
6.13.5 Route Window Impact Summary Tables
Route Window NE12 - Temporary Impacts Works & Significance Committed Residual Impact potential Mitigation Description Significance impacts Deterioration in Insignificant Recommended Marginal Insignificant as ambient NO2 due (<0.1 % increase construction deterioration in air temporary to construction on baseline practice (Section quality (NO2) for marginal increase. traffic – all routes. concentrations; no 9). Minimisation duration of breach of of lorry export construction. Objective (use of rail). caused). Deterioration in Insignificant (no Recommended Marginal Insignificant as ambient PM10 due increase on construction deterioration in air temporary to construction baseline practice (Section quality (PM10) for marginal increase. traffic – all routes. concentrations; no 9). Minimisation duration of breach of of lorry export construction. Objective (use of rail). caused). Medium potential Insignificant (rated Recommended The application of Insignificant. dust nuisance. medium for dust construction the mitigation Potential for potential). The practice/ measures should nuisance is potential for dust mitigation minimise this temporary. nuisance will exist measures issue and manage but will be (Section 9). the residual risk of controlled by nuisance issues. mitigation measures.
382 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
Route Window NE12 - Permanent Impacts Works & Significance Committed Residual Impact potential Mitigation Description Significance impacts Change in Insignificant None necessary. Marginal Insignificant. ambient NO2 due (<0.1 % increase deterioration in air to operational on baseline quality (NO2) in traffic. concentrations; no area of poor air breach of quality. Objective caused). Change in Insignificant (no None necessary. Very marginal Insignificant. ambient PM10 due increase on deterioration in air to operational baseline quality (NO2) in traffic. concentrations; no area of poor air breach of quality. Objective caused).
6.14 Route Window NE13 and NE14: Harold Wood Station to Brentwood Station
There are no physical works currently identified in this section of the route.
Figure 6-14: Location Plan of LB Havering/Brentwood
383 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
Figure 6-15: Location Plan of Brook Street
6.15 Route Window NE15: Brentwood Station
6.15.1 Overview
(i) General Description
The main works in this route window, which is located in Brentwood BC, comprise platform extensions. Two GEML platforms (platforms three and four) will be extended eastwards by 21 m to 205 m to accommodate 10-car Crossrail trains.
The platform works will comprise widening to the north side of platform four and of island platform two/three to accommodate 10-car Crossrail trains. In addition, new platform furniture and lighting will be fitted and minor station refurbishment works will be carried out. The works will take approximately four months to complete.
Construction works will be carried out from within the existing fenced boundary of the railway on platforms two/three and four. The worksite servicing activities on the site will be located in part of the existing station car park to the northeast of platform four. Access to the site will be made via The Parade through the existing car park entrance. Materials for the platform construction works will be delivered and removed by rail. Other materials, including excavated materials will be removed by road.
The main construction plant to be used at the worksite will include cranes, excavators and mechanical breakers.
384 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
Approximately two lorries in total per day will access the worksites during a peak construction period that will last a month. At other times, the worksite will be served by one lorry per day.
The area around Brentwood station comprises small-scale commercial, retail and light industrial premises, while the wider area is primarily residential.
Figure 6-16: Location Plan of Brentwood Station
During the construction phase the activities in Route Window NE15 include those associated with lengthening of platforms on the Crossrail lines. This work will take place largely within the railway boundary. Route Window NE15 contains the Brentwood Station worksite. During the operational phase the primary Crossrail feature in this Route Window is the presence of Brentwood Station.
(ii) Baseline Air Quality
This Route Window is located within Brentwood District. Brentwood District Council has not yet declared an Air Quality Management Area (AQMA), however, there are plans to either designate AQMAs along sections of the M25, A12 and the A128-A1023 junction; or to designate the whole Borough an AQMA following consultation in early 2005.
Annual mean ambient background concentrations of NO2, PM10 and NOx within this Route Window are, and are expected to be, as per the table below. Concentrations in 2003 are presented for context.
385 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
Baseline Objective 2003 2007 2010 2016 2003 2007 2010 2016
NOX 49 43 36 28 - - - -
NO2 28 26 23 20 40 40 40 40
PM10 21 20 18 17 40 40 20* 20*
* The proposed provisional PM10 objective for London to be achieved by 2010 is 23 µg/m³. Outside of London, the proposed provisional objective also to be achieved by 2010 is 20 µg/m³. (all concentrations in µg/m³) Source: National Air Quality Information Archive at www.airquality.co.uk
(iii) Construction Phase: Traffic Impacts on Local Air Quality
In 2007, the ambient background NO2 concentration in Route Window NE15 will be below the Air Quality Objective of 40µg/m³ on all roads, and less than 70% of the Objective on most of the roads assessed. NO2 concentrations derived from construction traffic in this Window are predicted to contribute less than 1µg/m³ and remain within the Objective Value.
Ambient background PM10 concentrations within Route Window NE15 will be less than 70% of the Air Quality Objective Value of 40µg/m³ in 2007. PM10 concentrations derived from construction traffic within this window are predicted to contribute less than 1µg/m³ and remain within the Objective Value.
Ambient background PM10 concentrations within Route Window NE15 are not expected to breach the provisional Air Quality Objective Value of 23µg/m³ on any of the roads in 2007, the first year of construction. This Objective Value may be implemented in 2010 when the ambient background PM10 concentration, in the absence of traffic, is expected to be 20µg/m³.
The modelling has found that construction activities associated with the worksite in Route Window NE15 will not contribute significantly to ambient background air pollution concentrations.
(iv) Operational Phase: Traffic Impacts on Local Air Quality
Route Window NE15 has not been assessed in terms of operational impacts. Operational traffic data have not been compiled for the Baseline or ‘with Crossrail’ case in 2016 as it is not anticipated that the operation of Crossrail in Route Window NE15 will present any change to the Baseline in terms of traffic movements.
6.15.2 Construction Phase: Nuisance Dust
There is one dust boundary in Route Window NE15, this is the Brentwood Station worksite. The boundary does not overlap and therefore no adjustment for cumulative impacts is required. Table 6-15 shows the total receptor counts for the Brentwood Station Worksite.
386 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
Table 6-15: Brentwood Station Worksite
No of receptors Total 20 m 50 m 100 m 150 m Residential 3 33 102 211 Care homes 0 0 0 0 Educational 0 0 0 1 Hospitals 0 0 0 0 Designated areas 0 0 0 0 Other 3 9 49 78 Total 6 42 151 290 Weighting 4 3 2 1 Weighted total 24 126 302 290 742 Construction Dust raising Weighting Duration Weighted Activity potential dust raising potential excavation high 3 0.5 1.5 construction low 1 1 1 Weighted total 2.5 Worksite score 1855 Refer to Methodology Section 2.X and Figure 1E0320-E1E00-E01-F-00017 (Volume III).
There is an educational establishment within the dust boundary of Brentwood Station, it is Smiley Faces Nursery.
With reference to the route-wide assessment (Section 3) the overall worksite rating for dust nuisance potential is:
• Brentwood Station Worksite. The dust risk score for this site is below 10,000 and therefore there is a low potential for dust nuisance. Tier 1 mitigation measures will be required (refer to Section 9).
6.15.3 Utility Works
There are no utility works in this window with the potential to cause air quality impacts, either on their own or in combination with main site construction activities.
6.15.4 Operational Phase: Vent Shaft Emissions
There are no vent shafts in Route Window NE15.
387 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
6.15.5 Route Window Impact Summary Tables
Route Window NE15 - Temporary Impacts Works & Significance Committed Residual Impact potential Mitigation Description Significance impacts Deterioration in Insignificant Recommended Marginal Insignificant as ambient NO2 due (<0.1 % increase construction deterioration in air temporary to construction on baseline practice (Section quality (NO2) for marginal increase. traffic – all routes. concentrations; no 9). Minimisation duration of breach of of lorry export construction. Objective (use of rail). caused). Deterioration in Insignificant (no Recommended Marginal Insignificant as ambient PM10 due increase on construction deterioration in air temporary to construction baseline practice (Section quality (PM10) for marginal increase. traffic – all routes. concentrations; no 9). Minimisation duration of breach of of lorry export construction. Objective (use of rail). caused). Low potential dust Insignificant (rated Recommended The application of Insignificant. nuisance. low for dust construction the mitigation Potential for potential). The practice/ measures should nuisance is potential for dust mitigation minimise this temporary. nuisance will exist measures issue and manage but will be (Section 9). the residual risk of controlled by nuisance issues. mitigation measures. 6.16 Route Window NE16: Thrift Wood
There are no physical works currently identified in this Route Window.
388 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
Figure 6-17: Location plan of Thrift Wood
6.17 Route Window NE17: Shenfield Station & Turnback Sidings
6.17.1 Overview
(i) General Description
Works in this route window, which is located in Brentwood Borough Council (BC), include the provision of additional stabling, a new platform and alterations to the Southend and Colchester rail lines. Works will occur principally in railway land along an existing rail corridor. The current land use in the immediate surrounding area is mainly residential with some small retail outlets and offices situated to the north of the station, along Hutton Road.
389 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
Figure 6-18: Location Plan of Shenfield Station
During the construction phase the activities in Route Window NE17 include those associated with lengthening of platforms on the Crossrail lines and turnback facilities. This work will take place within the railway boundary. Route Window NE17 contains the Shenfield Station and Turnback Sidings worksites. During the operational phase the primary Crossrail feature in this Route Window is the presence of Brentwood Station.
(ii) Baseline Air Quality
This Route Window is located within Brentwood District. Brentwood District Council has not declared an Air Quality Management Area (AQMA), however, there are plans to either designate AQMAs along sections of the M25, A12 and the A128-A1023 junction; or to designate the whole Borough an AQMA following consultation in early 2005.
Annual mean ambient background concentrations of NO2, PM10 and NOx within this Route Window are, and are expected to be, as per the table below. Concentrations in 2003 are presented for context. Baseline Objective 2003 2007 2010 2016 2003 2007 2010 2016
NOX 45 39 32 25 - - - -
NO2 27 24 21 18 40 40 40 40
PM10 20 19 18 17 40 40 20* 20*
* The proposed provisional PM10 objective for London to be achieved by 2010 is 23 µg/m³. Outside of London, the proposed provisional objective also to be achieved by 2010 is 20 µg/m³. (all concentrations in µg/m³) Source: National Air Quality Information Archive at www.airquality.co.uk
390 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
(iii) Construction Phase: Traffic Impacts on Local Air Quality
In 2007, the ambient background NO2 concentration in Route Window NE17 is expected to be below the Air Quality Objective of 40 µg/m³ on all roads, and less than 70 % of the
Objective on four of the roads assessed. NO2 concentrations derived from construction traffic in this Window are predicted to contribute less than 1 µg/m³ and remain within the Objective Value.
Ambient background PM10 concentrations within Route Window NE17 are expected to be less than 70 % of the Air Quality Objective Value of 40 µg/m³ in 2007. PM10 concentrations derived from construction traffic within this window are predicted to contribute less than 1 µg/m³ and remain within the Objective Value.
Ambient background PM10 concentrations within Route Window NE15 are expected to be within the provisional Air Quality Objective Value outside London of 20µg/m³ on all bar two roads in 2007, the first year of construction, both with or without Crossrail. This Objective
Value may be implemented in 2010 when ambient PM10 concentrations, without accounting for any traffic, are estimated to be 18µg/m³. PM10 derived from construction traffic are predicted to contribute approximately 1µg/m³.
The modelling has found that construction activities associated with the worksite in Route Window NE17 will not contribute significantly to ambient background air pollution concentrations.
Within Route Window NE17 planning permission has been granted for two developments, one of which involves the demolition of offices and replacement with a 3/4 storey residential block, the other will involve demolition of 3 houses and replacement with new dwellings. The developments are both within 100 m of the Shenfield Station Tier 2 medium risk Worksite. If these developments generate significant construction traffic, cumulative air quality impacts are possible. If, however, the development is completed prior to Crossrail construction the air quality impact of Crossrail construction on the additional residential receptors must be considered.
(iv) Operational Phase: Traffic Impacts on Local Air Quality
The screening process applied to operational traffic data for Route Window NE17 did not identify any road link that exhibits a change in traffic flows of greater than 5 % during the operational phase of Crossrail. During the operational phase of Crossrail, 11 of the 19 links within Route Window NE17 are expected to exhibit an increase in traffic flows in 2016 as compared to the 2016 Baseline case; flows will not increase by more than 0.5 % within this window.
In 2016, ambient background NO2 concentrations in Route Window NE17 are expected to be within 70 % of the Air Quality Objective of 40 µg/m³ on all roads. NO2 concentrations resulting from operational traffic as a result of Crossrail are not predicted to cause an increase in concentrations as compared to the Baseline in 2016.
Ambient background PM10 concentrations within Route Window NE17 are expected to be less than 70 % of the Air Quality Objective Value of 40 µg/m³ in 2016. PM10 concentrations
391 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
derived from operational traffic due to Crossrail within this window are not predicted to increase.
Ambient background PM10 concentrations within Route Window NE17 are expected to be approximately 85% of the provisional Air Quality Objective Value of 20µg/m³ in 2016. PM10 contributions due to operational traffic are not expected to cause a breach of the provisional Objective Value.
Pollutant concentrations are not predicted to increase in 2016 within this Route Window and will not be significant.
6.17.2 Construction Phase: Nuisance Dust
There is one dust boundary in Route Window NE17, this is the Shenfield Station and Sidings worksite. The boundary does not overlap and therefore no adjustment for cumulative impacts is required. Table 6-16 shows the total receptor counts for site.
Table 6-16: Shenfield Station & Turnback Sidings
No of receptors Total 20 m 50 m 100 m 150 m Residential 51 175 217 255 Care homes 0 0 0 0 Educational 0 0 1 1 Hospitals 0 0 0 0 Designated areas 0 0 0 0 Other 4 6 22 11 Total 55 181 240 267 Weighting 4 3 2 1 Weighted total 220 543 480 267 1 510 Construction Dust raising Weighting Duration Weighted Activity potential dust raising potential excavation high 3 1 3 construction low 1 4 4 material handling high 3 3 9 Weighted total 16 Worksite score 24 160 Refer to Methodology Section 2.5 and Figure 1E0320-E1E00-E01-F-00017 (Volume III).
There are two educational establishments within the dust boundary of Shenfield Station they are Brentwood Long Ridings County Primary School and Herington House Prep School.
With reference to the route-wide assessment (Section 3) the overall worksite rating for dust nuisance potential is:
392 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
• Shenfield Station. The dust risk score for this site is between 10,000 and 200,000 and therefore there is a medium potential for dust nuisance. Tier 2 mitigation measures will be required (refer to Section 9).
Within Route Window NE17 planning permission has been granted for two developments, one of which involves the demolition of offices and replacement with a 3/4 storey residential block, the other will involve demolition of 3 houses and replacement with new dwellings. The developments are both within 100 m of the Shenfield Station Tier 2 medium risk Worksite. If these developments generate significant demolition/construction dust, cumulative air quality impacts are possible. If, however, the development is completed prior to Crossrail construction, the air quality impact of Crossrail construction on the additional residential receptors must be borne in mind.
6.17.3 Utility Works
There are no utility works in this window with the potential to cause air quality impacts, either on their own or in combination with main site construction activities.
6.17.4 Operational Phase: Vent Shaft Emissions
There are no vent shafts in Route Window NE17.
6.17.5 Route Window Impact Summary Tables
Route Window NE17 - Temporary Impacts Works & Significance Committed Residual Impact potential Mitigation Description Significance impacts Deterioration in Insignificant Recommended Marginal Insignificant as ambient NO2 due (<0.3 % increase construction deterioration in air temporary to construction on baseline practice (Section quality (NO2) for marginal increase. traffic – all routes. concentrations; no 9). Minimisation duration of breach of of lorry export construction. Objective (use of rail). caused). Deterioration in Insignificant (no Recommended Marginal Insignificant as ambient PM10 due increase on construction deterioration in air temporary to construction baseline practice (Section quality (PM10) for marginal increase. traffic – all routes. concentrations; no 9). Minimisation duration of breach of of lorry export construction. Objective (use of rail). caused). Medium potential Significant but Recommended The application of Insignificant. dust nuisance. temporary (rated construction the mitigation Potential for medium for dust practice/ measures should nuisance is potential). The mitigation minimise this temporary. potential for dust measures issue and manage
393 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
Route Window NE17 - Temporary Impacts Works & Significance Committed Residual Impact potential Mitigation Description Significance impacts nuisance will exist (Section 9). the residual risk of but will be nuisance issues. controlled by mitigation measures.
Route Window NE17 - Permanent Impacts Works & Significance Committed Residual Impact potential Mitigation Description Significance impacts Change in Insignificant None necessary. Marginal Insignificant. ambient NO2 due (<0.1 % increase deterioration in air to operational on baseline quality (NO2) in traffic. concentrations; no area of poor air breach of quality. Objective caused). Change in Insignificant (no None necessary. Very marginal Insignificant. ambient PM10 due increase on deterioration in air to operational baseline quality (NO2) in traffic. concentrations; no area of poor air breach of quality. Objective caused).
394 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
7 Baseline and Environmental Impacts for Southeastern Route Section – Isle of Dogs to Abbey Wood
7.1 Overview of Crossrail works in Southeastern Route Section
This Section describes the southeastern route section of Crossrail, which runs from the east of the Isle of Dogs station to the eastern terminus at Abbey Wood, as illustrated below.
Figure 7-1 Orientation Diagram of the Southeastern Route Section
7.1.1 Permanent Works
For part of the southeastern route section, Crossrail will use existing main line railway alignment. Crossrail will operate in tunnel to the west of Victoria Dock portal and will serve a reconstructed surface station at Custom House. The route will then follow the existing alignment currently used by Network Rail’s North London Line (NLL) through a refurbished Connaught Tunnel to Silvertown. Crossrail will then descend a ramp to the North Woolwich portal where a new twin-bore tunnel will be constructed that will surface at Plumstead portal, located between the existing Plumstead and Abbey Wood stations. Abbey Wood station will be reconstructed to allow twelve Crossrail trains per hour to terminate.
It is assumed that the NLL, south of Stratford, will be terminated as a result of the DLR extension from Canning Town to Stratford International. This will include closure of Silvertown and North Woolwich stations and the withdrawal of services through the Connaught Tunnel.
However, powers are being sought by Crossrail through the Bill for the closure of the NLL south of Stratford to cover the eventuality of the proposed DLR extension not going ahead.
395 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
In this situation, the current NLL service would be withdrawn from south of Stratford. This currently calls at West Ham, Canning Town, Custom House, Silvertown and North Woolwich.
When the NLL service is removed, a number of services can be used as alternatives (assuming Crossrail’s 2016 baseline, with the exception of DLR Stratford International to Canning Town services). Alternatives services which can be used are the Jubilee line between Stratford, West Ham and Canning Town; the DLR between Canning Town and Custom House and the DLR between Canning Town, London City Airport and King George V stations. In particular, following the opening of the London City Airport DLR branch in 2005, it is expected that use of Silvertown and North Woolwich is likely to be very small, and would be likely to drop further following the completion of the route to Woolwich Arsenal. The main direct local link broken by closure of the NLL would be between Silvertown / North Woolwich areas and Custom House area, a journey that could be made on the DLR by changing at Canning Town or by bus. Other current direct NLL journeys could still be made with a maximum of two changes all using high frequency services, rather than the current low frequency NLL.
7.1.2 Construction Works
Construction methods for each of the works are described in their route window. Methods for constructing Over Head Line Electrification (OHLE) are, however, much the same wherever they are undertaken. OHLE will be installed for the whole route section, as far as the east end of the Crossrail sidings at Abbey Wood. Along surface sections, portal masts will be erected approximately every 50 m, although between Plumstead portal and Abbey Wood only the Crossrail tracks will be wired. Construction of OHLE will require foundations on either side of the railway to be installed by excavating a hole, generally using rail-mounted machinery or, if necessary, by hand. Steelwork and masts (which will have a bolted base), and electrical equipment will be installed generally from the rail. Materials will be delivered by rail or road as appropriate.
Plant and equipment required for construction of OHLE will include a mini digger, piling rigs, diesel locomotives and wagons, a vibrating poker, generators and road/rail cranes and plant.
Construction methods for each of the works are described in their route window; for example with respect to construction of station buildings, stabling facilities and grade separated crossings. The construction works, where they take place on or near to the railway, may need to be undertaken during ‘possessions’, when the railway is closed to normal passenger and freight services. These possessions generally take place at night, at weekends or over bank holidays. Where time periods for the works are given in this chapter, they may be subject to alteration to accommodate possession planning requirements (ie times to be negotiated with the train companies and Network Rail, when the works can be undertaken during temporary closure of the railway) and final commissioning, which may need to be completed for the corridor as a whole.
Enabling works will be required prior to the main construction works. These may take up to 12 months at each site, although at locations where only minor enabling works are required the durations of these works could be much shorter.
396 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
7.1.3 The Route Windows
The scale of the works along the route varies. Table 7-1 summarises the main works (excluding enabling works) that will take place in the southeastern section. Those route windows containing the more substantial works are highlighted with shading.
The level of detail that is reported in subsequent sections for Route Windows SE1 to SE8 is commensurate with the extent of works that is proposed in each of these route windows.
397 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
Table 7-1 Route Window Index – Southeastern Route Section
Route Window Crossrail Worksites Permanent Project Local Start Point End Point Station Works/Features Authority SE1 Blackwall Way - Blackwall Way Worksite Blackwall Way Shaft LB of Tower Blackwall Way Tarling Road & Limmo Limmo Worksite Limmo Peninsula Shaft Hamlets Peninsula LB of Newham Shafts SE2 Custom House Custom Victoria Dock / Custom House Victoria Dock Portal LB of Newham Tarling Road Prince Regent Station House Worksite Station Redevelopment Footbridge Royal Docks Surface Water (eastern side) Sewer Diversion Worksites SE3 Connaught - Victoria Dock / Custom House Connaught Tunnel LB of Newham Prince Regent Lord Street Tunnel Worksite Footbridge Connaught Tunnel Worksite (eastern side) Silvertown Worksite SE4 North - North Woolwich Worksite North Woolwich Portal LB of Newham Lord Street 80 Beresford Woolwich Warren Lane Worksite Track Works LB of Street (eastern Portal & North Woolwich Sewer Diversion Thames Tunnel Greenwich boundary) Thames Worksites Warren Lane Shaft Tunnel SE5 Arsenal Way - Arsenal Way Worksite Arsenal Way Shaft LB of 80 Beresford Ann Street Shaft Greenwich Street (eastern bridge boundary) (eastern side) SE6 Plumstead - Plumstead Worksite Plumstead Portal, LB of Ann Street Marmadon Portal Plumstead Worksite West Plumstead Open Cut Greenwich bridge Road White Hart Road Cables Worksite Cut & Cover Box (eastern side) New Track Construction Realigned North Kent Line
398 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
SE6 Manor Wharf - - - LB of Bexley - - A SE7 Church - Church Manorway Worksite North New Track Construction LB of Marmadon De Lucy Street Manorway Church Manorway Worksite South Greenwich Road Bridge Eynsham Drive Worksite North Eynsham Drive Worksite South Bostall Manorway Worksite North Bostall Manorway Worksite South Church Manorway Electricity Cables Worksites Mottisfont / Bracondale Road Sewer Reconstruction Worksites SE8 Abbey Wood Abbey Abbey Wood Station Worksite Abbey Wood Reversing / LB of De Lucy Street Tunstock Way Station Wood South Stabling Sidings Greenwich (eastern end) Harrow Manorway Worksite North Realigned North Kent LB of Bexley Fendyke Road Worksite Line Abbey Wood Station Sewer Diversion Worksite
399 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
7.2 Route Window SE1: Limmo Peninsular and Blackwall Way Vent Shafts
7.2.1 Overview
(i) General Description
Within this route window the main Crossrail works will involve construction of the Blackwall Way shaft, the construction of the Limmo Peninsula shaft and the construction of twin-bore tunnels. The route window lies within LB Newham and LB Tower Hamlets. The proposed Blackwall Way shaft site is located along Blackwall Way, adjacent to commercial and residential development.
