ASSESSMENT OF ARCHAEOLOGY IMPACTS, TECHNICAL REPORT. PART 2 OF 6, CENTRAL SECTION 1E0318-C1E00-00001

Cross Rail Links Limited 1, Butler Place LONDON SW1H 0PT Tel: 020 7941 7600 Fax: 020 7941 7703 www.crossrail.co.uk

CROSSRAIL ASSESSMENT OF ARCHAEOLOGY IMPACTS

TECHNICAL REPORT

PART 2 OF 6, CENTRAL SECTION: WESTBOURNE PARK TO STRATFORD AND

FEBRUARY 2005

Project Manager: George Dennis Project Officer: Nicholas J Elsden Authors: Jon Chandler, Robert Cowie, James Drummond-Murray, Isca Howell, Pat Miller, Kieron Tyler, and Robin Wroe-Brown

Museum of London Archaeology Service © Mortimer Wheeler House, 46 Eagle Wharf Road, London N1 7ED tel 0207 410 2200 fax 0207 410 2201 email [email protected]

Archaeology Service

17/02/2005

Crossrail Archaeological Impact Assessment: Central Route Section © MoLAS

List of Contents

Introduction 1

Route overview 2

Zone A: Royal Oak to 2

Boundaries and layout 2

Topography and geology 2

Archaeological and historical background 3

Selected research themes 7

Zone B: Hatton Garden to Wilkes Street 9

Boundaries and layout 9

Topography and Geology 9

Archaeological and historical background 9

Selected research themes 14

Zone C: Wilkes Street to West India Dock North and Lea Valley 16

Boundaries and layout 16

Topography and Geology