The Limmo Peninsula shaft site lies within a large area of land currently being used as a construction site for the DLR extension to London City Airport. It is bounded by the River Lea to the west and south, and to the east by the DLR and Jubilee lines. The elevated Lower Lea Crossing dual carriageway skirts the southern boundary of the site. The site is located toward the southwest point of the triangle.
Figure 7-2 Blackwall Way and Limmo Peninsula Shafts Location Plan
(ii) Permanent Works
To comply with safety requirements, Crossrail will construct two shafts between the Isle of Dogs station and Victoria Dock portal.
400 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
The Blackwall Way shaft will be used as an Emergency Intervention Point (EIP). It will consist of a 9 m diameter shaft located immediately to the south of Blackwall Way and adjacent to the Reuters building car park and Virginia Quay development. On the surface, a single-storey building will be integrated with a boundary wall on Blackwall Way. A small area of hard standing will also be provided for emergency services and maintenance vehicles.
The Limmo Peninsula shaft will be used as an EIP, ventilation and evacuation facility, and a principal tunnelling site. It will consist of a 25 m diameter shaft located at the southern end of the Limmo Peninsula. The surface buildings will be included within a landscaped mound and an area of hard standing for maintenance vehicles and emergency services will be provided.
The tunnelled section will comprise twin-bored segmental lined tunnels. Both the eastbound and westbound rails will lie at a depth of approximately 40 m below-ground level at the Blackwall Way shaft and 30 m at the Limmo Peninsula shaft.
(iii) Construction
Duration of Works
The construction of Blackwall Way shaft including fitting out and commissioning will be undertaken over a period of approximately four years and three months.
The construction of Limmo Peninsula shaft including fitting out and commissioning will be undertaken over a period of approximately four years and three months.
Enabling Works
Utility diversions will be undertaken prior to the main construction period. Works to mitigate settlement impacts will be undertaken during this enabling works phase.
Main Works
The main construction works at Blackwall Way will proceed as set out below:
• Piling to the perimeter of where the basement box will be constructed followed by excavation to base level. A dewatering system will be installed prior to excavation and construction. These works will be completed over a period of approximately five months.
• Excavation of a circular shaft constructed using pre-cast concrete rings and subsequently the installation of a concrete base slab and drainage sump. These works will be completed over a period of approximately four months.
• Excavation of a central intervention passage from the base of the shaft and completion of shaft lining over a period of approximately four months. The TBMs will then pass through the area and the connecting passages will be excavated and lined.
401 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
This will take approximately five months. The shaft will then be secondary lined and fitted which will take approximately a further six months.
• Construction of a surface-level building to house equipment, the fitting of the emergency services lift and the construction of a surface-level hard standing will take approximately nine months.
The main construction works at Limmo Peninsula will proceed as set out below:
• Site set-up, mobilisation and site clearance followed by shaft and passageways construction.
• A dewatering system will be installed prior to excavation and construction if required.
• The top section of the shaft will be constructed by excavation and sinking of pre- fabricated concrete rings followed by construction using sprayed concrete lining as excavation proceeds. These works will take approximately one year and two months.
• TBMs will then be assembled and launched from the shaft to construct the twin-bored tunnels towards Victoria Dock portal to the east. This will take approximately five months followed by clean-out, trackbed, and installation of walkways and building services. The TBMs will then be reassembled at Limmo Peninsula shaft to drive the tunnels to the Isle of Dogs station to the west which will take approximately 11 months, followed by clean-out, trackbed, and installation of walkways and building services.
• The shaft and passageways will be secondary lined and fitted out. At the same time the above-ground structure will be constructed and fitted out. A surface-level hard standing will also be constructed which will be landscaped to form part of a green area for use by pedestrians and for leisure. These works will take approximately one year and four months.
Construction Plant
Main construction plant and equipment to be used at the Blackwall Way worksite will include cranes, excavation machinery, piling machinery, dewatering pumps and hand-held air tools. Other equipment will include a compressor and electrical generators, temporary ventilation fans, dewatering wells and a pumping system.
Main construction plant and equipment to be used at the Limmo Peninsula worksite will include cranes and excavation machinery. Other equipment will include compressors, electrical generators, dewatering wells and a pumping system.
Worksites and Access
For construction within this route window, work will be carried out at the following worksites:
• Blackwall Way worksite: This will consist of a section of land along Blackwall Way adjacent to, and including part of, the Reuter’s Building car park and the Virginia
402 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
Quay development. All materials incoming and outgoing from the worksite will be transported by road. Lorries will access the worksite from Leamouth Road and A1261 Aspen Way/A1020 Lower Lea Crossing Junction from Newport Avenue.
• Limmo worksite: This will consist of a triangular area of currently derelict land. The site is bounded by the DLR and Jubilee tracks to the northeast and the River Lea to the west and the south. The elevated Lower Lea Crossing dual carriageway crosses the southern extent of the site. All incoming materials will be delivered to the worksite by road. Lorries will access the Limmo Peninsula worksite from an access road to be constructed off the eastbound Lower Lea Crossing carriageway as part of the DLR extension works that will take place prior to Crossrail works. Excavated material will be removed by barge from a loading facility that will be constructed on the edge of the River Lea via a conveyor from the shaft.
The Blackwall Way worksite will be served by up to ten lorries per day during the 16-week peak of construction, with an average of four lorries accessing the worksite per day at other times. For the Limmo worksite, peak construction will last 52 weeks during which time 13 lorries per day will serve the worksite, with an average of five lorries accessing the worksite per day at other times.
(iv) Baseline Air Quality
This Route Window is located within the London Borough of Newham and is close to a network of Air Quality Management Areas (AQMAs) extending throughout the whole Borough in the vicinity of major roads. This Route Window is also located within the London Borough of Tower Hamlets, the whole of which is an AQMA. The AQMAs have been designated because the Air Quality Objectives for NO2 and PM10 may not be achieved. The principal source of these two pollutants is road traffic with maximum concentrations located near to the roads around which AQMAs have been designated.
Annual mean ambient background concentrations of NO2, PM10 and NOx within this Route Window are, and are expected to be, as per the table below. Concentrations in 2003 are presented for context. Baseline Objective 2003 2007 2010 2016 2003 2007 2010 2016
NOX 75 66 56 44 - - - -
NO2 38 34 31 26 40 40 40 40
PM10 24 23 21 20 40 40 23* 23*
* The proposed provisional PM10 objective for London to be achieved by 2010 is 23 µg/m³. Outside of London, the proposed provisional objective also to be achieved by 2010 is 20 µg/m³. (all concentrations in µg/m³) Source: National Air Quality Information Archive at www.airquality.co.uk
(v) Construction Phase: Traffic Impacts on Local Air Quality
In 2007, the ambient background NO2 concentration in Route Window SE1 is expected to be below the Air Quality Objective of 40 µg/m³ on two of the three roads assessed. NO2
403 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV concentrations derived from construction traffic in this Window are predicted to contribute less than 1 µg/m³ and will not cause additional breach of the Objective.
Ambient background PM10 concentrations within Route Window SE1 are expected to be less than 70 % of the Air Quality Objective Value of 40 µg/m³ in 2007. PM10 concentrations derived from construction traffic within this window are predicted to contribute less than 1 µg/m³ and remain the Objective Value.
Ambient background PM10 concentrations within Route Window SE1 are expected to breach the provisional Air Quality Objective Value of 23µg/m³ on all roads in 2007, the first year of construction. This Objective Value may be implemented in 2010 when the ambient background PM10 concentration, in the absence of traffic, is expected to be 21µg/m³.
The modelling has found that construction activities associated with the worksite in Route Window SE1 will not contribute significantly to ambient background air pollution concentrations.
Within Route Window SE1 planning permission has been granted for a mixed redevelopment comprising residential and commercial space. This development lies within 150 m of the dust boundary of the Limmo Worksite which is Tier 2 medium risk. A second residential and retail development is under way less than 150 m from the Blackwell Way Tier 2 Worksite.
If these developments generate significant construction traffic, cumulative air quality impacts are possible. If, however, the development is completed prior to Crossrail construction the air quality impact of Crossrail construction on the additional residential receptors must be considered.
(vi) Alternative Scenario
An alternative has been considered in Route Window SE1 which allows for material from the Limmo Peninsular Shaft works (Limmo Worksite) to be removed from site by road vehicles, as opposed to by barge. A separate construction traffic assessment has been carried out for this option as an alternative scenario assessment. Results for this option indicate that the same conclusions may be drawn for this window, that there will be no significant contribution to background air quality concentrations.
(vii) Operational Phase: Traffic Impacts on Local Air Quality
The screening process applied to operational traffic data for Route Window SE1 did not identify any road links that exhibit changes in traffic flows of greater than 5 % during the operational phase of Crossrail.
In 2016, ambient background NO2 concentrations in Route Window SE1 are expected to exceed the Air Quality Objective of 40 µg/m³ on all roads. NO2 concentrations resulting from operational traffic as a result of Crossrail are not predicted to cause any increase in concentrations as compared to the Baseline in 2016. Crossrail operations will not cause additional breach of the objective on any roads.
404 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
Ambient background PM10 concentrations within Route Window SE1 will be less than 70 % of the Air Quality Objective Value of 40 µg/m³ in 2016. PM10 concentrations derived from operational traffic due to Crossrail within this window are not predicted to cause any increase
in concentrations. Ambient background PM10 concentrations within Route Window SE1 are expected to be between 70 and 100% of the provisional Air Quality Objective Value of 23µg/m³ on all roads in 2016 both with and without Crossrail. In 2016 the ambient
background PM10 concentration, in the absence of traffic, is expected to be 20 µg/m³. The provisional Objective Value may be implemented in 2010. Increase in pollutant concentrations in 2016 within this Route Window will not be significant.
7.2.2 Construction Phase: Nuisance Dust
There are two dust boundaries in route window SE1, these are Limmo and Blackwall Way Worksites. The boundaries do not overlap and therefore no adjustment for cumulative impacts is required. Table 7-2 shows the total receptor counts for the Limmo site and Table 7-3 shows that for Blackwall Way site.
Table 7-2: Limmo Worksite
No of receptors Total 20 m 50 m 100 m 150 m Residential 0 0 1 104 Care homes 0 0 0 0 Educational 0 0 0 0 Hospitals 0 0 0 0 Designated areas 0 0 0 0 Other 0 2 31 28 Total 0 2 32 132 Weighting 4 3 2 1 Weighted total 0 6 64 132 202 Construction Dust raising Weighting Duration Weighted Activity potential dust raising potential excavation, materials high 3 handling 28 84 construction medium 2 23 46 Weighted total 130 Worksite score 26 260 Refer to Methodology Section 2.5 and Figure 1E0320-E2E00-E01-F-00001
405 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
Table 7-3 : Blackwall Way Worksite
No of receptors Total 20 m 50 m 100 m 150 m Residential 52 0 183 85 Care homes 0 0 0 0 Educational 0 0 0 0 Hospitals 0 0 0 0 Designated areas 0 0 0 0 Other 0 1 3 13 Total 52 1 186 98 Weighting 4 3 2 1 Weighted total 208 3 372 98 681 Construction Dust raising Weighting Duration Weighted Activity potential dust raising potential excavation, materials high 3 handling 15 45 construction medium 2 21 42 Weighted total 87 Worksite score 59247 Refer to Methodology Section 2.5 and Figure 1E0320-E2E00-E01-F-00001
With reference to the route-wide assessment (Section 3) the overall worksite rating for dust nuisance potential is: • Limmo Worksite. The dust risk score for this site is between 10,000 and 200,000 and therefore there is a medium potential for dust nuisance. Tier 2 mitigation measures will be required (refer to Section 9). • Blackwell Way Worksite. The dust risk score for this site is between 10,000 and 200,000 and therefore there is a medium potential for dust nuisance. Tier 2 mitigation measures will be required (refer to Section 9).
Within Route Window SE1 planning permission has been granted for a mixed redevelopment comprising residential and commercial space. This development lies within 150 m of the dust boundary of the Limmo Worksite which is Tier 2 medium risk. A second residential and retail development is under way less than 150 m from the Blackwell Way Tier 2 Worksite.
If these developments generate significant demolition/construction dust, cumulative air quality impacts are possible. If, however, the development is completed prior to Crossrail construction the air quality impact of Crossrail construction on the additional residential receptors must be considered.
406 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
7.2.3 Utility Works
There are no utility works in this window with the potential to cause air quality impacts, either on their own or in combination with main site construction activities.
7.2.4 Operational Phase: Vent Shaft Emissions
There are vent shafts present in route window SE1. There is the potential for PM10 generated within the tunnels, primarily from wheel and brake wear, to contribute to ambient concentrations at ground level when emitted via tunnel ventilation shafts.
A monitoring study at Bond Street Station concluded that PM10 concentrations at the base of a vent shaft within the tunnel network were similar to those found close to a busy London road during the same time period and suggest that PM10 emissions from the vent shaft did not contribute significantly to background PM10 concentrations. A summary of this study is provided in Appendix E.
The Crossrail tunnels will be newly built and cleaned on a regular basis. This will further reduce the potential for PM10 generation within the tunnels. Hence, the overall impact of PM10 from the tunnels on ambient PM10 levels is likely to be minimal.
407 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
7.2.5 Route Window Impact Summary Tables
Route Window SE1 - Temporary Impacts Works & Significance Committed Residual Impact potential Mitigation Description Significance impacts Deterioration in Insignificant Recommended Marginal Insignificant as ambient NO2 due (<0.5 % increase construction deterioration in air temporary to construction on baseline practice (Section quality (NO2) for marginal increase. traffic – all routes. concentrations; no 9). Minimisation duration of breach of of lorry export construction. Objective (use of rail/barge). caused). Deterioration in Insignificant Recommended Marginal Insignificant as ambient PM10 due (0.1 % increase construction deterioration in air temporary to construction on baseline practice (Section quality (PM10) for marginal increase. traffic – all routes. concentrations; no 9). Minimisation duration of breach of of lorry export construction. Objective). (use of rail/barge). Medium potential Significant but Recommended The application of Insignificant. dust nuisance. temporary (rated construction the mitigation Potential for medium for dust practice/ measures should nuisance is potential). The mitigation minimise this temporary. potential for dust measures issue and manage nuisance will exist (Section 9). the residual risk of but will be nuisance issues. controlled by mitigation.
Route Window SE1 - Permanent Impacts Works & Significance Committed Residual Impact potential Mitigation Description Significance impacts Change in Insignificant (no None necessary. Marginal Insignificant. ambient NO2 due change in ambient deterioration in air to operational concentrations). quality (NO2) in traffic. area of poor air quality. Change in Insignificant (no None necessary. Very marginal Insignificant. ambient PM10 due change in ambient deterioration in air to operational concentrations). quality (PM10) in traffic. area of poor air quality. Deterioration in Insignificant. Partitioning of None. Insignificant. ambient PM10 due platforms, regular to emissions from tunnels sweeping. vent shafts.
408 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
7.3 Route Window SE2: Victoria Dock Portal and Custom House Station
7.3.1 Overview
(i) General Description
Proposed works within the route window comprise the construction of the Victoria Dock portal, a new station at Custom House station, the installation of overhead line electrification equipment, and the construction of twin-bore tunnels. The route window lies within LB Newham. Custom House station is located south of Victoria Dock Road near its junction with Freemasons Road. The ExCel Centre is located south of the station and beyond that the Royal Victoria Dock. Residential areas and a recreation ground lie to the north of the alignment.
Figure 7-3 Custom House Station and Victoria Dock Portal Location Plan
(ii) Permanent Works
The Victoria Dock portal will be located approximately 150 m east of Royal Victoria DLR station, and its location is determined by the gradients of the Crossrail tunnels, which must meet safety requirements. It will be constructed on the current alignment of Networks Rail’s North London Line (NLL), which is assumed to have ceased operation between North Woolwich portal and Stratford with the opening of the proposed DLR route to Stratford. The eye of the tunnels will be located opposite 250 and 250A Victoria Dock Road from where a ramp will be contained within a cut and cover box to the portal opposite 251A Victoria Dock Road. From this point, Crossrail will run in a retained cut to join existing track levels immediately to the west of Custom House station.
409 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
A 22 m by 22 m by 27 m deep chamber will be constructed to allow removal of the TBMs at the tunnel eye. After removal of the TBMs the chamber will be fitted out with an emergency escape and EIP facilities from the twin-bore tunnels. At surface level the facilities will be housed in a 43 m by 11.5 m surface structure. On the north side of the structure a hardstanding area will be provided for emergency assembly, emergency and maintenance vehicles on existing railway land.
A new station at Custom House will be provided to serve the Royal Docks area. In order to accommodate this, the existing station at Custom House will be demolished although the DLR platform will be retained. Crossrail trains will use a new island platform on the north side of the station that will be 10 m wide at the west end and 5 m wide at the east end. Canopies will be constructed for the Crossrail and DLR platforms.
Access will be provided at the west end of the station from a high level ExCel Centre walkway. The walkway will extend linearly from the ExCel Centre across Victoria Dock Road to the site of the former Barge public house on the north side of the station. Access to the walkway from here will be provided by a stair, two escalators and a lift. The station which spans the DLR and Crossrail platforms, will be a two-storey structure measuring 14 m width, 32 m length, and 17.5 m above street level. The entrance on Victoria Dock Road will be contained within a 9.5 m by 11 m by 29 m enclosure. The bridge will be approximately 5.5 m above street level and will be up to 10 m wide. A deck will be constructed over the tracks that will support a concourse area and station building.
The station will consist of a two-storey development built off the concourse deck. Conceptually the ticket hall will consist of an inverted ‘u’ shaped building. The ‘ground’ floor will contain ticketing and ancillary facilities while the gate-line will control the flow of passengers through the ticket hall. Station operations and staff accommodation will be located on the first floor, which will be accessible by both stairs and lift. Lifts and escalators will serve between concourse and platform level and will provide a step free access throughout.
OHLE will be installed throughout the route window. This will also include a feeder station on the site of an existing substation located to the northwest of Prince Regent DLR station, to supply the high voltage power to the Railway.
(iii) Construction Works
Duration of Works
The construction of Custom House station including the fitting out and commissioning will take approximately three years and four months to complete.
The construction of Victoria Dock portal including the fitting out and commissioning will take approximately two years and ten months to complete.
410 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
Enabling Works
The Crossrail portal site at Victoria Dock will require the diversion of the docks surface water sewer southwards between Royal Victoria DLR station and the east end of Custom House station. The sewer will therefore be diverted around the portal site to run between the railway corridor and the ExCel Centre. This diversion will take place prior to the main construction period. There will also be general utilities diversions at this location.
At Victoria Dock portal and Custom House station the following will be demolished to accommodate the works:
• NLL station (buildings and platforms);
• the Barge hotel (former Barge pub);
• the taxi cab office;
• two electrical substations: one domestic supply and one railway utilities substation;
• sections of the bridge structures which currently link the NLL Station, DLR station and the ExCel Centre; and
• partial demolition of the DLR platforms (demolition of the platform furniture and existing canopies).
Main Works
The main construction works at Victoria Dock portal will proceed as set out below.
• Site set-up, mobilisation and site clearance will take place over six months.
• Permanent re-alignment of the DLR to the south allowing construction of the portal
• Construction of the rectangular shaft at the tunnel eye followed by construction of the cut and cover box with a central dividing wall between the two tracks. These works will take approximately eight months.
• A retained cut section without a central dividing wall will be constructed east all the way to ground level where it meets the existing track alignment at the new Crossrail Custom House station. These works will take approximately eight months.
• Clean-out and fit-out of the tunnel and the approach ramp in preparation for the track work and system installation to begin. These works will take approximately nine months.
• Overhead line electrification will be installed along the route.
The main construction works at Custom House station will proceed as set out below.
• The existing NLL station, platform and adjacent buildings will be demolished.
411 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
• Demolition of the former Barge public house.
• A temporary footbridge will be constructed connecting the ExCel Centre walkway, DLR platforms and Victoria Dock Road. This footbridge will include provision for stairs and lifts.
• Construct foundations for the works to the entrance on Victoria Dock Road and the northern half of the new Custom House station.
• Erect prefabricated structure to take pre-cast concrete concourse deck over northern end of the railway including walkway bridging over Victoria Dock Road.
• Construct part of the new Crossrail island platform.
• Demolish existing dog-leg footbridge and remove structures, fixtures and fittings to DLR platform.
• Construct new foundations and structure for remainder of pre-cast concourse deck over DLR platform. Extend ExCel Centre walkway to new concourse deck.
• Construction of the stairs, lifts and escalators to the new Crossrail platform and existing DLR platform.
• Erection of station building and construction of the walkway canopy. These works will take approximately three months.
• The construction of the station roof and canopies. These works will take approximately six months.
• Fit-out of the station and staff accommodation.
• From Custom House station to Connaught Tunnel new track works and railway systems will be installed for Crossrail trains running in both directions. Track works will involve lifting up and replacing existing track with new line and ballast for the Crossrail lines.
• OHLE will be installed along the route.
Construction Plant
Plant equipment required for the station works will include excavators, compactors, compressors, a tower crane, a mini piling rig and a track-mounted crane. Plant equipment required for the track works will include excavators, rollers, compactors and compressors.
Worksites and Access
For construction within this route window, works will be carried out from the Victoria Dock/Custom House worksite which is located on both sides of the existing rail alignment and extends from Royal Victoria DLR station /Munday Road to Victoria Dock Road. The
412 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV worksite includes the area north and south of the diverted DLR tracks, the existing Custom House station area, the former Barge public house and car park and the area between the NLL and Victoria Dock Road east of Custom House station by the junction with Prince Regent Lane.
All materials excavated or used in the works will be transported into and out of the site by road except for materials for the track work which may be transported by rail. The main access route to the worksite will be from Victoria Dock Road. Lorries will access sites south of the existing rail alignment from the A1011 Silvertown Way via Tidal Basin Road, Western Gateway and Seagull Lane. The number of lorries accessing the Victoria Dock/Custom House worksite will be up to 25 lorries per day during the 24-week peak construction period, and there will be an average of 13 lorries per day accessing the worksite at other times.
The works associated with the diversion of the docks surface water sewer southwards will be carried out from the Royal Docks surface water sewer diversion worksites.
(iv) Baseline Air Quality
This Route Window is located within the London Borough of Newham and is close to a network of Air Quality Management Areas (AQMAs) extending throughout the whole Borough in the vicinity of major roads. The AQMAs have been designated because the Air Quality
Objectives for NO2 and PM10 may not be achieved. The principal source of these two pollutants is road traffic with maximum concentrations located near to the roads around which AQMAs have been designated.
Annual mean ambient background concentrations of NO2, PM10 and NOx within this Route Window are, and are expected to be, as per the table below. Concentrations in 2003 are presented for context. Baseline Objective 2003 2007 2010 2016 2003 2007 2010 2016
NOX 71 62 53 42 - - - -
NO2 36 33 30 26 40 40 40 40
PM10 24 23 21 20 40 40 23* 23*
* The proposed provisional PM10 objective for London to be achieved by 2010 is 23 µg/m³. Outside of London, the proposed provisional objective also to be achieved by 2010 is 20 µg/m³. (all concentrations in µg/m³) Source: National Air Quality Information Archive at www.airquality.co.uk
(v) Construction Phase: Traffic Impacts on Local Air Quality
In 2007, the ambient background NO2 concentration in Route Window SE2 is expected to be below the Air Quality Objective of 40 µg/m³ on three of the four roads assessed. NO2 concentrations derived from construction traffic in this Window are predicted to contribute less than 1 µg/m³ and will not cause additional breaches of the Objective.
Ambient background PM10 concentrations within Route Window SE2 are expected to be less than 70 % of the Air Quality Objective Value of 40 µg/m³ in 2007. PM10 concentrations
413 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV derived from construction traffic within this window are predicted to contribute less than 1 µg/m³ and remain within the Objective Value.
Ambient background PM10 concentrations within Route Window SE2 are expected to breach the provisional Air Quality Objective Value of 23µg/m³ on all roads in 2007, the first year of construction. This Objective Value may be implemented in 2010 when the ambient background PM10 concentration, in the absence of traffic, is expected to be 21µg/m³.
The modelling has found that construction activities associated with the worksite in Route Window SE2 will contribute significantly to ambient background air pollution concentrations.
Within Route Window SE2 planning permission has been granted for two mixed redevelopment comprising residential and leisure space. These developments both lie within 150 m of the dust boundary of the Victoria Dock/Custom House Worksite which is Tier 2 medium risk. The building of two further residential and/or retail developments is under way less than 150 m from the same Worksite.
If these developments generate significant construction traffic, cumulative air quality impacts are possible. If, however, the development is completed prior to Crossrail construction the air quality impact of Crossrail construction on the additional residential receptors must be considered.
(vi) Operational Phase: Traffic Impacts on Local Air Quality
The screening process applied to operational traffic data for Route Window SE2 identified 1 road link that exhibits a change in traffic flows of greater than 5 % during the operational phase of Crossrail. Five of the ten links exhibit increase in traffic flow of up to 5.7 % in 2016 as compared to the 2016 Baseline case. In 2016, ambient background NO2 concentrations in Route Window SE2 are estimated to be within the Air Quality Objective of 40 µg/m³ on all roads and within 70% of the Objective on three roads. NO2 concentrations resulting from operational traffic as a result of Crossrail are predicted to contribute less than 0.2 µg/m³ in 2016. Crossrail operations will not cause additional breach of the objective on any roads.
Ambient background PM10 concentrations within Route Window SE2 are expected to be less than 70 % of the Air Quality Objective Value of 40 µg/m³ in 2016. PM10 concentrations derived from operational traffic due to Crossrail within this window are predicted to contribute less than 0.1 µg/m³ and total concentrations would remain within the Objective Value.
Ambient background PM10 concentrations within Route Window SE2 are expected to be between 70 and 100% of the provisional Air Quality Objective Value of 23µg/m³ on all roads in 2016 both with and without Crossrail. In 2016 the ambient background PM10 concentration, in the absence of traffic, is expected to be 20 µg/m³. The provisional Objective Value may be implemented in 2010. Increase in pollutant concentrations in 2016 within this Route Window are considered insignificant.
414 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
7.3.2 Construction Phase: Nuisance Dust
There is one dust boundary in route window SE2 covering the Victoria Dock Portal and Custom House Worksite. The boundary does not overlap with any other dust boundary and therefore no adjustment for cumulative impacts is required. Table 7-4 shows the total receptor counts for this route window.
Table 7-4: Victoria Dock Portal / Custom House Worksite
No of receptors Total 20 m 50 m 100 m 150 m Residential 47 150 313 298 Care homes 0 0 0 0 Educational 0 0 1 2 Hospitals 0 0 0 0 Designated areas 1 0 0 0 Other 5 7 5 7 Total 53 157 319 307 Weighting 4 3 2 1 Weighted total 212 471 638 307 1628 Construction Dust raising Weighting Duration Weighted Activity potential dust raising potential demolition medium 2 3 6 construction low 1 23 23 track laying low 1 16 16 Weighted total 45 Worksite score 73260 Refer to Methodology Section 2.5 and Figure 1E0320-E2E00-E01-F-00002
There are three educational establishments within the dust boundaries in route window SE2. These are: the Royal Docks Community School, St. Joachim’s RC School and Church of St, Anne’s School Presby.
With reference to the route-wide assessment (Section 3) the overall worksite rating for dust nuisance potential is: • Custom House Station. The dust risk score for this site is between 10,000 and 200,000 and therefore there is a medium potential for dust nuisance. Tier 2 mitigation measures will be required (refer to Section 9).
Within Route Window SE2 planning permission has been granted for two mixed redevelopments comprising residential and leisure space. These developments both lie within 150 m of the dust boundary of the Victoria Dock/Custom House Worksite which is Tier 2 medium risk. The building of two further residential and/or retail developments is under way less than 150 m from the same Worksite.
415 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
If these developments generate significant dust, cumulative air quality impacts are possible. If, however, the development is completed prior to Crossrail construction the air quality impact of Crossrail construction on the additional residential receptors must be considered.
7.3.3 Utility Works
There are no utility works in this window with the potential to cause air quality impacts, either on their own or in combination with main site construction activities.
7.3.4 Operational Phase: Vent Shaft Emissions
There are no ventilation shafts in route window SE2.
7.3.5 Route Window Impact Summary Tables
Route Window SE2 - Temporary Impacts Works & Significance Committed Residual Impact potential Mitigation Description Significance impacts Deterioration in Insignificant Recommended Marginal Insignificant as ambient NO2 due (<1.3 % increase construction deterioration in air temporary to construction on baseline practice (Section quality (NO2) for marginal increase. traffic – all routes. concentrations; no 9). Minimisation duration of breach of of lorry export construction. Objective (use of rail/barge). caused). Deterioration in Insignificant Recommended Marginal Insignificant as ambient PM10 due (0.1 % increase construction deterioration in air temporary to construction on baseline practice (Section quality (PM10) for marginal increase. traffic – all routes. concentrations; no 9). Minimisation duration of breach of of lorry export construction. Objective (use of rail/barge). caused). Medium potential Significant but Recommended The application of Insignificant. dust nuisance. temporary (rated construction the mitigation Potential for medium for dust practice/ measures should nuisance is potential). The mitigation minimise this temporary. potential for dust measures issue and manage nuisance will exist (Section 9). the residual risk of but will be nuisance issues. controlled by mitigation measures.
416 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
Route Window SE2 - Permanent Impacts Works & Significance Committed Residual Impact potential Mitigation Description Significance impacts Change in Insignificant None necessary. Marginal Insignificant. ambient NO2 due (<0.6% change in deterioration in air to operational ambient quality (NO2) in traffic. concentrations). area of poor air quality. Change in Insignificant None necessary. Very marginal Insignificant. ambient PM10 due (<0.2 % change in deterioration in air to operational ambient quality (NO2) in traffic. concentrations). area of poor air quality.
7.4 Route Window SE3: Connaught Tunnel
7.4.1 Overview
(i) General Description
The proposed works within the route window comprise the alteration and refurbishment of the Connaught Tunnel to OHLE, the demolition of Silvertown station, and the installation of OHLE. The route window lies within LB Newham.
The Connaught Tunnel passes beneath Connaught Passage with Royal Victoria Dock to the west and Royal Albert Dock to the east. The ExCel Centre is located to the west of the tunnel which is flanked by modern hotels and office blocks.
Silvertown station is located to the south of the Connaught Road (A112) and London City Airport, in front of the Tate & Lyle factory. Residential areas lie to the north of the alignment. In this assessment it is assumed that the station will have closed with the opening of the proposed DLR link to Stratford.
417 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
Figure 7-4 Connaught Tunnel Location Plan
(ii) Permanent Works
Permanent works will consist of the alteration and refurbishment of the Connaught Tunnel to accommodate OHLE. The tunnel will become elliptical in cross section and the floor will be lowered. Network rail currently uses the eastern bore of the Connaught tunnel. Crossrail will use both bores for its twin tracks
The alignment of the tracks through the existing Silvertown station will be unsuitable for use by Crossrail trains. The station will therefore be demolished although passive provision will be made for a future Crossrail station in the event of the development of adjacent properties.
(iii) Construction Works
Duration of Works
The alteration and refurbishment works at the Connaught Tunnel to include fitting out and commissioning will be undertaken over a period of approximately four years and two months.
Enabling Works
Silvertown station will be demolished as the station currently used by NLL services will not be used within the Crossrail scheme. The private Tate & Lyle footbridge at Whytes Road will be demolished, and the public footbridge to the west of Silvertown station will be retained with minor parapet modifications.
418 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
Main Works
The main construction works at the Connaught Tunnel will proceed as set out below:
• Site set-up, followed by removal of existing track, ballast and drainage system between Custom House station to the west and Silvertown station to the east of the Connaught tunnel. The demolition of Custom House station. These works will take place over approximately five months.
• Civil works to increase the tunnel profile to allow for OHLE to be installed for use by Crossrail trains. These works will be carried out by removal of the arch struts of the existing tunnel approaches’ arch struts and of the existing tunnel lining at the base of the tunnel in sections, consisting of brick, concrete or steel. Temporary structural supports will be installed followed by excavation works and installation of new struts and lining. These works will be completed over a period of about one year and six months.
• Formation of concrete trackbeds and installation of the subsurface track drainage system over a period of approximately three months.
• Structural refurbishments of retaining walls, tunnels and ventilation shafts over a period of about nine months. Refurbishment works will include repairs to cracks, grouting works and concrete repairs.
• Installation of slab track over a period of about three months followed by installation of track to the eastbound and westbound slabs over a further two months. Mechanical and electrical equipment will also be installed at this time.
• Rail systems installation over approximately two months.
• Installation of OHLE.
Construction Plant
Main construction plant and equipment to be used at the Connaught Tunnel worksite will include cranes, excavation machinery and grit-blasting machinery. Other equipment will include compressors and electrical generators.
Worksites and Access
Other than the pump house located on the north side of the Connaught passage, works for the Connaught Tunnel will be carried out from predominantly within the existing railway boundary between the eastern limits of Prince Regent DLR station to the west of the tunnel and the eastern limit of Silvertown station to the east of the tunnel. Under the Connaught Bridge, an open area bisected by the channel between Royal Victoria Dock and Royal Albert Dock will be used for shaft alteration and refurbishment works. This site will be accessed from the south off Hartman Road, close to its junction with Connaught Bridge, using an existing cycle/footpath and accessed from the north off Festoon Way (under Connaught Bridge).
419 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
The Connaught Tunnel worksite will be serviced by two works compounds. The compound to the west will form part of the Custom House worksite which will be set up on existing railway land situated off Victoria Dock Road to the northeast of Prince Regent DLR station. Access to this site will be off Sandstone Lane. The compound to the east, which will form part of the Silvertown worksite, will be situated on a triangle of land bounded by existing rail track, Connaught Bridge and North Woolwich Road and will be accessed from off North Woolwich Road.
Most materials incoming and outgoing, including excavated material, from the Connaught Tunnel worksite will be transported by road. The number of lorries accessing the worksites will be up to 17 lorries per day during the 14-week peak construction period, and an average of six lorries accessing the worksites per day at other times. Materials for the track work may be delivered by rail.
(iv) Baseline Air Quality
This Route Window is located within the London Borough of Newham and is close to a network of Air Quality Management Areas (AQMAs) extending throughout the whole Borough in the vicinity of major roads. The AQMAs have been designated because the Air Quality
Objectives for NO2 and PM10 may not be achieved. The principal source of these two pollutants is road traffic with maximum concentrations located near to the roads around which AQMAs have been designated.
Annual mean ambient background concentrations of NO2, PM10 and NOx within this Route Window are, and are expected to be, as per the table below. Concentrations in 2003 are presented for context. Baseline Objective 2003 2007 2010 2016 2003 2007 2010 2016
NOX 68 59 48 38 - - - -
NO2 35 32 28 24 40 40 40 40
PM10 23 22 21 19 40 40 23* 23*
* The proposed provisional PM10 objective for London to be achieved by 2010 is 23 µg/m³. Outside of London, the proposed provisional objective also to be achieved by 2010 is 20 µg/m³. (all concentrations in µg/m³) Source: National Air Quality Information Archive at www.airquality.co.uk
(v) Construction Phase: Traffic Impacts on Local Air Quality
In 2007, the ambient background NO2 concentration in Route Window SE3 is expected to be below the Air Quality Objective of 40 µg/m³ on all roads. NO2 concentrations derived from construction traffic in this Window are predicted to contribute less than 1 µg/m³.
Ambient background PM10 concentrations within Route Window SE3 are expected to be within 70% of the Air Quality Objective Value of 40 µg/m³ in 2007. PM10 concentrations derived from construction traffic within this window are predicted to contribute less than 1 µg/m³ and remain within the Objective Value.
420 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
Ambient background PM10 concentrations within Route Window SE3 are not expected to breach the provisional Air Quality Objective Value of 23µg/m³ on any road in 2007, the first year of construction. This Objective Value may be implemented in 2010 when the ambient background PM10 concentration, in the absence of traffic, is expected to be 22µg/m³.
The modelling has found that construction activities associated with the worksite in Route Window SE3 will not contribute significantly to ambient background air pollution concentrations.
Within Route Window SE3 permission has been granted for the building of a 240 room hotel. This development lies within 150 m of the dust boundary of the Victoria Dock/Custom House Worksite which is Tier 2 medium risk. There are also plans to extend the sugar refinery close to the Silvertown (Tier 1) Worksite.
If these developments generate significant construction traffic, cumulative air quality impacts are possible. If, however, the development is completed prior to Crossrail construction the air quality impact of Crossrail construction on the additional residential receptors must be considered.
(vi) Operational Phase: Traffic Impacts on Local Air Quality
The screening process applied to operational traffic data for Route Window SE3 did not identify road links that exhibit a change in traffic flows of greater than 5 % during the operational phase of Crossrail.
It is not anticipated that there will be any increase in pollutant concentrations in 2016 within this Route Window and hence effects will not be significant.
7.4.2 Construction Phase: Nuisance Dust
There are two dust boundaries in route window SE3, these are Connaught Tunnel Worksite and Silvertown Worksite. These dust boundaries overlap and therefore adjustments for cumulative impacts are required. Table 7-5 and Table 7-6 summarise the receptor counts for the worksite dust nuisance boundaries in route window SE3.
421 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
Table 7-5 : Connaught Tunnel Worksite
No of receptors Total 20 m 50 m 100 m 150 m Residential 0 0 0 0 Care homes 0 0 0 0 Educational 0 0 0 0 Hospitals 0 0 0 0 Designated areas 0 0 0 0 Other 1 1 3 4 Total 0 1 3 4 Weighting 4 3 2 1 Weighted total 4 3 6 4 17 Construction Dust raising Weighting Duration Weighted Activity potential dust raising potential excavation high 3 18 54 construction low 1 23 23 trackwork low 1 9 9 Weighted total 86 Worksite score 1462 Refer to Methodology Section 2.5 and Figure 1E0320-E2E00-E01-F-00003
Table 7-6 : Silvertown Worksite
No of receptors Total 20 m 50 m 100 m 150 m Residential 38 58 199 60 Care homes 0 0 0 0 Educational 0 0 1 0 Hospitals 0 0 0 0 Designated areas 0 0 0 0 Other 5 2 11 16 Total 43 60 211 76 Weighting 4 3 2 1 Weighted total 172 180 422 76 850 Construction Dust raising Weighting Duration Weighted Activity potential dust raising potential demolition medium 2 2 4 Weighted total 4 Worksite score 3400 Refer to Methodology Section 2.5 and Figure 1E0320-E2E00-E01-F-00003
422 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
With reference to the route-wide assessment (Section 3) the overall worksite rating for dust nuisance potential is: • Connaught Tunnel. The dust risk score for this site is below 10,000 and therefore there is a low potential for dust nuisance. Tier 1 mitigation measures will be required (refer to Section 9) • Silvertown Station. The dust risk score for this site is below 10,000 and therefore there is a low potential for dust nuisance. Tier 1 mitigation measures will be required (refer to Section 9).
Within Route Window SE3 permission has been granted for the building of a 240 room hotel. This development lies within 150 m of the dust boundary of the Victoria Dock/Custom House Worksite which is Tier 2 medium risk. There are also plans to extend the sugar refinery close to the Silvertown (Tier 1) Worksite.
If these developments generate significant demolition/construction dust, cumulative air quality impacts are possible. If, however, the development is completed prior to Crossrail construction the air quality impact of Crossrail construction on the additional residential receptors must be considered.
7.4.3 Utility Works
There are no utility works in this window with the potential to cause air quality impacts, either on their own or in combination with main site construction activities.
7.4.4 Operational Phase: Vent Shaft Emissions
There are vent shafts present in route window SE3. There is the potential for PM10 generated within the tunnels, primarily from wheel and brake wear, to contribute to ambient concentrations at ground level when emitted via tunnel ventilation shafts.
A monitoring study at Bond Street Station concluded that PM10 concentrations at the base of a vent shaft within the tunnel network were similar to those found close to a busy London road during the same time period and suggest that PM10 emissions from the vent shaft did not contribute significantly to background PM10 concentrations. A summary of this study is provided in Appendix E.
423 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
7.4.5 Route Window Impact Summary Tables
Route Window SE3 - Temporary Impacts Works & Significance Committed Residual Impact potential Mitigation Description Significance impacts Deterioration in Insignificant Recommended Marginal Insignificant as ambient NO2 due (<1.4 % increase construction deterioration in air temporary to construction on baseline practice (Section quality (NO2) for marginal increase. traffic – all routes. concentrations; no 9). Minimisation duration of breach of of lorry export construction. Objective (use of rail/barge). caused). Deterioration in Insignificant Recommended Marginal Insignificant as ambient PM10 due (0.1 % increase construction deterioration in air temporary to construction on baseline practice (Section quality (PM10) for marginal increase. traffic – all routes. concentrations; no 9). Minimisation duration of breach of of lorry export construction. Objective (use of rail/barge). caused). Medium potential Significant but Recommended The application of Insignificant. dust nuisance. temporary (rated construction the mitigation Potential for medium for dust practice/ measures should nuisance is potential). The mitigation minimise this temporary. potential for dust measures issue and manage nuisance will exist (Section 9). the residual risk of but will be nuisance issues. controlled by mitigation measures.
424 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
Route Window SE3 - Permanent Impacts Works & Significance Committed Residual Impact potential Mitigation Description Significance impacts Change in Insignificant (No None necessary. No deterioration in Insignificant. ambient NO2 due change in ambient air quality (NO2) in to operational concentrations). area of poor air traffic. quality. Change in Insignificant (No None necessary. No deterioration in Insignificant. ambient PM10 due change in ambient air quality (PM10) to operational concentrations). in area of poor air traffic. quality. Deterioration in Insignificant. Partitioning of None. Insignificant. ambient PM10 due platforms, regular to emissions from tunnels sweeping. vent shafts.
7.5 Route Window SE4: North Woolwich Worksite
7.5.1 Overview
(i) General Description
The proposed works within this route window comprise the construction of the North Woolwich portal, the twin-bore Thames Tunnel, Warren Lane shaft, and the installation of OHLE equipment. The route window lies within LB Newham and LB Greenwich.
The North Woolwich portal will be located within the existing railway corridor of the NLL between Factory Road and Albert Road. Residential areas lie to the north of the site and industrial buildings to the south, while further south lies the River Thames.
The Thames Crossing tunnels will run between the North Woolwich and Plumstead portals. The site for the Warren Lane shaft is located on the corner of Warren Lane and Beresford Street within the Royal Arsenal Gardens, in an area proposed for redevelopment. Part of the land is currently occupied by a warehouse building at the entrance to Royal Arsenal Gardens.
425 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
Figure 7-5 North Woolwich Portal and Thames Tunnel Location Plan
(ii) Permanent Works
Crossrail will use the existing rail corridor located between Albert Road and Factory Road, and currently occupied by the North London Line. The railway corridor is constricted here, being flanked by Factory Road and Albert Road for much of its length. To the east of the junction of Tate Road and Albert Road Crossrail will descend into an open cut ramp to the portal. The tunnel portal itself will be located between the junctions of Winifred Road and Fernhill Street with Albert Road, from where the line will run in a cut and cover box to the tunnel eye. At the tunnel eye, located near to the junction of Henley Road and Factory Road, a chamber will be constructed to receive the TBMs that will be used to construct the main Thames Tunnel from Plumstead. This will be incorporated into the tunnel eye as a widening of the cut and cover works requiring some works outside the existing railway boundary.
At the tunnel eye a shaft containing emergency escape stairs and EIP will lead to a surface structure housing plant rooms. At the portal a secondary emergency escape stair will be housed in a small surface structure. A landscaped area between surface structures will connect the area to the north and south of the railway corridor.
Crossrail will construct a new twin-bore tunnel beneath the Thames between North Woolwich and Plumstead portals. Beneath the Thames, the tunnel will follow an alignment to the east of the Woolwich Ferry. The Warren Lane shaft on the south bank of the Thames and the eastbound and westbound tracks will lie at a depth of approximately 36 m.
To satisfy safety requirements for an intervention shaft at a maximum of every 1,000 m, Crossrail will need to construct two shafts for the 2,600 m long Thames Tunnel between Plumstead and North Woolwich portals.
426 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
The shaft will be located on the corner of Warren Lane and Beresford Street and will contain EIP and ventilation facilities. The shaft will be 13.5 m in diameter and a building (10 m tall by 18 m in diameter) will be constructed on the surface to house emergency intervention and ventilation equipment.
OHLE equipment will be installed throughout the tunnel alignment.
(iii) Construction Works
Duration of Works
The construction of the North Woolwich approach ramp, tunnel portal, tunnel eye and shaft including fitting out and commissioning will take approximately four years.
The construction of Warren Lane shaft including fitting out and commissioning will take place over a period of approximately four years.
Enabling Works
The following works will be undertaken in advance of the main construction works programme:
• general services and utilities diversions;
• the sewer beneath Albert Road will be diverted from a point to the east of the existing footbridge for a distance of approximately 50 m – it will be rebuilt but will remain beneath the alignment of the existing carriageway;
• the Royal Dock sewer under Factory Road will be diverted by up to 50 m to the south in a new tunnel between Winifred Street and Store Road; and
• the Store Road pumping station inlet will be reconstructed on its existing alignment prior to the commencement of the Thames Tunnel drives.
To accommodate the North Woolwich portal the following will be demolished:
• industrial units to the south of Factory Road next to the portal; and
• one footbridge over the North London line track.
A derelict warehouse building located opposite Rope Yard Rails will be demolished to accommodate the Warren Lane shaft.
Works to mitigate settlement will be undertaken during this stage.
427 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
Main Works
The main construction works for North Woolwich portal will proceed as follows:
• Site set-up over approximately one year and eleven months.
• Ground treatment over the portal area and removal of the old 1600 mm sewer that will have been diverted. Installation of walling to the perimeter of where the shaft and the deeper section of the tunnel approach ramp/portal structure will be constructed and then installation of piling to what will form the shallower retained cut section of the portal approach ramp.
• Construction of the rectangular concrete shaft roof below Albert Road from the top down, followed by excavation works. The shaft and the cut and cover and sections will be excavated and propped in stages after which concrete base slabs and central walls (cut and cover section) will be cast. These works will take approximately one year and two months in total.
• Lining and fitting out, followed by construction and fitting out of the shaft surface structure housing. These works will be completed over approximately seven months.
• Installation of track slabs followed by track laying, installation of signalling systems and system testing. These works will commence in parallel with the internal fit-out of the shaft and will take approximately one year and six months.
• Some dewatering may be necessary during excavation and construction of the approach ramp and portal structures.
The main construction works for the Warren Lane shaft will proceed as follows:
• Excavation of a piled basement box structure. A base slab will be cast on the floor of the basement box once excavation is completed. These works will be completed over approximately six months.
• Excavation and construction of the shaft from the base of the box to tunnel level in sections using pre-cast segment rings. These works will take approximately eight months.
• Construction of a central ventilation passage from the shaft and construction of cross passages connecting to where the eastbound and westbound tunnels will be excavated. These works will take approximately five months.
• Construction of a central intervention passage connecting from the shaft to where the tunnels will be excavated. These works will take approximately nine months.
• Internal shaft fit-out including installation of equipment, stairwell and lift over a period of approximately six months.
• Some dewatering may be necessary during excavation and construction of the basement box and shaft structures.
428 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
Construction Plant
Plant at the North Woolwich worksite will include cranes, walling equipment, piling rigs, hydraulic breakers, excavation equipment, hand-held air tools and compressors.
Construction plant at the Warren Lane shaft worksite will include cranes, mechanical excavators, compressors, electrical generators and bentonite plant for the piling operations.
Worksites and Access
Construction will be undertaken from two worksites.
• North Woolwich worksite: The North Woolwich portal and approach ramp will be constructed on a narrow strip of land between Albert Road and Factory Road following the current alignment of the NLL. An area of industrial land to the south of the existing rail tracks adjacent to where the shaft will be constructed will contain facilities including workshop space and materials storage. A secondary site compound, containing offices and vehicle parking, will be situated on derelict land bounded by the Thames Water pumping station to the northwest, the Woolwich Ferry terminal to the south and the existing North Woolwich station to the east. Materials including ready-mixed concrete and excavated material will be delivered and removed by road.
• Warren Lane worksite: Works at Warren Lane shaft will be undertaken from a site located at the Royal Arsenal Gardens. The worksite is bounded by Warren Lane to the east, the remainder of the Royal Arsenal Gardens to the north and a large car park to the south.
Lorries will access the North Woolwich portal worksite from the A13. The North Woolwich worksites will be served by up to 142 lorries per day during the 26-week peak construction period, and an average of 50 lorries accessing the worksite per day at other times. To facilitate the track works and the construction of the ramp/portal, it will be necessary to use existing areas of adjacent highways (Albert Road and Factory Road). Sections of each road will have to be closed off for periods to allow space for walling plant and access to excavation and concrete works during construction. A section of Factory Road may be temporarily closed and access to the east end of Factory Road for general traffic will be via Pier Road.
All materials incoming and outgoing from the Warren Lane worksite will be transported by road. The worksite will generally be accessed from the A205 South Circular via Woolwich High Street although the A206 Plumstead Road will be used to transport excavated material to the jetty at Manor Wharf. The worksite will be served by up to 13 lorries per day during the 72-week peak construction period, and approximately nine lorries per day at other times.
The works associated with the diversion of the sewers will be carried out from the North Woolwich sewer diversion worksites.
429 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
(iv) Baseline Air Quality
This Route Window is located within the London Borough of Newham and is close to a network of Air Quality Management Areas (AQMAs) extending throughout the whole Borough in the vicinity of major roads. The AQMAs have been designated because the Air Quality
Objectives for NO2 and PM10 may not be achieved. The principal source of these two pollutants is road traffic with maximum concentrations located near to the roads around which AQMAs have been designated.
The Route Window is also within the London Borough of Greenwich. The entire Borough of
Greenwich is designated an AQMA in respect of NO2 and PM10.
Annual mean ambient background concentrations of NO2, PM10 and NOx within this Route Window are, and are expected to be, as per the table below. Concentrations in 2003 are presented for context. Baseline Objective 2003 2007 2010 2016 2003 2007 2010 2016
NOX 63 54 44 34 - - - -
NO2 33 30 26 22 40 40 40 40
PM10 23 22 20 19 40 40 23* 23*
* The proposed provisional PM10 objective for London to be achieved by 2010 is 23 µg/m³. Outside of London, the proposed provisional objective also to be achieved by 2010 is 20 µg/m³. (all concentrations in µg/m³) Source: National Air Quality Information Archive at www.airquality.co.uk
(v) Construction Phase: Traffic Impacts on Local Air Quality
In 2007, the ambient background NO2 concentration in Route Window SE4 is expected to be below the Air Quality Objective of 40 µg/m³ on all roads assessed. NO2 concentrations derived from construction traffic in this Window are predicted to contribute in the less than 1 µg/m³ and will not cause breaches of the Objective.
Ambient background PM10 concentrations within Route Window SE4 are expected to be less than 70 % of the Air Quality Objective Value of 40 µg/m³ in 2007. PM10 concentrations derived from construction traffic within this window are predicted to contribute less than 1 µg/m³ and remain within the Objective Value.
Ambient background PM10 concentrations within Route Window SE4 are not expected to breach the provisional Air Quality Objective Value of 23µg/m³ on any road in 2007, the first year of construction. This Objective Value may be implemented in 2010 when the ambient background PM10 concentration, in the absence of traffic, is expected to be 20µg/m³.
The modelling has found that construction activities associated with the worksite in Route Window SE4 will contribute significantly to ambient background air pollution concentrations.
430 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
(vi) Operational Phase: Traffic Impacts on Local Air Quality
The screening process applied to operational traffic data for Route Window SE4 did not identify road links that exhibit a change in traffic flows of greater than 5 % during the operational phase of Crossrail. It is not anticipated that there will be any increase in pollutant concentrations in 2016 within this Route Window and hence effects will not be significant.
7.5.2 Construction Phase: Nuisance Dust
There are two dust boundaries in route window SE4, these are Warren Lane and North Woolwich Portal/Thames Tunnel. The dust boundaries do not overlap and therefore no adjustment for cumulative impacts is required. The tables above show the worksite dust receptor counts for route window SE4.
Table 7-7: North Woolwich Worksite
No of receptors Total 20 m 50 m 100 m 150 m Residential 92 60 282 501 Care homes 0 0 0 0 Educational 0 0 0 0 Hospitals 0 0 0 0 Designated areas 0 0 0 0 Other 21 24 31 43 Total 113 84 313 544 Weighting 4 3 2 1 Weighted total 452 252 626 544 1 874 Construction Dust raising Weighting Duration Weighted Activity potential dust raising potential demolition medium 3 16 48 construction low 1 25 25 trackworks low 1 7 7 Weighted total 80 Worksite score 149 920 Refer to Methodology Section 2.5 and Figure 1E0320-E2E00-E01-F-00004
431 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
Table 7-8: Warren Lane Worksite
No of receptors Total 20 m 50 m 100 m 150 m Residential 0 0 0 4 Care homes 0 0 0 0 Educational 0 1 0 0 Hospitals 0 0 0 0 Designated areas 0 0 0 0 Other 5 15 27 41 Total 5 16 27 45 Weighting 4 3 2 1 Weighted total 20 48 54 45 167 Construction Dust raising Weighting Duration Weighted Activity potential dust raising potential demolition medium 2 12 24 construction low 1 47 47 Weighted total 71 Worksite score 11857 Refer to Methodology Section 2.5 and Figure 1E0320-E2E00-E01-F-00004
There is an educational establishment within the dust boundaries of Warren Lane Shaft; this is the University of Greenwich.
With reference to the route-wide assessment (Section 3) the overall worksite rating for dust nuisance potential is: • North Woolwich Portal. The dust risk score for this site is between 10,000 and 200,000 and therefore there is a medium potential for dust nuisance. Tier 2 mitigation measures will therefore be required (refer to Section 9) • Warren Lane Shaft. The dust risk score for this site is between 10,000 and 200,000 and therefore there is a medium potential for dust nuisance. Tier 2 mitigation measures will therefore be required (refer to Section 9).
7.5.3 Utility Works
There are no utility works in this window with the potential to cause air quality impacts on their own. However, the reconstruction of sewers at Albert Road, and diversion of sewers at Factory Road and Albert Road (Reference AW041, AW042 and AW043) would generate dust which, in combination with the activities associated with the North Woolwich Worksite, has the potential to cause an air quality impact. This has been addressed in the assessment of the North Woolwich Worksite and in developing the relevant dust management measures to be applied at this site.
432 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
7.5.4 Operational Phase: Vent Shaft Emissions
There are vent shafts present in route window SE4. There is the potential for PM10 generated within the tunnels, primarily from wheel and brake wear, to contribute to ambient concentrations at ground level when emitted via tunnel ventilation shafts.
A monitoring study at Bond Street Station concluded that PM10 concentrations at the base of a vent shaft within the tunnel network were similar to those found close to a busy London road during the same time period and suggest that PM10 emissions from the vent shaft did not contribute significantly to background PM10 concentrations. A summary of this study is provided in Appendix E.
The Crossrail tunnels will be newly built and cleaned on a regular basis. This will further reduce the potential for PM10 generation within the tunnels. Hence, the overall impact of PM10 from the tunnels on ambient PM10 levels is likely to be minimal.
7.5.5 Route Window Impact Summary Tables
Route Window SE4 - Temporary Impacts Works & Significance Committed Residual Impact potential Mitigation Description Significance impacts Deterioration in Insignificant Recommended Marginal Insignificant as ambient NO2 due (<1.5 % increase construction deterioration in air temporary to construction on baseline practice (Section quality (NO2) for marginal increase. traffic – all routes. concentrations; no 9). Minimisation duration of breach of of lorry export construction. Objective (use of rail/barge). caused). Deterioration in Insignificant Recommended Marginal Insignificant as ambient PM10 due (0.1 % increase construction deterioration in air temporary to construction on baseline practice (Section quality (PM10) for marginal increase. traffic – all routes. concentrations; no 9). Minimisation duration of breach of of lorry export construction. Objective (use of rail/barge). caused). Medium potential Significant but Recommended The application of Insignificant. dust nuisance. temporary (rated construction the mitigation Potential for medium for dust practice/ measures should nuisance is potential). The mitigation minimise this temporary. potential for dust measures issue and manage nuisance will exist (Section 9). the residual risk of but will be nuisance issues. controlled by mitigation measures.
433 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
Route Window SE4 - Permanent Impacts Works & Significance Committed Residual Impact potential Mitigation Description Significance impacts Change in Insignificant (no None No deterioration Insignificant. ambient NO2 change in necessary. in air quality due to ambient (NO2) in area of operational concentrations). poor air quality. traffic. Change in Insignificant (no None No deterioration Insignificant. ambient PM10 change in necessary. in air quality due to ambient (PM10) in area of operational concentrations). poor air quality. traffic. Deterioration in Insignificant. Partitioning of None. Insignificant. ambient PM10 platforms, due to regular tunnels emissions from sweeping. vent shafts.
7.6 Route Window SE5: Arsenal Way Shaft
7.6.1 Overview
(i) General Description
The proposed works within this route window comprise the construction of the twin-bore Thames Tunnel and Arsenal Way shaft. The route window lies within LB Greenwich.
Having passed beneath the River Thames, the twin-bored tunnel will follow an alignment along the southern edge of the Royal Arsenal towards Network Rail’s North Kent line (NKL) at Plumstead. The Arsenal Way shaft site lies to the north of Plumstead Road (A206) and is bounded by industrial buildings and offices to the north, and Woolwich town centre to the south.
434 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
Figure 7-6 Arsenal Way Shaft Location Plan
(ii) Permanent Works
Having passed beneath the Thames (see Route Window SE4), the tunnel will follow an alignment along the southern edge of the Royal Arsenal West site towards Network Rail’s North Kent line beneath Plumstead station (see Route Window SE6). Both the eastbound and westbound rails will lie at a depth of approximately 35 m below-ground level at Arsenal Way shaft.
A shaft is required in this area because the distance from the portal at Plumstead is approximately 1,000 m. The shaft will be located at the southeastern end of Woolwich Barracks car park with Plumstead Road to the south. It will be of a high quality architectural design and have a diameter of 16 m and contain ventilation, EIP and emergency evacuation facilities. Two surface structures will also be constructed (8 m in height).
(iii) Construction Works
Duration of Works
The construction of Arsenal Way shaft including the installation of equipment and commissioning will be undertaken over a period of approximately three and a half years.
435 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
Main Works
The main construction works at Arsenal Way will proceed as set out below:
• Excavation of a piled basement box structure. A base slab will be cast on the floor of the basement box once excavation is completed. An opening will be left in the base slab for shaft construction. These works will be completed over a period of approximately six months.
• Excavation and construction of the shaft from the base of the box to tunnel level in sections using pre-cast concrete segmental lining. A base slab will be cast to the floor of the shaft once excavation is completed and will be fitted with a drainage sump. These works will take approximately six months.
• Construction of a central ventilation passage from the shaft and construction of cross passages. From the ventilation passageways, the tunnel enlargements will be constructed. These works will take place over approximately five months.
• TBMs will pass through the area, during which time, the internal structural walls within the shaft, tunnel enlargements and ventilation passageways will be installed.
• Construction of a central intervention and evacuation passage connecting from the shaft to where the eastbound and westbound tunnels will be excavated over approximately ten months.
• The above-ground structure will be constructed from reinforced concrete retaining walls, internal walls and roof slab. These works will take approximately five months.
• Internal shaft fit-out including installation of the ventilation, mechanical and electrical equipment, stairwell and lift over a period of approximately nine months.
• Some dewatering may be necessary during excavation and construction of the basement box and shaft structures.
Construction Plant
Main construction plant and equipment to be used at the Arsenal Way shaft worksite will include cranes, excavation machinery and piling machinery. Other equipment will include a compressor and electrical generators, temporary ventilation fans, dewatering wells and a pumping system.
Worksites and Access
For the construction works at Arsenal Way, works will be carried out at Arsenal Way worksite which will be located at the eastern end of the Royal Arsenal car park. The site is bounded by Plumstead Road to the south, an industrial estate (with workshops and warehouses) to the west, and Tom Cribb Road to the north.
436 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
All materials incoming and outgoing from the worksite will be transported by road. Lorries will enter the site from the A2016 Pettman Crescent via Tom Cribb Road and a private road network, entering via Arsenal Way and exiting via Cornwallis Road. The Arsenal Way worksite will be served by up to 18 lorries per day during the 24-week peak construction period, and by approximately seven lorries per day at other times.
(iv) Baseline Air Quality
This Route Window is located within the London Borough of Greenwich. The entire Borough of Greenwich is designated an AQMA in respect of NO2 and PM10. The AQMA has been designated because the Air Quality Objectives for NO2 and PM10 may not be achieved. The principal source of these two pollutants is road traffic with maximum concentrations located near to the roads around which AQMAs have been designated.
Annual mean ambient background concentrations of NO2, PM10 and NOx within this Route Window are, and are expected to be, as per the table below. Concentrations in 2003 are presented for context. Baseline Objective 2003 2007 2010 2016 2003 2007 2010 2016
NOX 59 51 44 34 - - - -
NO2 32 29 26 22 40 40 40 40
PM10 23 21 20 19 40 40 23* 23*
* The proposed provisional PM10 objective for London to be achieved by 2010 is 23 µg/m³. Outside of London, the proposed provisional objective also to be achieved by 2010 is 20 µg/m³. (all concentrations in µg/m³) Source: National Air Quality Information Archive at www.airquality.co.uk
(v) Construction Phase: Traffic Impacts on Local Air Quality
In 2007, the ambient background NO2 concentration in Route Window SE5 will be below the
Air Quality Objective of 40µg/m³ on all the roads assessed. NO2 concentrations derived from construction traffic in this Window are predicted to contribute less than 1µg/m³ and will not cause breaches of the Objective.
Ambient background PM10 concentrations within Route Window SE5 will be less than 70% of the Air Quality Objective Value of 40µg/m³ in 2007. PM10 concentrations derived from construction traffic within this window are predicted to contribute less than 1µg/m³ and remain within the Objective Value.
Ambient background PM10 concentrations within Route Window SE5 are not expected to breach the provisional Air Quality Objective Value of 23µg/m³ on any road in 2007, the first year of construction. This Objective Value may be implemented in 2010 when the ambient background PM10 concentration, in the absence of traffic, is expected to be 20µg/m³.
The modelling has found that construction activities associated with the worksite in Route Window SE5 will not contribute significantly to ambient background air pollution concentrations.
437 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
Within Route Window SE5 two developments are currently under construction. One is a large-scale development comprising 711 residential units as well as other mixed uses, the other is a similar development providing over 700 dwellings by new build, refurbishment and conversion of existing buildings. Both of these developments are within 150 m of the dust boundary of one Worksite and close to one other.
In addition to the two developments outlined above, five other planned developments within Route Window SE5 have also been granted planning permission. The developments all involve demolition, construction or conversion of buildings primarily for residential use, with one development being for commercial use only. All of these developments are located within the dust boundary of one Worksite and are in close proximity to one other.
If these developments generate significant construction traffic, cumulative air quality impacts are possible. If, however, the development is completed prior to Crossrail construction, the air quality impact of Crossrail construction on the additional residential receptors must be borne in mind.
(vi) Operational Phase: Traffic Impacts on Local Air Quality
The screening process applied to operational traffic data for Route Window SE5 did not identify road links that exhibit a change in traffic flows of greater than 5 % during the operational phase of Crossrail.
It is not anticipated that there will be any increase in pollutant concentrations in 2016 within this Route Window and hence effects will not be significant.
7.6.2 Construction Phase: Nuisance Dust
There is one dust boundary in route window SE5, this is Arsenal Way. The dust boundary does not overlap with any other and therefore no adjustment for cumulative impacts is required. Table 7-9 shows the receptor counts for Arsenal Way (formerly Sydney Street). Part of the dust boundary falls beyond the cutline for SE6, however here the count is for the entire dust boundary and reported under route window SE5.
438 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
Table 7-9: Arsenal Way Worksite
No of receptors Total 20 m 50 m 100 m 150 m Residential 0 98 77 159 Care homes 0 0 0 0 Educational 0 0 2 1 Hospitals 0 0 0 0 Designated areas 0 0 0 0 Other 5 8 16 47 Total 5 106 95 207 Weighting 4 3 2 1 Weighted total 20 318 190 207 735 Construction Dust raising Weighting Duration Weighted Activity potential dust raising potential demolition, excavation, high materials handling 3 20 60 construction medium 2 34 68 Weighted total 128 Worksite score 94080 Refer to Methodology Section 2.5 and Figure 1E0320-E2E00-E01-F-00005
There is one dust boundary in route window SE5, this is Arsenal Way. The dust boundary does not overlap with any other and therefore no adjustment for cumulative impacts is required. Table 7-9 shows the receptor counts for Arsenal Way (formerly Sydney Street). Part of the dust boundary falls beyond the cutline for SE6, however here the count is for the entire dust boundary and reported under route window SE5.
There is an educational establishment within the dust boundaries in route window SE5; these are Thameside Adult Education Institute, Greenwich Community College and a day nursery.
With reference to the route-wide assessment (Section 3) the overall worksite rating for dust nuisance potential is:
• Arsenal Way (formerly Sydney Street). The dust risk score for this site is between 10,000 and 200,000 and therefore there is a medium potential for dust nuisance. Tier 2 mitigation measures will be required.
Within Route Window SE5 two developments are currently under construction. One is a large-scale development comprising 711 residential units as well as other mixed uses, the other is a similar development providing over 700 dwellings by new build, refurbishment and conversion of existing buildings. Both of these developments are within 150 m of the dust boundary of one Worksite and close to one other.
In addition to the two developments outlined above, five other planned developments within Route Window SE5 have also been granted planning permission. The developments all involve demolition, construction or conversion of buildings primarily for residential use, with
439 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV one development being for commercial use only. All of these developments are located within the dust boundary of one Worksite and are in close proximity to one other.
If these developments generate significant demolition/construction dust, cumulative air quality impacts are possible. If, however, the development is completed prior to Crossrail construction, the air quality impact of Crossrail construction on the additional residential receptors must be borne in mind.
7.6.3 Utility Works
There are no utility works in this window with the potential to cause air quality impacts, either on their own or in combination with main site construction activities.
7.6.4 Operational Phase: Vent Shaft Emissions
There are vent shafts present in route window SE5. There is the potential for PM10 generated within the tunnels, primarily from wheel and brake wear, to contribute to ambient concentrations at ground level when emitted via tunnel ventilation shafts.
A monitoring study at Bond Street Station concluded that PM10 concentrations at the base of a vent shaft within the tunnel network were similar to those found close to a busy London road during the same time period and suggest that PM10 emissions from the vent shaft did not contribute significantly to background PM10 concentrations. A summary of this study is provided in Appendix E.
The Crossrail tunnels will be newly built and cleaned on a regular basis. This will further reduce the potential for PM10 generation within the tunnels. Hence, the overall impact of PM10 from the tunnels on ambient PM10 levels is likely to be minimal.
440 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
7.6.5 Route Window Impact Summary Tables
Route Window SE5 - Temporary Impacts Works & Significance Committed Residual Impact potential Mitigation Description Significance impacts Deterioration in Insignificant Recommended Marginal Insignificant as ambient NO2 due (<2.3 % increase construction deterioration in air temporary to construction on baseline practice (Section quality (NO2) for marginal increase. traffic – all routes. concentrations; no 9). Minimisation duration of breach of of lorry export construction. Objective (use of rail/barge). caused). Deterioration in Insignificant Recommended Marginal Insignificant as ambient PM10 due (0.2 % increase construction deterioration in air temporary to construction on baseline practice (Section quality (PM10) for marginal increase. traffic – all routes. concentrations; no 9). Minimisation duration of breach of of lorry export construction. Objective (use of rail/barge). caused). Medium potential Significant but Recommended The application of Insignificant. dust nuisance. temporary (rated construction the mitigation Potential for medium for dust practice/ measures should nuisance is potential). The mitigation minimise this temporary. potential for dust measures issue and manage nuisance will exist (Section 9). the residual risk of but will be nuisance issues. controlled by mitigation measures.
Route Window SE5 - Permanent Impacts Works & Significance Committed Residual Impact potential Mitigation Description Significance impacts Change in Insignificant (no None necessary. No deterioration in Insignificant. ambient NO2 due change in ambient air quality (NO2) in to operational concentrations). area of poor air traffic. quality. Change in Insignificant (no None necessary. No deterioration in Insignificant. ambient PM10 due change in ambient air quality (PM10) to operational concentrations). in area of poor air traffic. quality. Deterioration in Insignificant. Partitioning of None. Insignificant. ambient PM10 due platforms, regular to emissions from tunnels sweeping. vent shafts.
441 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
7.7 Route Window SE6: Plumstead Portal
7.7.1 Overview
(i) General Description
The proposed works within the route window comprise the construction of the eastern part of the twin-bore Thames Tunnel, Plumstead portal, White Hart Road bridge, track realignment of the existing railway corridor, and the installation of OHLE equipment. The route window lies within LB Greenwich.
The Plumstead portal site is located on land at Plumstead Goods Yard. The surrounding landuses include commercial and residential areas. Residential areas lie to the south of the surface route alignment, centred along Plumstead High Street (A206).
Figure 7-7 Plumstead Portal Location Plan
(ii) Permanent Works
The Thames Tunnel will pick up the alignment of the North Kent line from a point immediately to the west of Plumstead station to the surface just west of Church Manorway footbridge (see Route Window SE7). This will be located on the site of Plumstead Goods Yard, located to the east of Plumstead High Street. The tunnel eye of the Thames Tunnel will be located towards the southwest corner of the goods yard. From the tunnel eye to the portal an approximate 100 m long cut and cover box with associated surface structures will be constructed.
442 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
The portal will be located approximately 150 m to the west of White Hart Road. A ramp contained within an open cut will then bring Crossrail to existing track level opposite 139 Marmadon Road, to the west of Church Manorway. At the tunnel-eye, a 21 m by 30 m chamber will be constructed which will house the emergency escape and EIP facilities from the twin-bore tunnels. At surface level the facilities will be housed in an approximate 20 m by 25 m size surface structure. On the north side of the structure a hardstanding area will be provided for emergency assembly, emergency and maintenance vehicles on existing railway land. At the portal a secondary set of escape stairs will be provided with an associated surface structure.
A new bridge will be constructed to the north of the existing structure to carry White Hart Road over Crossrail. The North Kent line will continue to use the existing bridge.
To accommodate Crossrail, changes will be made to the layout of the North Kent line. To replace stabling sidings that will be removed to accommodate the tunnel, a new 250 m long siding will be installed on the south side of the line to the east of Plumstead High Street. The siding will also feature a 20 m long headshunt at the western end. Crossrail will occupy a position between North Kent line tracks so that cross platform interchanges between Crossrail and North Kent line trains can be provided at Abbey Wood. From a point east of White Hart Road, the northernmost North Kent line track will move northwards and will use a new bridge over the Crossrail tracks to reach the northern side of the railway alignment. The realigned track will move by up to 20 m until it runs adjacent to the Crossrail tracks to the east of Church Manorway. To accommodate these works, Crossrail will acquire an approximately 15 m wide strip of land along the northern boundary of the railway between North Road and Church Manorway.
A 2 m high noise barrier will be erected from the end of the portal ramp on both sides of the railway and run eastwards to Abbey Wood station. OHLE equipment will be installed throughout the route window.
(iii) Construction Works
Durations of Works
The construction of the Plumstead portal including fitting out and commissioning will take approximately four years.
The construction of the Thames Tunnels including fitting out and commissioning will take approximately two years and two months.
Enabling Works
General utility diversions will be undertaken prior to the main construction period. These will include the diversion of the electricity cables beneath White Hart Road eastwards to an alignment beneath the timber yard.
443 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
At the Plumstead worksite the electricity station on the northern corner of Plumstead Goods Yard will be demolished to accommodate the works.
Main Works
The main construction works at Plumstead portal will proceed as set out below:
• Site set-up, mobilisation, and site clearance will take place over one month.
• Construction of the tunnel approach ramp.
• White Hart Bridge road at bridge site will be closed and the off line assembly of the bridge deck will take place.
• Construction of the rectangular shaft at the tunnel eye followed by construction of the cut and cover approach ramp. The shaft will be used as the access point during construction of the tunnels and will subsequently become the permanent intervention and escape shaft. These works will take approximately one year.
• Following the construction of the shaft the TBMs will be assembled and commissioned. The tunnel drives westwards to North Woolwich will take approximately 13 months, followed by clean-out, trackbed, and installation of walkways and building services.
• White Hart Road will be carried on a reinforced section of the cut and cover box. The bridge will be constructed using piling and concrete bridge decking and will take approximately one year to complete.
• The cut and cover construction of the approach ramp will continue until the tracks have risen to ground level, and the four-track arrangement continues from here to Abbey Wood station.
• Installation of Crossrail track and systems throughout the tunnel from North Woolwich portal to Abbey Wood. The existing North Kent lines will be repositioned on a new track formation with one line each side of the existing two line railway. The North Kent Line service will continue to run throughout the construction period.
• Signalling and OHLE will be installed along the route.
Construction Plant
Plant at the Plumstead portal worksites will include piling rigs, cranes, telescopic handlers (tunnel segment handling), excavation equipment, hand-held air tools, compressors, ventilation equipment, generators, concrete and grout pumps.
444 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
Worksites and Access
For the construction of the Plumstead portal and the twin-bore tunnels, works will be carried out from:
• Plumstead worksite: - This will be situated on the old railway goods yard. It is bounded by the railway line to the south, White Hart Road to the east and the embankment to the north. To be accessed by North Road off Western Way (A2016) crossing White Hart Road at the site access (rail access via Crossrail tracks once laid).
• Plumstead worksite west: - This will be situated between Nathan Way and the Southern Outfall Sewer. To be accessed via Nathan Way (rail access via Crossrail tracks once laid).
Works associated with the diversion of the electricity cables beneath White Hart Road will be carried out from the White Hart Road cables worksite.
Throughout the construction of the approach ramp, materials/plant and a conveyor system will be provided at the Plumstead worksite to facilitate the tunnelling west towards North Woolwich portal. Materials will be delivered and removed as follows:
• During the portal approach ramp and tunnel construction a conveyor will be used to carry excavated material to a stockpile area in the Plumstead worksite and will then be transported offsite by road.
• Ready-mixed concrete for the approach ramp construction, trackbed, pre-cast concrete tunnel lining segments and most of the smaller items for tunnel fit-out will be delivered by road.
The worksites will be served by up to 260 lorries per day during the 60-week peak construction period, and an average of 55 lorries accessing the worksites per day during other times.
(iv) Baseline Air Quality
This Route Window is located within the London Borough of Greenwich. The entire Borough of Greenwich is designated an AQMA in respect of NO2 and PM10. The AQMA has been designated because the Air Quality Objectives for NO2 and PM10 may not be achieved. The principal source of these two pollutants is road traffic with maximum concentrations located near to the roads around which AQMAs have been designated.
445 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
Annual mean ambient background concentrations of NO2, PM10 and NOx within this Route Window are, and are expected to be, as per the table below. Concentrations in 2003 are presented for context. Baseline Objective 2003 2007 2010 2016 2003 2007 2010 2016
NOX 58 50 41 32 - - - -
NO2 32 29 25 21 40 40 40 40
PM10 23 21 20 18 40 40 23* 23*
* The proposed provisional PM10 objective for London to be achieved by 2010 is 23 µg/m³. Outside of London, the proposed provisional objective also to be achieved by 2010 is 20 µg/m³. (all concentrations in µg/m³) Source: National Air Quality Information Archive at www.airquality.co.uk
(v) Construction Phase: Traffic Impacts on Local Air Quality
In 2007, the ambient background NO2 concentration in Route Window SE6 will be below the Air Quality Objective of 40µg/m³ on both the roads assessed. NO2 concentrations derived from construction traffic in this Window are predicted to contribute less than 1µg/m³ and will not cause breaches of the Objective.
Ambient background PM10 concentrations within Route Window SE6 will be less than 70% of the Air Quality Objective Value of 40µg/m³ in 2007. PM10 concentrations derived from construction traffic within this window are predicted to contribute less than 1µg/m³ and remain within 70% of the Objective Value.
Ambient background PM10 concentrations within Route Window SE6 are not expected to breach the provisional Air Quality Objective Value of 23µg/m³ on any road in 2007, the first year of construction. This Objective Value may be implemented in 2010 when the ambient background PM10 concentration, in the absence of traffic, is expected to be 20µg/m³.
The modelling has found that construction activities associated with the worksite in Route Window SE6 will not contribute significantly to ambient background air pollution concentrations.
(vi) Operational Phase: Traffic Impacts on Local Air Quality
The screening process applied to operational traffic data for Route Window SE6 did not identify road links that exhibit a change in traffic flows of greater than 5 % during the operational phase of Crossrail.
It is not anticipated that there will be any increase in pollutant concentrations in 2016 within this Route Window and hence effects will not be significant.
446 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
7.7.2 Construction Phase: Nuisance Dust
There is one dust boundary in Route Window SE6. This dust boundary does not overlap with any other dust boundary and therefore no adjustment was required. Table 7-10 summarises the total receptor counts.
Table 7-10: Plumstead Worksite West and Plumstead Worksite
No of receptors Total 20 m 50 m 100 m 150 m Residential 129 143 223 195 Care homes 0 0 0 0 Educational 0 0 0 0 Hospitals 0 0 0 0 Designated areas 0 0 0 0 Other 7 11 14 66 Total 136 154 237 261 Weighting 4 3 2 1 Weighted total 544 462 474 261 1 741 Construction Dust raising Weighting Duration Weighted Activity potential dust raising potential demolition, excavation, materials handling high 3 31 93 construction low 1 45 45 trackworks low 1 3 3 Weighted total 141 Worksite score 245 481 Refer to Methodology Section 2.5 and Figure 1E0320-E2E00-E01-F-00006
There are no educational receptors or residential care homes/hospitals within the dust boundariy for the worksite in Route Window SE6.
With reference to the route-wide assessment (Section 3) the overall worksite rating for dust nuisance potential is: • The dust risk score for this site is over 200 000 and therefore there is a high potential for dust nuisance. Tier 3 mitigation measures will be required (refer to Section 9).
7.7.3 Utility Works
There are no utility works in this window with the potential to cause air quality impacts, either on their own or in combination with main site construction activities.
447 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
7.7.4 Operational Phase: Vent Shaft Emissions
There are no ventilation shafts in route window SE6.
7.7.5 Route Window Impact Summary Tables
Route Window SE6 - Temporary Impacts Works & Significance Committed Residual Impact potential Mitigation Description Significance impacts Deterioration in Insignificant Recommended Marginal Insignificant as ambient NO2 due (<2.5 % increase construction deterioration in air temporary to construction on baseline practice (Section quality (NO2) for marginal increase. traffic – all routes. concentrations; no 9). Minimisation duration of breach of of lorry export construction. Objective (use of rail/barge). caused). Deterioration in Insignificant Recommended Marginal Insignificant as ambient PM10 due (0.2 % increase construction deterioration in air temporary to construction on baseline practice (Section quality (PM10) for marginal increase. traffic – all routes. concentrations; no 9). Minimisation duration of breach of of lorry export construction. Objective (use of rail/barge). caused). High potential Significant but Recommended The application of Insignificant. dust nuisance. temporary (rated construction mitigation Potential for high for dust practice/ measures should nuisance is potential). mitigation minimise this temporary. The potential for measures issue and manage dust nuisance will (Section 9). the residual risk of exist but will be nuisance issues. controlled by mitigation measures.
Route Window SE6 - Permanent Impacts Works & Significance Committed Residual Impact potential Mitigation Description Significance impacts Change in Insignificant (no None necessary. No deterioration in Insignificant. ambient NO2 due change in ambient air quality (NO2) in to operational concentrations). area of poor air traffic. quality. Change in Insignificant (no None necessary. No deterioration in Insignificant. ambient PM10 due change in ambient air quality (PM10) to operational concentrations). in area of poor air traffic. quality.
448 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
7.8 Route Window SE6a: Manor Wharf
7.8.1 Overview
(i) General Description
The route window lies within LB Bexley, in a primarily industrial area. The proposed works within the route window comprise the refurbishment of Manor Wharf at the site of the former Belvedere power station. This will be required in order to create a barge-loading facility, at which excavated material, removed from Plumstead portal and the intervention shafts at Arsenal Way and Warren Lane, will be loaded onto barges for transport down river to landfill in Rainham, Essex.
This site will be operational for two and a half years from the start of construction. Works will require the replacement of fendering to the jetty, with works undertaken from boats, and some dredging of the wharf to enable barge access. A conveyor will be constructed to allow excavated material to be loaded onto barges. At peak construction of excavated materials loading of barges may be required 24 hours per day. The conveyor will run from an excavated material handling point on the shore within the former Ford car park (disused), south of the River Thames, north of the wharf where it will connect to the barge loading point. Excavated material from the Plumstead portal works will be delivered by lorry to the material handling point on the shore within the disused Ford car park south of the River Thames. Here a small stockpile will be maintained and conveyor loading facilities and a lorry turning area will be provided.
Site access for the construction of the conveyor and the refurbishment of the jetty will be via the new private access road to the Iron Mountain storage area. Once the handling site is in operation, excavated material will be brought to the site along Norman Road.
For a period of 12 months the average lorry numbers accessing the site will be 240 per day. During this time there will be a peak period of approximately three months when up to 260 lorries will be accessing the site. At peak this equates to five or six 1,000 tonne barges moored at any one time.
Norman Road is an un-adopted public highway which is in a very poor condition. Its current width is too narrow to carry the expected number of lorry movements and therefore temporary widening will be necessary.
449 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
Figure 7-8 Belvedere Location Plan
(ii) Baseline Air Quality
This Route Window is located within the London Borough of Greenwich. The entire Borough of Greenwich is designated an AQMA in respect of NO2 and PM10. The AQMA has been designated because the Air Quality Objectives for NO2 and PM10 may not be achieved. The principal source of these two pollutants is road traffic with maximum concentrations located near to the roads around which AQMAs have been designated.
Annual mean ambient background concentrations of NO2, PM10 and NOx within this Route Window are, and are expected to be, as per the table below. Concentrations in 2003 are presented for context. Baseline Objective 2003 2007 2010 2016 2003 2007 2010 2016
NOX 58 50 41 32 - - - -
NO2 32 29 25 21 40 40 40 40
PM10 23 21 20 18 40 40 23* 23*
* The proposed provisional PM10 objective for London to be achieved by 2010 is 23 µg/m³. Outside of London, the proposed provisional objective also to be achieved by 2010 is 20 µg/m³. (all concentrations in µg/m³) Source: National Air Quality Information Archive at www.airquality.co.uk
450 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
(iii) Construction Phase: Traffic Impacts on Local Air Quality
In 2007, the ambient background NO2 concentration in Route Window SE6a will be below the Air Quality Objective of 40µg/m³ on the road assessed. NO2 concentrations derived from construction traffic in this Window are predicted to contribute less than 1µg/m³ and will not cause breach of the Objective.
Ambient background PM10 concentrations within Route Window SE6a will be less than 70% of the Air Quality Objective Value of 40µg/m³ in 2007. PM10 concentrations derived from construction traffic within this window are predicted to contribute less than 1µg/m³ and remain within 70% of the Objective Value.
Ambient background PM10 concentrations within Route Window SE6a are not expected to breach the provisional Air Quality Objective Value of 23µg/m³ on any road in 2007, the first year of construction. This Objective Value may be implemented in 2010 when the ambient background PM10 concentration, in the absence of traffic, is expected to be 20µg/m³.
The modelling has found that construction activities associated with the worksite in Route Window SE6a will not contribute significantly to ambient background air pollution concentrations.
(iv) Operational Phase: Traffic Impacts on Local Air Quality
The screening process applied to operational traffic data for Route Window SE6a did not identify road links that exhibit a change in traffic flows of greater than 5 % during the operational phase of Crossrail.
It is not anticipated that there will be any increase in pollutant concentrations in 2016 within this Route Window and hence effects will not be significant.
7.8.2 Construction Phase: Nuisance Dust
There is one dust boundary in Route Window SE6a. This dust boundary does not overlap with any other dust boundary and therefore no adjustment was required.
Table 7-11 below summarises the total receptor counts.
451 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
Table 7-11: Manor Wharf Excavated Material Handling Worksite
No of receptors Total 20 m 50 m 100 m 150 m Residential 0 0 0 0 Care homes 0 0 0 0 Educational 0 0 0 0 Hospitals 0 0 0 0 Designated areas 0 0 0 0 Other 2 1 2 0 Total 2 1 2 0 Weighting 4 3 2 1 Weighted total 8 3 4 0 15 Construction Dust raising Weighting Duration Weighted Activity potential dust raising potential construction, low 1 2 2 materials handling high 3 31 93 Weighted total 95 Worksite score 1 425
With reference to the route-wide assessment (Section 3) the overall worksite rating for dust nuisance potential is: • The dust risk score for this site is below 10 000 and therefore there is a low potential for dust nuisance. Tier 1 mitigation measures will be required (refer to Section 9).
7.8.3 Utility Works
There are no utility works in this window with the potential to cause air quality impacts, either on their own or in combination with main site construction activities.
7.8.4 Operational Phase: Vent Shaft Emissions
There are no ventilation shafts in route window SE6a.
452 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
7.8.5 Route Window Impact Summary Tables
Route Window SE6a - Temporary Impacts Works & Significance Committed Residual Impact potential Mitigation Description Significance impacts Deterioration in Insignificant (<3 % Recommended Marginal Insignificant as ambient NO2 due increase on construction deterioration in air temporary to construction baseline practice (Section quality (NO2) for marginal increase. traffic – all routes. concentrations; no 9). duration of breach of construction. Objective caused). Deterioration in Insignificant Recommended Marginal Insignificant as ambient PM10 due (0.2 % increase construction deterioration in air temporary to construction on baseline practice (Section quality (PM10) for marginal increase. traffic – all routes. concentrations; no 9). duration of breach of construction. Objective caused). Low potential dust Not significant. Recommended The application of Insignificant. nuisance. The potential for construction mitigation Potential for dust nuisance will practice/ measures should nuisance is exist but should mitigation minimise this temporary. be controlled by measures issue and manage mitigation (Section 9). the residual risk of measures. nuisance issues.
7.9 Route Window SE7: Church Manorway Bridge
7.9.1 Overview
(i) General Description
The proposed works within the route window comprise track realignment and the provision of two additional tracks within the existing railway corridor, the construction of new footbridges at Church Manorway and Bostall Manorway, the strengthening of Eynsham Drive Bridge, a 2 m high noise barrier will be erected for the length of the route window on both sides of the railway, and the installation of OHLE equipment. The route window lies within LB Greenwich.
453 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
Figure 7-9 Church Manorway Bridge Location Plan
During the construction phase the activities in Route Window SE7 include those associated with Plumstead to Bostal Manorway which also includes Church Manorway Bridge and Eynsham Drive sites. During the operational phase the primary Crossrail feature in this Route Window is the presence of Crossrail tracks.
(ii) Permanent Works
The North Kent line will be reconstructed and four-tracked throughout the length of this route window. To accommodate the two Crossrail tracks in the centre, the Dartford- and London- bound tracks will be moved to the north and south respectively. Noise barriers of 2 m in height (from track level) will be installed between the portal and Abbey Wood station.
To accommodate four tracks and to be made fully accessible, the existing footbridge at Church Manorway will be demolished and replaced. Each side of the bridge will consist of four flights of stairs and four ramps, 31 m long and 9.5 m high. The top of the bridge will be 8.4 m above Church Manorway and the span of the bridge will be 34.4 m long. The western extremity of the bridge will abut the western edge of Church Manorway.
To accommodate four tracks and to be made fully accessible, the existing footbridge at Bostall Manorway will be demolished and replaced. Each side of the bridge will consist of four flights of stairs and four ramps, 43.6 m long and 9.5 m high. The top of the bridge will be 8.6 m above Mottisfont Road and the span of the bridge will be 34.4 m long.
454 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
(iii) Construction Works
Duration of Works
The construction works within Route Window SE7 will have the following approximate durations:
• Church Manorway bridge: four months;
• Eynsham Drive bridge: five months;
• Bostall Manorway bridge: four months; and
• Subject to possession planning requirements and excluding final commissioning, the construction of the Plumstead portal and Abbey Wood station trackworks will take about three years to complete.
Enabling Works
The following enabling works will be undertaken prior to the main construction period; other minor utility diversions will also be undertaken:
• reconstruction of sewer at Mottisfont Road/Bracondale Road;
• diversion of underground electricity cables at Church Manorway;
• Church Manorway bridge: general utility diversions;
• Bostall Manorway bridge: utility diversions; and
• Plumstead portal and Abbey Wood station trackworks: diversions to railway services, signalling and cable troughing.
At Church Manorway Bridge and Bostall Manorway bridge the demolition of the existing footbridge structures, and the garages adjacent to Bostall Manorway will be required to accommodate the works.
Main Works
The main construction works at Church Manorway will proceed as set out below:
• Construction of the new footbridge will commence at the same time as the construction of Bostall Manorway footbridge and will have piled foundations, bankseats and bearing plinths. The superstructure of the footbridges will be fabricated offsite and then installed into the worksite during possession of the lines.
• Existing bridge structures will be demolished and removed from the site. Timber sleeper mats will be used to protect the rails during demolition.
455 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
• Works at Eynsham Drive bridge will also be undertaken at this time and will involve constructing a new crash barrier structure with piled foundations and a reinforced concrete walling. This will act as a protection to the existing bridge piers.
• Construction of the four-tracking (which will run from Plumstead portal to Abbey Wood) will start after completion of the bridge works. The existing North Kent lines will continue to be in operation throughout the duration of the construction works.
• Two temporary working areas will be set up north and south of the existing lines for trackworks. The ground level of the embankments either side of the existing tracks will then be raised by 0.5 to 1 m using low retaining walling to provide the required width.
• Provision of OHLE.
Construction Plant
Plant equipment required for the bridge works will include excavators, compactors, piling rig, compressors, rollers and mobile cranes. Plant equipment required for the four-tracking works will include excavators, rollers, compactors and compressors.
Worksites and Access
Worksites for each of the bridge works will be located adjacent to the bridges, to the immediate north and south of the tracks. The worksites are named as follows:
• Church Manorway worksite north (accessed from Church Manorway);
• Church Manorway worksite south (accessed from Church Manorway);
• Eynsham Drive worksite north (accessed from Mottisfont Road);
• Eynsham Drive worksite south (accessed from Bracondale Road);
• Bostall Manorway worksite north (accessed from Mottisfont Road); and
• Bostall Manorway worksite south (accessed from Bostall Manorway).
Worksites for each of the bridge works will be located adjacent to the bridges for road access to the sites. Rail access to the worksites will be on the existing railway tracks. Materials will be delivered and removed as follows:
• Excavated material will be transported offsite by road.
• Trackwork and electrification materials will be transported to site by rail.
• Construction materials associated with the bridge works will be transported to site by road.
456 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
The Church Manorway worksites will be served by up to two lorries per day during the eight- week peak construction period and an average of one lorry accessing the worksites per day at other times. The Bostall Manorway worksites will also be served by up to two lorries per day during the eight-week peak construction period, and an average of one lorry accessing the worksites per day at other times. The Eynsham Drive worksites will be served by up to one lorry per day during the eight week construction period, and similarly up to one lorry will access the worksite per day at other times.
Works associated with the reconstruction of sewer at Mottisfont Road/Bracondale Road will be undertaken from the Mottisfont/Bracondale Road sewer reconstruction worksites, and the works associated with the diversion of underground electricity cables at Church Manorway will be undertaken from the Church Manorway electricity cables worksite.
(iv) Baseline Air Quality
This Route Window is located within the London Borough of Greenwich.
The entire Borough of Greenwich is designated an AQMA in respect of NO2 and PM10. The AQMA has been designated because the Air Quality Objectives for NO2 and PM10 may not be achieved. The principal source of these two pollutants is road traffic with maximum concentrations located near to the roads around which AQMAs have been designated.
Annual mean ambient background concentrations of NO2, PM10 and NOx within this Route Window are, and are expected to be, as per the table below. Concentrations in 2003 are presented for context. Baseline Objective 2003 2007 2010 2016 2003 2007 2010 2016
NOX 55 48 40 31 - - - -
NO2 31 28 24 21 40 40 40 40
PM10 22 21 20 18 40 40 23* 23*
* The proposed provisional PM10 objective for London to be achieved by 2010 is 23 µg/m³. Outside of London, the proposed provisional objective also to be achieved by 2010 is 20 µg/m³. (all concentrations in µg/m³) Source: National Air Quality Information Archive at www.airquality.co.uk
(v) Construction Phase: Traffic Impacts on Local Air Quality
In 2007, the ambient background NO2 concentration in Route Window SE7 will be below the Air Quality Objective of 40µg/m³ on all the roads assessed. NO2 concentrations derived from construction traffic in this Window are predicted to contribute less than 1µg/m³ and will not cause breaches of the Objective.
Ambient background PM10 concentrations within Route Window SE7 will be less than 70% of the Air Quality Objective Value of 40µg/m³ in 2007. PM10 concentrations derived from construction traffic within this window are predicted to contribute less than 1µg/m³ and remain within 70% of the Objective Value.
Ambient background PM10 concentrations within Route Window SE7 are not expected to breach the provisional Air Quality Objective Value of 23µg/m³ on any road in 2007, the first
457 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV year of construction. This Objective Value may be implemented in 2010 when the ambient background PM10 concentration, in the absence of traffic, is expected to be 20µg/m³.
The modelling has found that construction activities associated with the worksite in Route Window SE7 will not contribute significantly to ambient background air pollution concentrations.
(vi) Operational Phase: Traffic Impacts on Local Air Quality
The screening process applied to operational traffic data for Route Window SE7 did not identify road links that exhibit a change in traffic flows of greater than 5 % during the operational phase of Crossrail.
It is not anticipated that there will be any increase in pollutant concentrations in 2016 within this Route Window and hence effects will not be significant.
7.9.2 Construction Phase: Nuisance Dust
There is one dust boundary in route window SE7, this is Plumstead to Bostall Manorway which includes Bostall Manor Way Worksite North, Bostall Manor Way Worksite South, Church Manorway Worksite North, Church Manorway Worksite South, Eynsham Drive Worksite North and Eynsham Drive Worksite South sites. The dust boundary continues into route window SE8. The boundary overlaps with the Plumstead Portal and Tunnel dust boundary in SE6, therefore adjustment for cumulative impacts is required. Table 7-12 shows the adjusted receptor counts for the SE7 section – Plumstead to Bostall Manorway.
458 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
Table 7-12: Plumstead to Bostal Manorway
No of receptors Total 20 m 50 m 100 m 150 m Residential 25 375 424 351 Care homes 0 0 0 0 Educational 0 0 0 0 Hospitals 0 0 0 0 Designated areas 0 0 0 0 Other 2 0 3 2 Total 27 375 427 353 Weighting 4 3 2 1 Weighted total 108 1125 854 353 2 440 Construction Dust raising Weighting Duration Weighted Activity potential dust raising potential excavation high 3 1.2 3.6 demolition medium 2 0.5 1 construction low 1 8 8 trackwork low 1 8.5 8.5 Weighted total 21.1 Worksite score 51 484 Refer to Methodology Section 2.5 and Figure 1E0320-E2E00-E01-F-00007
With reference to the route-wide assessment (Section 3) the overall worksite rating for dust nuisance potential is: • Plumstead to Bostal Manorway. The dust risk score for this site is between 10,000 and 200,000 and therefore there is a medium potential for dust nuisance. Tier 2 mitigation measures will be required (refer to Section 9).
7.9.3 Utility Works
There are no utility works in this window with the potential to cause air quality impacts, either on their own or in combination with main site construction activities.
7.9.4 Operational Phase: Vent Shaft Emissions
There are no ventilation shafts in route window SE7.
459 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
A.1.1 Route Window Impact Summary Tables
Route Window SE7 - Temporary Impacts Works & Significance Committed Residual Impact potential Mitigation Description Significance impacts Deterioration in Insignificant Recommended Marginal Insignificant as ambient NO2 due (<0.1 % increase construction deterioration in air temporary to construction on baseline practice (Section quality (NO2) for marginal increase. traffic – all routes. concentrations; no 9). Minimisation duration of breach of of lorry export construction. Objective (use of rail). caused). Deterioration in Insignificant Recommended Marginal Insignificant as ambient PM10 due (0.1 % increase construction deterioration in air temporary to construction on baseline practice (Section quality (PM10) for marginal increase. traffic – all routes. concentrations; no 9). Minimisation duration of breach of of lorry export construction. Objective (use of rail). caused). Medium potential Significant but Recommended The application of Insignificant. dust nuisance. temporary (rated construction the mitigation Potential for medium for dust practice/ measures should nuisance is potential). The mitigation minimise this temporary. potential for dust measures issue and manage nuisance will exist (Section 9). the residual risk of but will be nuisance issues. controlled by mitigation measures.
Route Window SE7 - Permanent Impacts Works & Significance Committed Residual Impact potential Mitigation Description Significance impacts Change in Insignificant (no None necessary. No deterioration in Insignificant. ambient NO2 due change in ambient air quality (NO2) in to operational concentrations). area of poor air traffic. quality. Change in Insignificant (no None necessary. No deterioration in Insignificant. ambient PM10 due change in ambient air quality (PM10) to operational concentrations). in area of poor air traffic. quality.
460 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
7.10 Route Window SE8: Abbey Wood Station
7.10.1 Overview
(i) General Description
The proposed works within the route window comprise the reconstruction of Abbey Wood station, track realignment, the provision of two additional tracks within the existing railway corridor, and the installation of OHLE equipment. The route window lies within LBs Greenwich and Bexley.
Abbey Wood station lies on the boundary between LB Greenwich to the west and Bexley to the east. The remains of the 12th Century Lesnes Abbey lie to the southeast of Abbey Wood station. The area is almost entirely residential, punctuated by urban green spaces. A small industrial estate lies to the north of the station, and a single commercial building belonging to British Telecom overlooks the southern side of the station.
During the construction phase the activities in Route Window SE8 include those associated with Abbey Wood Station and track works. During the operational phase the primary Crossrail feature in this Route Window is the presence of the station and Crossrail tracks.
(ii) Permanent Works
The station will be rebuilt to accommodate terminating Crossrail services, and will include the partial rebuilding of Harrow Manor Way bridge to accommodate the new platforms. The existing platforms will be extended to the east and west, and will become islands with new tracks constructed to the north and south. The existing station building will be demolished and replaced by a new station building and concourse constructed on a raft structure built
461 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV above the tracks. It will be accessed at street level from Harrow Manor Way bridge, approximately 5 m above platform level. A pair of escalators, a lift and a set of stairs will link the concourse to each platform and Gayton Road to the south of the station. A lift and a set of stairs will be provided to Felixstowe Road on the north side.
The station building will be 24 m deep by 40 m wide and, from street level, 8 m high to the apex of the roof. The building will include a ticket office and staff accommodation.
The North Kent line will be reconstructed to accommodate the two new Crossrail tracks in the centre and the rebuilt station at Abbey Wood. The Dartford- and London-bound tracks will be moved to the north and south respectively. To the east of Abbey Wood station, Crossrail trains will reverse and head back to Central London. Further east at a point 200 m to the east of Parkway Primary School, the line will revert to the current double-track alignment.
West of Harrow Manor Way bridge around Abbey Wood station a 2.5 m high noise barrier will be constructed and west of the station this will reduce to 2 m to join the noise barrier in Route Window SE7. East of Abbey Way elevated walkway there will be a 2 m high noise barrier on the south side of the rail corridor to the end of the works.
OHLE equipment will be installed throughout the route window.
(iii) Construction Works
Duration of Works
The construction works will be concurrent within Route Window SE8, and will have the following approximate durations:
• Subject to possession planning requirements and excluding final commissioning, the construction of the new platforms and new elevated station at Abbey Wood will take about two years and eight months to complete.
• Subject to possession planning requirements and excluding final commissioning, the construction of Abbey Wood sidings will take approximately three and half years to complete.
• Subject to possession planning requirements and excluding final commissioning, the reconstruction of Harrow Manor Way bridge will take approximately one year to complete.
• Track works at Abbey Wood station will take approximately eight months to complete.
462 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
Enabling Works
The following enabling works will be undertaken prior to the main construction period within this route window:
• sewer diversion at Abbey Wood station; and
• diversion to railway services, signalling and troughing.
Demolitions which will be required to accommodate the works at Abbey Wood station will comprise:
• 19 Abbey Terrace;
• 27 Florence Road;
• garage demolition and replacement at Abbey Wood sidings; and
• the demolition of the existing station building and car park adjacent to the station beneath Harrow Manor Way bridge.
Main Works
The main construction works at Abbey Wood station will proceed as set out below:
• Dismantling and removal of the existing bridge structure at Harrow Manor Way bridge, ensuring that two lanes of traffic remain in use at all times. Construction of the new bridge with the installation of new piers using Y-beams, formwork and pre- cast decking. The road over the bridge will be resurfaced and the services diverted back. These works will take approximately one year to complete.
• Construction of the platform extensions, requiring the removal of eastbound platform and existing track, and extensions to the existing westbound platform, using a modular or conventional system which consists of individual pre-cast concrete platform sections.
• Construction works to extend the eastern platform.
• Demolition of existing station and construction of new elevated station on piled foundations and built up using a steel frame system. This will take approximately one year.
• During the station works, construction of the four-tracking will take place from Plumstead portal to Abbey Wood.
• Construct two additional tracks – the ground level of the embankments either side of the existing tracks will be raised by 0.5 m to 1 m using low retaining walling. The NKL service will continue to run throughout the construction period.
463 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
• Reinstatement of the station car park, the installation of the station fit-out and the set- up and commissioning of the railway systems.
• Throughout the construction works, the four tracking will be extended east of Abbey Wood station for the construction of four new sidings. To enable this, the ground level of the embankments either side of the existing tracks will be raised by 0.5 m to 1 m using low retaining walling.
• Overhead line electrification will be installed.
Construction Plant
Plant equipment required for the station works will include excavators, compactors, piling rig, compressors, rollers and mobile cranes. Plant equipment required for the four-tracking works will include excavators, rollers, compactors and compressors.
Worksites and Access
Construction works at Abbey Wood station will be undertaken from the following worksites:
• Abbey Wood station worksite south: - This will be situated to the south of the railway on the site of the current station building and car park. The site will be bounded by the telephone exchange to the south, the existing railway to the north. Access via Wilton Road. The worksite will be served by up to four lorries per day during the 16- week peak construction period, and an average of two lorries accessing the worksite per day at other times.
• Harrow Manor Way worksite north: - This will be situated to the north of the existing railway line on the site of an existing pay and display public car park, and will consume the whole of the carriageway of Felixstowe Road along its southern, and parts of its eastern and western, boundaries. The site is located beneath Harrow Manor Way bridge and is bounded by Sedgemere Road to the east and by Felixstowe Road to the west. Access via Felixstowe Road. The worksite will be served by up to six lorries per day during the 16-week peak construction period, and an average of three lorries accessing the worksite per day at other times.
• Fendyke Road worksite: This will be situated to the east of the existing railway line off Fendyke Road, and will be used for works associated with the four-tracking beyond Abbey Wood station. Access will be by rail on the existing railway lines. Lorry traffic to this worksite will be very low (about one or two lorries per day) for a period of approximately eight months.
Works associated with the sewer diversion at Abbey Wood station will be carried out from the Abbey Wood station sewer diversion worksite.
All materials excavated or used in the works will be transported into and out of the site by road, with the exception of OHLE equipment and trackwork materials which will be delivered to the worksites by rail. Rail access to the site will be on the existing railway lines.
464 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
(iv) Baseline Air Quality
This Route Window is located within the London Boroughs of Greenwich and Bexley.
The entire Borough of Greenwich is designated an AQMA in respect of NO2 and PM10. The principal source of these two pollutants is road traffic with maximum concentrations located near to the roads around which AQMAs have been designated.
A small AQMA exists in the Borough of Bexley along Manor Road, Erith, Kent. This AQMA was declared on the basis of predicted breach in the Objective for PM10. The Crossrail line and works will not be located close to the AQMA, however, Bexley is further investigating the need for AQMAs along several other major roads which may coincide with the Crossrail route. This Route Window is also located within the London Borough of Greenwich. AQMAs have been designated because the Air Quality Objectives for NO2 and PM10 may not be achieved.
Annual mean ambient background concentrations of NO2, PM10 and NOx within this Route Window are, and are expected to be, as per the table below. Concentrations in 2003 are presented for context. Baseline Objective 2003 2007 2010 2016 2003 2007 2010 2016
NOX 53 46 40 37 - - - -
NO2 30 27 24 21 40 40 40 40
PM10 22 21 20 18 40 40 23* 23*
* The proposed provisional PM10 objective for London to be achieved by 2010 is 23 µg/m³. Outside of London, the proposed provisional objective also to be achieved by 2010 is 20 µg/m³. (all concentrations in µg/m³) Source: National Air Quality Information Archive at www.airquality.co.uk
(v) Construction Phase: Traffic Impacts on Local Air Quality
In 2007, the ambient background NO2 concentration in Route Window SE8 will be below the Air Quality Objective of 40µg/m³ on all the roads assessed. NO2 concentrations derived from construction traffic in this Window are predicted to contribute less than 1µg/m³ and will not cause breaches of the Objective.
Ambient background PM10 concentrations within Route Window SE8 will be less than 70% of the Air Quality Objective Value of 40µg/m³ in 2007. PM10 concentrations derived from construction traffic within this window are predicted to contribute less than 1µg/m³ and remain within 70% of the Objective Value.
Ambient background PM10 concentrations within Route Window SE8 are not expected to breach the provisional Air Quality Objective Value of 23µg/m³ on any road in 2007, the first year of construction. This Objective Value may be implemented in 2010 when the ambient background PM10 concentration, in the absence of traffic, is expected to be 20µg/m³.
465 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
The modelling has found that construction activities associated with the worksite in Route Window SE8 will not contribute significantly to ambient background air pollution concentrations.
Within Route Window SE8 a residential development comprising 202 flats has been given planning permission. The development is situated within 50 – 150 m of the dust boundary of the Harrow Manor Way north Tier 3 high risk Worksite.
If this development generates significant construction traffic, cumulative air quality impacts are possible. If, however, the development is completed prior to Crossrail construction the air quality impact of Crossrail construction on the additional residential receptors must be considered.
(vi) Operational Phase: Traffic Impacts on Local Air Quality
The screening process applied to operational traffic data for Route Window SE8 identified 4 road links that exhibit a change in traffic flows of greater than 5 % during the operational phase of Crossrail. 15 of the 30 links exhibit increase in traffic flow of up to 18.5 % in 2016 as compared to the 2016 Baseline case.
In 2016, ambient background NO2 concentrations in Route Window SE8 are expected to be within 70% of the Air Quality Objective of 40 µg/m³ on all roads. NO2 concentrations resulting from operational traffic as a result of Crossrail are predicted to contribute less than 0.2 µg/m³ in 2016. Crossrail operations will not cause additional breach of the objective on any roads.
Ambient background PM10 concentrations within Route Window SE8 are expected to be less than 70 % of the Air Quality Objective Value of 40 µg/m³ in 2016. PM10 concentrations derived from operational traffic due to Crossrail within this window are predicted to contribute less than 0.1 µg/m³ and total concentrations would remain within the Objective Value.
Ambient background PM10 concentrations within Route Window SE8 are expected to be between 70 and 100% of the provisional Air Quality Objective Value of 23µg/m³ on all roads in 2016 both with and without Crossrail. In 2016 the ambient background PM10 concentration, in the absence of traffic, is expected to be 18 µg/m³. The provisional Objective Value may be implemented in 2010.
Increase in pollutant concentrations in 2016 within this Route Window are insignificant.
7.10.2 Construction Phase: Nuisance Dust
There is one dust boundary in route window SE8, this is Abbey Wood Station and track works which also includes the Harrow Manorway Worksite North and Fendyke Road Worksite. The dust boundary continues from route window SE7 and into route window SE9. The section in SE9 is counted as part of that for SE8 and is therefore included in the table below. It does not overlap with any other boundary and therefore no adjustment for cumulative impacts is required. Table 7-13 below shows the receptor counts for Route window SE8.
466 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
Table 7-13: Abbey Wood Station Worksite South
No of receptors Total 20 m 50 m 100 m 150 m Residential 164 344 662 527 Care homes 0 0 0 0 Educational 0 1 0 1 Hospitals 0 0 0 0 Designated areas 0 0 0 1 Other 3 2 9 23 Total 167 347 671 552 Weighting 4 3 2 1 Weighted total 668 1041 1342 552 3603 Construction Dust raising Weighting Duration Weighted Activity potential dust raising potential excavation medium 2 8 16 demolition high 3 6 18 construction low 1 20 20 trackwork low 1 12.5 12.5 Weighted total 66.5 Worksite score 239600 Refer to Methodology Section 2.5 and Figure 1E0320-E2E00-E01-F-00008
There are two educational establishments within the dust boundary in route window SE8, they are: Northwood Primary School and Parkway Primary School.
With reference to the route-wide assessment (Section 3) the overall worksite rating for dust nuisance potential is: • The dust risk score for this site is over 200 000 and therefore there is a high potential for dust nuisance. Tier 3 mitigation measures will be required (refer to Section 9).
Within Route Window SE8 a residential development comprising 202 flats has been given planning permission. The development is situated within 50 – 150 m of the dust boundary of the Harrow Manor Way north Tier 3 high risk Worksite. If this development generates significant construction traffic, cumulative air quality impacts are possible. If, however, the development is completed prior to Crossrail construction the air quality impact of Crossrail construction on the additional residential receptors must be considered.
7.10.3 Utility Works
There are no utility works in this window with the potential to cause air quality impacts on their own. However, the planned sewer diversion at Abbey Wood Station (Reference
467 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
AW037) would generate dust which, in combination with the activities associated with the Abbey Wood Station Worksite South, has the potential to cause an air quality impact. This has been addressed in the assessment of the Abbey Wood Station Worksite South and in developing the relevant dust management measures to be applied at this site.
7.10.4 Operational Phase: Vent Shaft Emissions
There is no ventilation shaft in route window SE8
7.10.5 Route Window Impact Summary Tables
Route Window SE8 - Temporary Impacts Works & Significance Committed Residual Impact potential Mitigation Description Significance impacts Deterioration in Insignificant Recommended Marginal Insignificant as ambient NO2 due (<0.1 % increase construction deterioration in air temporary to construction on baseline practice (Section quality (NO2) for marginal increase. traffic – all routes. concentrations; no 9). Minimisation duration of breach of of lorry export construction. Objective (use of rail). caused). Deterioration in Insignificant Recommended Marginal Insignificant as ambient PM10 due (0.1 % increase construction deterioration in air temporary to construction on baseline practice (Section quality (PM10) for marginal increase. traffic – all routes. concentrations; no 9). Minimisation duration of breach of of lorry export construction. Objective (use of rail). caused). High potential Significant but Recommended The application of Insignificant. dust nuisance. temporary (rated construction the mitigation Potential for high for dust practice/ measures should nuisance is potential). The mitigation minimise this temporary. potential for dust measures issue and manage nuisance will exist (Section 9). the residual risk of but will be nuisance issues. controlled by mitigation measures.
468 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
Route Window SE8 - Permanent Impacts Works & Significance Committed Residual Impact potential Mitigation Description Significance impacts Change in Insignificant None necessary. Marginal Insignificant. ambient NO2 due (<0.5% change in deterioration in air to operational ambient quality (NO2) in traffic. concentrations). area of poor air quality. Change in Insignificant None necessary. Marginal Insignificant. ambient PM10 due (<0.2% change in deterioration in air to operational ambient quality (PM10) in traffic. concentrations). area of poor air quality. Deterioration in Insignificant. Partitioning of None. Insignificant. ambient PM10 due platforms, regular to emissions from tunnels sweeping. vent shafts.
469 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
(This page left intentionally blank).
470 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
8 Environmental Baseline & Assessments of Impacts - Pitsea
8.1 Route Window R1: Pitsea
8.1.1 Overview
(i) General Description
The main works within this route window will involve the development of a rail siding for unloading excavated material from rail to road for final delivery to the landfill site at Pitsea. The permanent works will comprise the introduction of railway tracks, trains, lighting columns, unloading equipment, a new access road and a new building at the entrance to the site for use during the transfer of excavated materials to the disposal site. On completion of their use for Crossrail, all temporary buildings, sidings and equipment will be removed.
The site is bounded to the north by a belt of open land. The elevated A13 highway passes between 15 and 130 m to the north of the site on the far side of this open land. A hypermarket and residential buildings on the southern edge of Basildon are located to the immediate north of this highway. The eastern boundary of the site is bounded by Pitsea Hall Lane. The area to the south is occupied by open marshland along with the Pitsea Landfill operated by Cleanaway. Given the current and historical operations at the site, it is likely that ground contaminants will be present.
Pitsea Hall, a Grade II listed building, is adjacent to the southern boundary of the site.
Figure 8-1: Location plan of Pitsea
471 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
(ii) Baseline Air Quality
This Route Window is located within the District of Basildon.
The District of Basildon has not declared any Air Quality Management Areas (AQMAs) because the Air Quality Objectives for NO2 and PM10 are expected to be achieved by their respective dates.
Annual mean ambient background concentrations of NO2, PM10 and NOx within this Route Window are, and are expected to be, as per the table below. Concentrations in 2003 are presented for context. Baseline Objective 2003 2007 2010 2016 2003 2007 2010 2016
NOX 45 41 34 30 - - - -
NO2 26 25 22 20 40 40 40 40
PM10 21 20 19 18 40 40 20* 20*
* The proposed provisional PM10 objective for London to be achieved by 2010 is 23 µg/m³ (all concentrations in µg/m³) Source: National Air Quality Information Archive at www.airquality.co.uk
8.1.2 Construction Phase: Traffic Impacts on Local Air Quality
In 2007, the ambient background NO2 concentration in Route Window R1 will be within the Air Quality Objective of 40µg/m³ on all three roads. NO2 concentrations derived from construction traffic in this Window are predicted to contribute up to approximately 1.5 µg/m³, which would not result in any additional breach of the objectives.
Ambient background PM10 concentrations within Route Window R1 will be less than 70% of the Air Quality Objective Value of 40µg/m³ in 2007. PM10 concentrations derived from construction traffic within this window are predicted to contribute less than 1µg/m³ and remain within the Objective Value.
Ambient background PM10 concentrations within Route Window R1 are expected to be within the provisional Air Quality Objective Value of 23µg/m³ on all roads in 2007, the peak construction year, both with or without Crossrail. This Objective Value may be implemented in 2010.
8.1.3 Operational Phase: Traffic Impacts on Local Air Quality
There will be no operational traffic impacts associated at this site as it closes once the construction phase is completed.
8.1.4 Construction Phase: Nuisance Dust
There is one dust boundary, Pitsea sidings excavated material handling site in Route Window R1. The table below summarises the total receptor counts.
472 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
Table 8-1: Pitsea Sidings Excavated Material Handling Site
No of receptors Total 20 m 50 m 100 m 150 m Residential 1 0 145 198 Care homes 0 0 0 0 Educational 0 0 0 0 Hospitals 0 0 0 0 Designated areas 0 0 0 0 Other 2 0 0 0 Total 3 0 145 198 Weighting 4 3 2 1 Weighted total 12 0 290 198 500 Construction Dust raising Weighting Duration Weighted Activity potential dust raising potential materials handling high 3 60 180
Weighted total 180 Worksite score 90000 Refer to Methodology Section 2.5.
With reference to the route-wide assessment (Section 3) the overall worksite rating for dust nuisance potential is:
• Pitsea: The dust risk score for this site is between 10,000 and 200,000 therefore there is a medium potential for dust nuisance. Tier 2 mitigation measures will be required (refer to section 9).
8.1.5 Operational Phase: Vent Shaft Emissions
There is no ventilation shaft in this route window.
473 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
8.1.6 Route Window Impact Summary Tables
Route Window R1 - Temporary Impacts Works & Significance Committed Residual Impact potential Mitigation Description Significance impacts Deterioration in Insignificant Recommended Marginal Insignificant as ambient NO2 due (<4.1 % increase construction deterioration in air temporary to construction on baseline practice (Section quality (NO2) for marginal increase. traffic – all other concentrations; no 9). Minimisation duration of routes. breach of of lorry export construction. Objective (use of rail). caused). Deterioration in Insignificant Recommended Marginal Insignificant as ambient PM10 due (<0.5 % increase construction deterioration in air temporary to construction on baseline practice (Section quality (PM10) for marginal increase. traffic – all routes. concentrations; no 9). Minimisation duration of breach of of lorry export construction. Objective (use of rail). caused). High potential Significant but Recommended The application of Not applicable. dust nuisance. temporary (rated construction the mitigation medium for dust practice/ measures should potential). mitigation minimise this measures issue and manage (Section 9). the residual risk of nuisance issues.
There are no permanent impacts anticipated at this site as it closes once the construction phase is completed.
474 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
9 Impact Minimisation and Mitigation Measures
9.1 Background
The Crossrail Project has the potential to impact on the environment during both the construction and operation phases. It is therefore necessary to identify potential sources and apply appropriate control techniques in order to reduce as far as practicable any potential impacts.
This section introduces some of the suggested mitigation measures that should be applied to the Crossrail Project. These measures have been divided into two main sections, one for the construction phase, the other for the operation phase. The construction phase measures have been further split into general principles, designed to minimise and manage gaseous and particulate pollutants, and specific dust mitigation measures, designed to control and minimise the risk of dust nuisance problems. The construction phase measures have been developed as an integral part of the assessment. The operation phase mitigation measures also include some discussion relating to electromagnetic fields.
9.2 Construction Phase
9.2.1 General Principles
The contractor should be expected to develop, agree with CLRL and fully comply with a procedure for complaints concerning construction activities. This should include signage on the exterior of each site clearly displaying contact telephone numbers and named individuals with responsibility for the site. The contractor should define (agreed with CLRL) timescales for addressing complaints, record keeping and a chain of authority and responsibility; starting with the contractor and leading to CLRL personnel in the event of continued or unresolved complaints.
CLRL should ensure that the adverse effects of vehicle and plant emissions are minimised. In order to achieve this, high specification plant and vehicles must be used and contractors should be expected to: • ensure all vehicles and plant on site switch off their engines when not working • use low emission vehicles and plant fitted with catalysts, diesel particulate filters or similar devices • use ultra low sulphur fuels in plant and vehicles • carry out routine servicing and maintenance of plant and vehicles and maintain records of the work undertaken • site haul routes away from potential receptors such as houses, schools and hospitals whenever practicable • operate plant away from potential receptors such as houses, schools and hospitals where practicable
475 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
• use mains electricity or battery powered equipment wherever practicable • avoid using diesel or petrol powered generators • maximise energy efficiency wherever possible (this may include using alternative modes of transport, maximising vehicle utilisation by ensuring full loading and efficient routing).
9.2.2 Dust Control
Many construction site activities have the potential to produce dust. Consequently there is a potential for complaints of Statutory Nuisance, as defined in the Environmental Protection Act 1990, from all construction sites. The likelihood of complaint is influenced by a number of factors including the type of activity taking place on the site, the proximity to and nature of receptors, the duration of operations on the site and measures taken to reduce the impact of dust from the site.
The duration of operations and the proximity of receptors cannot be significantly altered since the location and other site criteria will be dictated by issues such as availability of land, spatial requirements of the project and techniques available for specific construction activities. It is vital, therefore, that the measures to reduce the impact of dust are designed and implemented in an appropriate and timely manner.
It is always more effective to control emissions at source. Once dust becomes airborne and especially after it leaves the confines of the construction site there are no actions that can be taken to influence where it settles.
The nature of the site, as discussed above, will influence the level of risk of complaints being received. It is necessary to demonstrate that the level of risk has been identified and that appropriate measures have been deployed to minimise that risk. To this end CLRL has carried out a dust assessment for each worksite.
In order to minimise the risk of complaints concerning dust emissions being received CLRL should require the contractor to submit a method statement for each work site, taking into account the risk identified for the site. As a minimum, CLRL should require the contractor to employ the techniques outlined in the following sections (these are in line with codes of practice produced by a number of local authorities and by specific reference to the Building Research Establishments publication ‘Controlling particles, vapour and noise pollution from construction sites’ (2003) 1 which contractors shall use as the main reference for the control of dust on site).
The worksite dust risk assessment categorises the projects into three types: • Tier 1 – lowest risk worksite; Tier 1 control measures should be enforced. • Tier 2 – medium risk worksite; control measures outlined under both Tier 1 and 2 should be applied.
1 Buildings Research Establishment. Controlling particles, vapour and noise pollution from construction sites, Parts 1 to 5. BRE Bookshop, London 2003.
476 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
• Tier 3 – highest risk worksite; control measures for Tier 1, Tier 2 and Tier 3 should be applied.
The control measures are described below
(i) Tier 1 Minimum Dust Control Procedures
The contractor should: • ensure no burning of waste materials takes place on site • ensure an adequate water supply on the site • ensure correct disposal of run-off water from dust suppression activities (consultation with the Environment Agency may be appropriate) • maintain all dust control equipment in good condition and record maintenance activities • keep site fencing, barriers and scaffolding clean using only wet methods • provide easily cleaned hardstanding for vehicles • ensure regular cleaning of hardstandings using wet sweeping methods • not allow dry sweeping of large areas • provide and ensure the use of wheel-wash facilities near the site exit wherever there is a potential for carrying dust or mud off the site • fit wheel-washes with rumble grids to dislodge accumulated dust and mud prior to leaving the site • wherever site size and layout permits, ensure there is an area of hard surfaced road between the wheel wash facility and the site exit • install hard surfaced long term haul routes, regularly damped down with fixed or mobile sprinkler systems and regularly cleaned • inspect haul routes for integrity and instigate necessary repairs to the surface as soon as practicable • record all inspections of haul routes and any subsequent action in a site log book which may be in hard or electronic format • ensure that un-surfaced haul routes and work areas are regularly damped down in dry conditions • routinely clean public roads and access routes using wet sweeping methods • ensure vehicles delivering to or working on site have exhausts positioned such that the risk of re-suspension of ground dust is minimised (exhausts should preferably point upwards) • impose and signpost maximum speed limits of 5mph on un-surfaced haul routes and work areas and 10 mph on surfaced haul routes and work areas (lower limits may be imposed at the discretion of the contractor or CLRL)
477 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
• ensure all vehicles carrying loose or potentially dusty material to or from the site are fully sheeted using plastic / PVC sheets • ensure bulk cement and other fine powder materials are delivered in enclosed tankers and stored in silos with suitable emission control systems to prevent escape of material and overfilling during delivery • mix large quantities of cement, bentonite, grouts and other similar materials in designated areas which must be enclosed or shielded • store materials with the potential to produce dust away from site boundaries wherever possible • ensure sand and other aggregates are stored in bunded areas and are not allowed to dry out • minimise the amount of excavated material held on site • sheet or damp down unavoidable stockpiles of excavated material held on site • avoid double handling of material wherever practicable • ensure water suppression is used during demolition operations • ensure that any crushing or grinding plant used on the site and which falls within the definition in Section 3.5 , Chapter 3 of the Pollution Prevention and Control (England and Wales) Regulations 2000 SI 1973 has an appropriate Permit issued and maintained according to the procedures set out in the Pollution, Prevention and Control Act 1999 and ensure that any such plant is operated in accordance with the conditions set out in the Permit • hold on site a copy of the permit discussed above • use enclosed rubble chutes and conveyors where practicable or use water to suppress dust emissions from such equipment • always use enclosed conveyors where crossing roads, other public areas and property which is not in the ownership or control of CLRL or the nominated undertaker • sheet or otherwise enclose loaded bins and skips • minimise drop heights from conveyors, loading shovels, hoppers and other loading or handling equipment and use fine water sprays on such equipment wherever appropriate • seal or re-vegetate completed earthworks as soon as practicable after completion • use design/prefabrication to reduce the need for grinding, sawing and cutting on site wherever practicable • only use cutting, grinding or sawing equipment fitted or in conjunction with suitable dust suppression techniques such as water sprays or local extraction • carry out site inspections at least once a day to monitor compliance with dust control procedures set out above and record the results of the inspections, including nil returns, in the log book detailed above • increase the frequency of site inspections when activities with a high potential to produce dust are being carried out and during prolonged dry or windy conditions
478 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
• record any exceptional incidents causing dust episodes on or off the site, and the action taken to resolve the situation in the log book detailed above [this will assist any investigation of complaints and help demonstrate the use of best practice].
(ii) Tier 2 Dust Control Procedures on Sites with an Increased Risk of Dust Emissions
Where a site has been identified as having a medium risk of causing dust nuisance, for example, due to the proximity of receptors, the type of activity on site or the duration of operations, a higher standard of dust control will be required. In these cases, the minimum dust control procedures set out above must be used and the additional measures detailed below should also be adopted. Alternatives may be proposed to suit specific circumstance providing the resulting control is at least as effective as that arrived at using the specified measures.
The nominated undertaker should: • strip insides of buildings, as far as practicable, before demolition • bag and remove biological debris (such as birds nests and droppings) or damp down such material prior to demolition [biological debris such as fungal spores, mould and bird droppings can present significant hazards to health] • wherever practicable, retain walls and windows while the rest of the building is demolished to provide a screen against dust • screen buildings, where dust producing activities are taking place, with debris screens or sheeting • avoid carrying out earthworks during dry weather whenever possible or continually damp down with fine water sprays • treat medium or long term excavated material and soil stockpiles with surface binding agents (consult with Environment Agency) • ensure slopes on stockpiles are no steeper than the natural angle of repose of the material and maintain a smooth profile • ensure equipment is readily available on site to clean any spillages, clean up spillages as soon as possible after the event using wet cleaning methods • ensure mixing of cement, bentonite, grout and other similar materials takes place in enclosed areas remote from site boundaries and potential receptors • where appropriate use increased hoarding height to protect receptors • consider full enclosure of sites or specific operations where there is a high potential for dust production and the site is active for an extensive period.
(iii) Tier 3 Dust Control Procedures on Sites with a High Risk of Dust Emissions
Where a site has been identified as having a high risk of dust emissions due to the proximity of receptors, the type of activity on site or the duration of operations, the highest standard of dust control achievable must be adopted. In these cases the nominated undertaker shall
479 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV employ all the techniques set out above and will propose additional measures to control the high risk. This may include having personnel on site specifically to monitor and manage dust emissions or techniques such as total enclosure of certain operations to protect vulnerable receptors. The measures should be proportionate to the risk and will be site specific.
9.2.3 Dust Escape Emergency Procedure
The nominated undertaker should agree with CLRL a procedure for addressing any significant escape of dust from the site due to failure of equipment, inappropriate activities or other exceptional circumstances.
As a minimum the procedure should include:
• A 24 hour emergency contact telephone number, which is constantly, attended must be displayed at the site and clearly visible from outside the site.
• When a significant escape of dust is reported immediate action must be taken to locate the source and prevent further escape.
• The Environmental Health Department of the Local Authority must be advised of the escape as soon as practicable during or immediately after the incident.
• When the emission has been contained an investigation must be carried out as soon as is practicable to assess the extent of the escape, the area that has been affected by deposition of dust and the magnitude of the deposition.
• Appropriate action must follow the investigation to clean up deposited dust from land and properties affected. This may include cleaning roadways with mechanical sweepers, hand sweeping or vacuuming of paths and driveways and cleaning of windows. In severe cases where the escape consists of corrosive or adherent materials, repainting may be required. The remedial action taken must be proportionate to the damage caused.
• When the acute effects of the incident have been remedied an investigation must be instigated to establish the cause of the escape and measures taken to ensure that any deficiencies in procedures are addressed and any faulty equipment is repaired or replaced.
• Details of the incident and actions taken will be recorded either in the site log book or a separate report as appropriate to the scale of the escape and subsequent actions.
9.3 Operation Phase
9.3.1 Air Quality and Emissions
Emissions of atmospheric pollutants (including dust) during the operation phase are primarily related to the following causes:
480 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
• energy consumption in the operation of the trains and stations • dust production from wear and tear on the trains and re-suspension of dust in the stations and out of the ventilation shafts • emissions due to maintenance of vehicles and track.
Mitigation and minimisation of the effects of operational emissions rely on the establishment of good working practices. CLRL should ensure that the operation the following principles are followed: • all stations, offices and work areas should be fitted with energy efficient equipment and lighting including motion sensor lighting where practical • building management codes should include environmental management that in turn should include aspects related to the minimisation of energy consumption • all staff should complete environmental awareness training including aspects related to the minimisation of energy consumption • all station areas and platforms should be regularly cleaned and kept dust free to minimise the effects of re-suspension by the trains • all station platforms should be partitioned to minimise the ingress of dirt and dust into the tunnels • all machinery and equipment (including vehicles) should be regularly maintained in accordance with industry best practice • CLRL should consider the purchase of green electricity to minimise the indirect releases of pollutants during power generation.
481 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
(This page left intentionally blank).
482 Report Volume I of IV (Feb 2005) Assessment of Atmospheric Emissions and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
10 Summary and Conclusions
This Chapter of the report summarises the results of the air quality assessment of the Crossrail project along the whole route, and draws conclusions from these.
10.1 Air Quality
10.1.1 Construction
Roadside air quality impacts due to construction have been assessed, taking accounting of baseline air quality concentrations and the presence of Air Quality Management Areas (AQMAs).
The assessment of the proposed, modelled construction traffic for the western route section found that, on average, the construction traffic contributed NO2 and PM10 emissions equivalent to between 1-2 % of the baseline. In no case did the additional construction traffic result in significant negative impacts.
As with the western route section the assessment of the central route found that the average contribution of NO2 and PM10 emissions due to construction traffic were equivalent to between 1-2 % of the baseline levels.
Route Window C10, however, did exhibit a breach when the contribution of emissions from construction traffic resulted in a breach of the annual mean air quality objective for NO2. In this case the project contribution represented 0.4 % of the baseline and increased the baseline from just below the air quality standard to marginally above the air quality standard. Additionally, in C13 the contribution of emissions from construction traffic resulted in a breach of the provisional 2010 annual mean air quality objective for PM10. Ambient background PM10 concentration in C13, in the absence of traffic, is expected to be 21µg/m³. The project contribution represented 0.2 % of the baseline for PM10.
These impacts were considered not to be significant negative impacts as opposed to a significant impact for the following reasons: • In Windows C10 and C13 the background air quality is already bordering the respective air quality objectives and AQMAs have been declared. It is likely that the
NO2 and PM10 objectives at the roadsides of the links of concern will be breached even without the Crossrail traffic. • The additional air quality burden associated with Crossrail is very small and not expected to prejudice the implementation of an AQAP • The impact of construction traffic is temporary.
In addition it is important to note that nowhere in any of the UK’s air quality or planning legislation is there any presumption regarding the limitation of development within AQMAs. Local Air Quality Management (LAQM) Policy Guidance (LAQM.PG(03)) states:
483 Report Volume I of IV (Feb 2005) Assessment of Atmospheric Emissions and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
It is not the case that all planning applications for developments within or adjacent to AQMAs should be refused if the developments result in a deterioration of local air quality. Such an approach could sterilise development, particularly where authorities have designated their entire areas as AQMAs.
The air quality assessment for both the northeast and southeast route sections found that, on average, the construction traffic contributed NO2 and PM10 emissions equivalent to between 1-2 % of the baseline. In no cases did the additional construction traffic result in a breach of the air quality standards.
10.1.2 Operation
The assessment of air quality during the operational phase of Crossrail considered two potential impacts: changes in pollutant concentrations due to changes in traffic surrounding the stations, and the effects of PM10 releases via the vent shafts.
Analysis of operational traffic found that the traffic dynamics around the stations did alter in comparison to a without Crossrail scenario. The changes, however, were minor and in most cases resulted in little or no change in ambient air quality. Within some windows results indicated an improvement in the roadside air quality as compared to the without project scenario. The improvements were on average equivalent to a between 1-5 % improvement in both NO2 and PM10.
The results of monitoring at an existing operational ventilation shaft indicate that the contribution to ambient PM10 concentrations is not significant. All Crossrail station platforms will be partitioned, minimising the ingress of dirt and dust into the tunnels. Furthermore, the Crossrail tunnels will be swept regularly to minimise the collection of dust and dirt. Both these measures will assist in minimising PM10 emissions from ventilation shafts.
10.2 Emissions
During construction a potentially significant quantity of CO2 and significant quantities of NOx and PM10 will be emitted directly and indirectly through the consumption of fuels and use of materials. The impact of this is temporary and is to a large extent offset with emissions reductions in the operational stage.
A scenario analysis was completed to examine the differences in payback periods of the pollutants under different circumstances. Based on the input data available the Crossrail
Project is estimated to save more CO2 emissions per year through modal shift than are emitted through its electricity consumption.
The scenario analysis also demonstrated that CO2 released during construction could potentially be offset before 2020 with emissions reductions resulting from the assumed modal shift and the use of green energy only. In this situation, once offset, it is estimated that Crossrail will continue to save CO2 emissions into the future and contribute to the UK’s emission reduction targets and objectives.
Total NOx and PM10 emissions released during construction may or may not be paid back during the operation of Crossrail depending on the type and consumption of electricity during
484 Report Volume I of IV (Feb 2005) Assessment of Atmospheric Emissions and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV operation. While this could be considered to be a permanent negative impact it is also considered to be not significant as both NOx and PM10 emissions would be displaced from the roads around the scheme to the locality of the power generating plant, which in turn have to meet the emissions limits imposed through their licensing. Removal of some NOx and PM10 from the area surrounding the Crossrail Project is considered to be positive in local air quality management. The presence of this improved strategic transport mechanism is also considered positive in assisting local authorities in managing local air quality, particularly related to transport emissions.
10.3 Dust
The size and nature of the Crossrail construction project and large numbers of worksites mean that across the project there is significant potential for dust nuisance problems to arise. Construction dust management requires controls at the individual worksite and effective management and response to complaints.
This study has assessed the construction sites, considered the construction activities and the proximity of receptors to develop a risk based analysis of the project. The results of this assessment have been used to identify those worksites where there is an elevated potential for dust nuisance and where additional dust mitigation measures above and beyond those considered as current best practice may be required. The study has recommended mitigation measures at three distinct levels: • Tier 1. Those that must be applied to all worksites regardless of any other factors (minimum requirements). These are set to be consistent with current industry standards and local authority requirements. • Tier 2. Those that must be applied to those worksites where a medium dust nuisance risk or above has been estimated. These are a series of more stringent measures that are appropriate to worksites which will be in operation for prolonged periods or a significant number of receptors are present and the operations on site are more likely to cause dust nuisance. • Tier 3. Those that must be applied to those worksites where a high dust nuisance risk has been estimated. The extra measures at these sites will be proposed by the contractor. They will be appropriate and proportionate to the risk and will necessarily be site specific.
Of the 100 boundaries assessed for dust risk, 42 were estimated to have a low dust risk. 48 sites were assessed as medium risk and ten as high risk. Most of the high risk sites lie within the Central section where close proximity of receptors is inevitable. Good site management practices and adherence to the protocol for dust control should ensure that dust escape from site is minimised and if significant dust emissions do occur procedures are available and utilised to ensure that the adverse effects are minimised and appropriate remedial action is instigated to reduce the likelihood of a recurrence.
It should be noted that it is recommended that all these mitigation measures are available for enforcement at all worksites if it proves necessary during construction. The study methodology ensures that due consideration of mitigation levels is given during the planning stages of the construction works.
485 Report Volume I of IV (Feb 2005) Assessment of Atmospheric Emissions and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
(This page left intentionally blank).
486 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
Appendix A Glossary
AADF Annual Average Daytime Flows
AQMA Air Quality Management Area
AQAP Air Quality Action Plan
CLRLL Cross London Rail Links Limited
CO2 Carbon Dioxide
DEFRA Department for Environment Food and Rural Affairs
EU European Union
EU ETS European Union Emissions Trading Scheme
GHG(s) Greenhouse Gas(es)
GIS Geographical Information System
GLA Greater London Authority
HGV Heavy Goods Vehicle
IPCC Intergovernmental Panel on Climate Change kWh Kilowatt hours
LAQM Local Air Quality Management
MM Mott MacDonald
NAEI National Atmospheric Emissions Inventory
NO2 Nitrogen dioxide
NOx Nitrogen oxides
PM10 Particulate matter with a mean diameter of 10 microns or less
R&A Local Authority Review and Assessment tCO2 Tonnes of Carbon dioxide
UK CCP UK Climate Change Programme
UNFCCC United Nations Framework Convention on Climate Change
487 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
(This page left intentionally blank).
488 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
Appendix B References
Buildings Research Establishment (BRE). Controlling particles, vapour and noise pollution from construction sites, Parts 1 to 5. BRE Bookshop, London 2003.
Corporation of London (2002). Code of Practice for Deconstruction and Construction Sites http://www.cityoflondon.gov.uk/NR/rdonlyres/40345E38-34A0-4A8D-B963- C7D306FFD89A/0/code_of_practice.pdf (accessed on 16/07/04).
DEFRA’s UK Air Quality Archive: www.airquality.co.uk/archive/index.php
DEFRA’s National Atmospheric Emissions Inventory (NAEI): www.naei.org.uk
DEFRA (2003). Part IV of the Environment Act 1995 Air Quality Management – Review and Assessment: Technical Guidance, LAQM.TG(03).
DEFRA (2003). Part IV of the Environment Act 1995: Local Air Quality Management – Policy Guidance, LAQM.PG(03).
DETR (2000). The Air Quality Strategy for England, Scotland, Wales and Northern Ireland: Working Together for Clean Air.
European Commission (1996). Council Directive 96/62/EC on ambient air quality assessment and management.
European Commission (1999). Council Directive 99/30/EC relating to limit values for sulphur dioxide, nitrogen dioxide and oxides of nitrogen, particulate matter and lead in ambient air.
Greater London Authority/Transport for London Atmospheric Emissions Inventory (Version February 2002).
Highways Agency (2003). Design Manual for Roads and Bridges, Volume 11, Section 3, Part 1 – Air Quality and associated spreadsheet tool.
HMSO (1994). Conservation (Natural Habitats, &c) Regulations 1994. ISBN 0110457161.
HMSO (1995). The Environment Act 1995 (c.25), Part 4. ISBN 0105425958.
HMSO (2000). Countryside and Rights of Way Act 2000. ISBN 0 10 543700 X.
HMSO (2000). The Air Quality (England) Regulations 2000. SI 2000 No. 928.
HMSO (2002). The Air Quality Limit Values (Amendment) Regulations 2002. SI 2002 No. 3117.
HMSO (2003). The Air Quality Limit Values Regulations (2003). SI 2003 No. 2121.
IPCC (2000). Good Practice Guide
489 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
Lewisham Pollution control Group (2004). Code of Practice for the Control of Pollution & Noise from Demolition & Construction Sites http://www.lewisham.gov.uk/HealthyEnvironment/documents/CodeofPractice_ControlofPollut ion.pdf (accessed on 16//07/04).
LUL (2001). Dust in the London Underground: a review of the health implications of exposure to tunnel dust. LUL website http://tube.tfl.gov.uk/content/about/report/dust/default.asp (accessed 21/09/04).
Sadler L (1998). Local and National Emissions Inventories in the UK: Variations, Uses and Limitations, In Air Pollution VI, Brebbia CA, Ratto CF and Power H (eds) WIT Press/Computational Mechanics Publications, Southampton, 577-585.
Salway A G, Murrells T P, Milne R and Ellis S (2001). UK Greenhouse Gas Inventory, 1990 to 1999 Annual Report for Submission under the Framework Convention on Climate Change, AEA Technology, Abingdon, UK.
Westminster City Council (2003). Construction Code of Practice (Final Draft) 5 September 2003.
Various Air Quality Review and Assessment (R&A) documents for the following Local Authorities, all accessed via their websites:
Brentwood District: www.brentwood-council.gov.uk
City of London: www.cityoflondon.gov.uk
City of Westminster: www.westminster.gov.uk
Dartford District: www.dartford.gov.uk
Gravesham Borough: www.gravesham.gov.uk
London Borough of Barking and Dagenham: www.barking-dagenham.gov.uk
London Borough of Camden: www.camden.gov.uk
London Borough of Ealing: www.ealing.gov.uk
London Borough of Greenwich: www.greenwich.gov.uk
London Borough of Hammersmith and Fulham: www.lbhf.gov.uk
London Borough of Hackney: www.hackney.gov.uk
London Borough of Havering: www.havering.gov.uk
London Borough of Hillingdon: www.hillingdon.gov.uk
London Borough of Hounslow: www.hounslow.gov.uk
London Borough of Islington: www.islington.gov.uk
490 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
London Borough of Newham: www.newham.gov.uk
London Borough of Redbridge: www.redbridge.gov.uk
London Borough of Tower Hamlets: www.towerhamlets.gov.uk
Royal Borough of Kensington and Chelsea: www.rbkc.gov.uk
Royal Borough of Windsor and Maidenhead: www.rbwm.gov.uk
Slough Borough: www.slough.gov.uk
South Buckinghamshire District: www.southbucks.gov.uk
491 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
(This page left intentionally blank).
492 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
Appendix C Uncertainty Analysis – Emissions
C.1 Methodology
Following the Tier 1 method described by the IPCC (2000) in its Good Practice Guide (see also Salway et al, 2001) and the work of Sadler (1998), estimates of tolerance (range of uncertainty) for each emissions source have been compiled; see Table C-1. These estimates of tolerance are applied to emissions estimates for each source. Evidently, the tolerances provided could be debated but, with the absence of specific published data, are considered sufficient for demonstrating some consideration of uncertainty. These tolerances have been used as the basis for a Monte Carlo analysis (described by Salway et al (2001)) to determine the overall degree of uncertainty of the emissions inventory. The total emission for each source category was calculated and a random value within the relevant tolerance generated. Following this method, some 10, 000 random values were generated for each source and the 97.5th percentile confidence limit calculated to provide a range of uncertainty, the range within which 97.5% of the values lie (i.e. the mean ± twice the standard deviation). The estimated ranges of uncertainty, expressed as twice the standard deviation divided by the mean for the emissions inventory, are summarised in
493 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
Table C-2.
The methodology is sensitive to the assumed margins of tolerance applied which, in the case of this work, is largely based on judgement. Experience in compiling this inventory suggests that reducing the degree of uncertainty is unlikely without significant additional resources to compile more accurate emission factors and activity data.
C.2 Discussion
A wide freedom of tolerance (more than 50 %) was assumed for all sources expect the tunnel boring machines which are mains powered and relatively constant in load and operation.
Translating these tolerances into uncertainties, it is clear the contribution from Site Plant is not only significant (representing over 50 % of total emissions) but also has by far the largest degree of uncertainty, typically two orders of magnitude greater than all other sources. The emissions payback calculations are therefore considered most sensitive to the assumptions made in estimating emissions from Site Plant.
Table C-1: Assumed Tolerances in Emissions Data Estimates (for Monte Carlo Analysis)
Tolerance (+/- %)
Source CO2 NOx PM10 Comment CONSTRUCTION Based on mass of materials divided by Transport (Lorries) ±50 % ±50 % ±50 % assumed lorry payloads multiplied by assumed distances and published emissions factors. As for lorries assuming the rail payload. Greater uncertainty than lorries surrounds the Transport (Rail) ±60% ±60 % ±60 % distances, numbers of trains and emissions factors applied. As for lorries assuming the barge payload. Greater uncertainty than lorries and rail Transport (Barge) ±60 % ±75 % ±75 % surrounds the distances, numbers of trains and emissions factors applied. Site plant ±75 % ±75 % ±75 % Based on equipment onsite estimated
494 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
duration, percentage on-time, multiplying assumptions related to operational hours, load factor, fuel conversion efficiency, fuel type, equipment power rating and published emissions factors. Based on engineering provided hourly energy Tunnel Boring ±25 % ±35 % ±35 % consumption, predicted operational hours and Machine published emissions factors. OPERATION Based on TFL model projections of modal shift Modal shift ±50 % ±50 % ±50 % with the Crossrail project Based on Crossrail energy consumption projections and published emissions factors Energy consumption ±20 % ±25 % ±25 % and Crossrail estimations of trains replaced by the Crossrail services.
495 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
Table C-2: Range of uncertainty from Emissions Assessment
CO2 Approximate Uncertainty (±%) ± % of Total Source percentage of emissions CONSTRUCTION Transport (Lorries) 6.1 % 119 % 7.3 % Transport (Rail) 0.3 % 209 % 0.6 % Transport (Barge) 0.2 % 515 % 1.0 % Site plant 61.1 % 517 % 315.9 % Tunnel Boring Machine 11.8 % 20 % 2.4 % OPERATION Modal shift 10.4 % 116 % 12.1 % Energy consumption 10.2 % 12 % 1.2 % Total ± 340.5%
NOx Approximate Uncertainty (±%) ± % of Total Source percentage of emissions CONSTRUCTION Transport (Lorries) 3.2 % 117 % 3.7 % Transport (Rail) 0.1 % 211 % 0.2 % Transport (Barge) 0.1 % 529 % 0.5 % Site plant 52.5 % 522 % 274.1 % Tunnel Boring Machine 21.5 % 44 % 9.5 % OPERATION Modal shift 4.0 % 117 % 4.7 % Energy consumption 18.5 % 20 % 3.7 % Total ± 296.4 %
PM10 Approximate Uncertainty (±%) ± % of Total Source percentage of emissions CONSTRUCTION Transport (Lorries) 2.1 % 116 % 2.4 % Transport (Rail) 0.01 % 210 % 0.02 % Transport (Barge) 0.4 % 532 % 1.9 % Site plant 57.0 % 519 % 295.7 % Tunnel Boring Machine 21.5 % 44 % 9.4 % OPERATION Modal shift 0.6 % 117 % 0.7 % Energy consumption 18.5 % 20 % 3.7 % Total ± 313.9 %
496 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
(This page left intentionally blank).
497 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
Appendix D Ventilation Shaft Emissions
D.1 Introduction
As part of the environmental assessment of the Crossrail Project it is necessary to consider the potential impacts of emissions to the outdoor ambient atmosphere from ventilation shafts serving tunnels and station areas. The emission of greatest interest is particulate matter less -6 than 1x10 metres (10 µm) aerodynamic diameter (PM10). This is one of the pollutants that have to be considered by local authorities in the review and assessment process dictated by Part IV of the Environment Act 1995, the Air Quality Strategy for England, Scotland, Wales and Northern Ireland (2000) and the Air Quality Regulations 2000, as amended.
PM10 has potential adverse health effects. Fine particulates can be carried deep into the lungs causing inflammation and irritation and exacerbating existing heart and lung conditions. The mechanisms by which these effects occur are not clearly understood at this time but may be caused by the physical size or shape of particulates, the chemical composition
(which varies considerably) or could be an effect that is due to the presence of PM10 in combination with other substances in the ambient atmosphere.
There are currently two objectives for PM10 within the Air Quality Regulations (2000) which have a target date of 31 December 2004. The first is a 24 hour mean of 50 µg/m3 not to be exceeded more than 18 times a year and the second is an annual average of 40 µg/m3. There are also provisional objectives which relate specifically to London which are not yet formalised in regulation. These are 50 µg/m3, 24 hour mean and 23 µg/m3 annual mean to be achieved by 31 December 2010 and 20 g/m3 annual mean to be achieved by 31 December 2015.
The most significant source of particulates in underground railways is likely to be wear of mechanical components of trains. This is supported by a study carried out by London Underground Limited (LUL) which reported between 35 and 50% of particulates to be iron and 4 to 12% to be silica. The sources of these are reported as being wear of rails and wheel rims (iron) and wear of brake linings (silica). The studies that reported these findings were aimed at investigating occupational exposure for LUL workers and the public using the system. The full report can be seen on the London Underground site at http://tube.tfl.gov.uk/content/about/report/dust/default.asp.
For the purposes of this study the amount of material transferred to the surface via the vent shaft was under investigation. Since the Crossrail project is still at the planning stage and no construction has yet taken place it was necessary to rely on access to an LUL vent shaft to allow monitoring to take place.
D.2 Methodology
LUL gave permission for monitoring to be undertaken on 17 September 2004 at Bond Street station. The location identified was the Jubilee Line vent shaft. It is situated between the two Jubilee Line platforms (platforms 3 and 4) to the north of the main station concourse. The location within the station is shown in Figure D-1. The vent shaft was estimated as being
498 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV some 30 metres deep and approximately 6 metres in diameter. The surface structure appeared to be of wooden louvres although close inspection was not possible. LUL were unable to advise the precise location of the surface structure.
Two Dustscan Scout 3020 Aerosol monitors were used to monitor levels of PM10. One was located at the centre of the bottom of the vent shaft, as illustrated in Figure D-1. The second monitor was deployed on Vere Street approximately 200 metres to the northwest of Bond
Street Station. This was to record background levels of PM10 in the ambient atmosphere simultaneously with monitoring in the vent shaft. The location is shown in Figure D-2. The meters had a PM10 selective PUF filter fitted to the inlet. No mains power supply was available so the duration of the monitoring period was limited by the battery life of the monitors.
Both meters were calibrated by the manufacturer and copies of the certificates are shown in Annex 1 to this Appendix. They were also subject to a period of calibration against a tapered element oscillating microbalance (TEOM) automatic monitor prior to being despatched from the supplier. TEOMs are widely used to monitor PM10 across the UK as part of the Automatic Urban and Rural Network (AURN) which supplies data to Central Government for compliance with standards and to inform policy decisions. Results gained from TEOMs have to be adjusted by a multiplication factor of 1.3 to be considered comparable with the reference gravimetric method. This is because the TEOM’s heated inlet drives off some of the volatile elements of PM10. Because the Dustscan monitors employed for this study were calibrated against a TEOM the results gained had the 1.3 adjustment factor applied. The results are likely to represent worst case scenarios for the vent shaft monitoring because
PM10 emissions in the underground are likely to have less volatile components than in the ambient atmosphere because of their principal sources. The Dustscan monitors were also given calibration checks, using a calibration rod supplied with each instrument, when the instruments were set up on site.
499 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
Figure D-1: Location of vent shaft and monitoring
MONITORING LOCATION
VENT SHAFT
Source: LUL.
500 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
Figure D-2: Location of background monitoring
Background monitoring location
Bond Street Station
Source: www.multimap.com
The averaging period was set at 10 minutes. The monitors also recorded the minimum and maximum value during each 10 minute averaging period.
Monitoring commenced at the bottom of the vent shaft at 0922 hours and ended at 1442 hours when battery power was depleted. Monitoring commenced in Vere Street at 0951 hours and ended at 1445 hours when battery power failed. The period when both meters were running simultaneously, between 0951 hours and 1442 hours, was used for data analysis.
D.3 Results
Results were downloaded from the Dustscan monitors to an excel spreadsheet for data handling and manipulation using software supplied with the meter.
The vent shaft monitoring location showed a maximum 10 minute average of 60 µg/m3 with a maximum 1 hour average, over the monitored period, of 41 µg/m3. The maximum recorded level within the 10 minute averaging periods was 372 µg/m3. The overall averages for this location were 37 µg/m3 for the 10 minute average and 38 µg/m3 for the hourly average. Note that the averages are taken over different time periods. Overall 10 minute averages were taken over the full 4 hours and 40 minutes of monitoring. Overall hourly averages were taken for the 4 full hours of monitoring. This explains the anomaly between the two averages. Hourly averages would normally be expected to be lower than 10 minute averages.
The Vere Street background monitoring site gave a maximum 10 minute value of 25 µg/m3 and a maximum 1 hour average of 23 µg/m3. The overall averages for this location were 21 µg/m3 for the 10 minute average and 22 µg/m3 for the hourly average. Note that the averages are taken over different time periods. Overall 10 minute averages were taken over
501 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV the full 4 hours and 40 minutes of monitoring. Overall hourly averages were taken for the 4 full hours of monitoring. This explains the anomaly between the two averages. Hourly averages would normally be expected to be lower than 10 minute averages. 1 hour average results from this location were compared to two AURN sites at Brent and North Kensington. Both these sites are classified as urban background. The comparison demonstrates that the results obtained at Vere Street were comparable to the background sites and gave confidence in the quality of the Dustscan monitoring data. This is shown in Figure D-3.
Figure D-3: Background Site Comparisons (hourly averages)
35
30
25 ) 3 20 g/m µ (
10 15
PM 10
5
0
0 0 0 0 0 :0 :0 :0 :0 :0 00 00 00 00 00 10: 11: 12: 13: 14: Time
Brent (AUN) North Kensington(AUN) Vere Street
The levels monitored at the bottom of the vent shaft were almost twice those monitored at the background site. A comparison between the vent shaft and background 10 minute average results is presented in Figure D-4. A comparison of the 1 hour average results in the vent shaft and Vere Street are shown in Figure D-5 compared to a roadside site in west London which demonstrates that levels at the bottom of the vent shaft are comparable to roadside levels in London on the same day.
Figure D-6 shows the maximum levels recorded during each 10 minute averaging period at the vent shaft monitoring location. These range between 88 and 372 g/m3. This compares with a number of monitoring exercises undertaken in the tunnels of the underground in 1999 when levels of between 40 and 1950 g/m3 were recorded as reported on the LUL website and discussed in paragraph 1.3 above. It is likely that the peak levels were associated with movement of air in the tunnels as trains enter and leave the station. Whilst on site it was evident that there was a significant movement of air in the vent shaft as trains moved through the station.
502 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
Figure D-4: Vent Shaft / Vere Street Background (10 minute averages)
70
60
50 ) 3 40 g / m µ 30 PM10 ( PM10 20
10
0
Time
Vere Street background Vent shaft
Figure D-5: Vent Shaft / Vere Street / A3 Kingston (hourly averages)
45
40
35
) 30 3
25
20
PM10 (mg/m PM10 15
10
5
0 10:52:00 11:52:00 12:52:00 13:52:00 14:52:00 Time
Vent shaft Vere Street A3 Kingston Bypass
503 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
Figure D-6: Vent Shaft Maximum Concentrations
Vent shaft maximum concentrations
400
350
300 ) 3 250
200
150 PM10 (mg/m PM10 100
50
0
0 0 0 0 0 0 0 0 0 0 0 0 :10 :10 :10 :1 :1 :1 :1 :1 :1 :1 :1 :1 :1 :1 :1 2 2 2 2 2 :02 :22 :42 :02 :22 :42 :02 :2 :4 :0 :2 :4 10:02 10:22 10:42 11 11 11 12 12 12 13 13 13 14 14 14 Time
D.4 Discussion and Conclusions
The levels monitored in Vere Street were comparable to those measured at background locations in West London during the same period. This gives confidence that the performance of the Dustscan monitors was acceptable.
Monitored levels at the bottom of the vent shaft were elevated in relation to the Vere Street background site and produced similar results to I hour averages monitored at a west London roadside monitoring site during the same period.
Maximum recorded levels in the vent shaft were within the range reported in recent LUL studies but lay at the lower end of that range. This outcome is expected because the vent shaft is remote from the train tunnels and platform areas where most PM10 is generated.
The vent shaft monitoring took place at the bottom of the shaft. The purpose of this study is to consider emissions from vent shafts at the surface. Given that there was no forced ventilation up the shaft and air movement is limited to that of natural draught and forced draught caused by train movements it is highly likely that only a fraction of the PM10 measured in the vent shaft would be transmitted 30 metres up a vertical shaft to the surface.
Monitoring was undertaken for approximately 5 hours during the day. PM10 objectives discussed in paragraph 1.3 above refer to annual and 24 hour averages. The maximum hourly average monitored in the vent shaft (40 g/m3) was significantly below the 24 hour objective of 50 g/m3 and it is likely that the 24-hour mean would be significantly lower than the monitored level over 5 hours because the tube runs less frequently later in the day and not at all for several hours overnight, leading to less production of PM10 and less movement of air in the shafts and tunnels.
504 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
Model simulations of trains entering and exiting Bond Street Station provide indicative draught relief flow rates through vent shafts at the station. Within the Bond Street vent shaft at which Mott MacDonald undertook monitoring of particulate matter emissions, simulated air exchange volumes (in m3/s), over a ten minute time period, indicated a regular trend of inward and outward fluctuations of air.
Time-series graphs of air flow illustrate that flow is positive, i.e. above zero or emitted, as trains approach the station and negative (below zero or in-flowing) as trains travel away from the station. Such a cycle typically last between 130 and 160 seconds, with an efflux period lasting between 50 and 70 seconds, followed by an influx of air. Peak air emissions are approximately 30 to 33 m3/s and inward flows approximate 30 and 43 m3/s. These values represent a typical draught relief operation pattern.
The duration and peak air volume emitted are greater in terms of incoming air when trains exit the station than emissions as they arrive in the station. These figures, together with the time-series graphical model outputs suggest that overall the total volume of air drawn in through the monitored vent shaft is marginally greater than that emitted, per cycle of one train passing.
During normal operation of any underground train system, there will be a constant flow in and out of the system. Where this occurs via shafts that are not fan assisted, as was the case for the monitored shaft, there should be little net loss or gain of air in the system.
Development of emission factors from vent shafts was not possible from the monitoring undertaken in this study. For realistic emission factors to be established a rigorous testing regime would be required involving a number of vent shafts monitored under a variety of operating conditions using conventional stack monitoring techniques. This study has allowed an informed estimate of the impacts of vent shaft emissions to be made. When the flows into and out of the shaft are taken into account the inference is that the impact of vent shaft PM10 emissions at the surface will be minimal. This suggests that PM10 impacts from Crossrail vent shafts will also be minimal.
The study at Bond Street Station concluded that PM10 concentrations at the base of a vent shaft within the tunnel network were similar to those found close to a busy London road during the same time period. Background concentrations of PM10 at ground-level close to Bond Street Station were approximately 50 % of those in the vent shaft and similar to other background London sites during the same time period. The results of the study suggest that
PM10 emissions from the Bond Street Station vent shaft did not contribute significantly to background PM10 concentrations. Vent shafts of the type studied at Bond Street draw air into the underground system and allow air out as trains pass through the station with little net gain or loss of air to the system. PM10 concentrations monitored in the shaft therefore included PM10 from the tunnels as air exited from the vent shaft and PM10 from the ambient atmosphere as air is drawn in.
Crossrail tunnels will be newly built and cleaned on a regular basis. The modern technology used in construction and operation is likely to reduce emissions from vent shafts and given that monitoring suggested emissions to atmosphere of PM10 are likely to be low it is considered that they need not be investigated further at this time.
505 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
Annex 1 – Summary of Vent Shaft Emissions Monitoring Data
Vent Shaft Vere Street background 10min average Hourly average 10min average Hourly average Time (µg/m3) (µg/m3) (µg/m3) (µg/m3) (monitored x1.3) (monitored x1.3) (monitored x1.3) (monitored x1.3) 10:02:00 25 21 10:12:10 38 20 10:22:10 31 18 10:32:10 42 21 10:42:10 35 22 10:52:10 30 34 22 21 11:02:10 23 22 11:12:10 44 23 11:22:10 43 23 11:32:10 30 22 11:42:10 33 22 11:52:10 44 36 22 22 12:02:10 46 21 12:12:10 43 21 12:22:10 43 22 12:32:10 39 23 12:42:10 29 18 12:52:10 40 40 21 21 13:02:10 30 22 13:12:10 48 22 13:22:10 40 23 13:32:10 35 25 13:42:10 34 22 13:52:10 60 41 23 23 14:02:10 49 21 14:12:10 39 21 14:22:10 35 21 14:32:10 27 20 14:42:10 31 18 Overall 37 38 21 22 average
506 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
Annex 2 – Equipment Calibration Certificates
507 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
508 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
(This page left intentionally blank).
509 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
Appendix E Utility Works – Scoping Assessment Results
Scoped-in Utility Works Ratings For Air Quality, Climate Change and EMF 1 = no significant impact likely 2 = significant impact possible in combination with other construction works 3 = significant impact possible
Air Quality, Climate Change, Reference Description E.M.F. AW/004 and AW/057 Sewer Diversion at Davies Street 2 AW/007 Sewer Diversion at Dean Street 2 AW/011 Sewer Diversion at Aldersgate Street 1 AW/013 Sewer Diversion at Moorgate Station 2 AW/016 Temporary London Bridge Sewer diversion at Moorgate 2 AW/058 Permanent London Bridge Sewer diversion at Moorgate 2 AW/019 Diversion of Royal Docks Surface Water Sewer at Victoria Dock Portal 1 AW/020 Diversion of Hackney to Abbey Mills and Wick Lane Sewers at Pudding Mill Lane Portal 3 AW/021 Diversion of Electricity Cables at River Lea 1 AW/022 Diversion of overhead Electricity Cables and New Pylon at Pudding Mill Lane 1 AW/029 Diversion of Colne Valley Trunk Sewer at West Drayton 2 AW/031 Diversion of gas pipeline (Fulmer to Southall) at Checkers Bridge 1 AW/032 Diversion of gas pipeline (Fulmer to Staines) at Checkers Bridge 1 AW/033 Diversion of gas pipeline (Buncefield to Heathrow) at Checkers Bridge 1 AW/035 Sewer Diversion at Maidenhead Yard 2
510 Report Volume I of IV (Feb 2005) Assessment of Atmospheric and Air Quality Impacts Mott MacDonald Technical Report CLRL Limited Volume I of IV
Air Quality, Climate Change, Reference Description E.M.F. AW/036 Reconstruction of Sewer at Mottisfont Road/Bracondale Road 1 AW/037 Sewer Diversion at Abbey Wood Station 2 AW/038 Diversion of underground electricity cables (132kv) at Church Manor Way 1 AW/041 Reconstruction of Sewer at Albert Road, North Woolwich 2 AW/042 Diversion of Sewer at Factory Road, North Woolwich 2 AW/043 Diversion of Sewer at Albert Road, North Woolwich 2 AW/046 Diversion of gas pipeline (Romford-Stag Hill) at Romford 1 AW/047 Diversion of gas pipeline (Chigwell-Romford) at Romford 1 AW/048 Relocation of Gas Pig Trap at Romford 1 AW/049 Relocation of Gas Pressure Reducing Station at Romford 1 AW/050 Replacement Gas storage facilities at Romford 1 AW/051 Sewer Diversion at Waterloo Road, Romford 2 AW/055 White Hart Rd 11kV cables 1
511 Report Volume I of IV (Feb 2005)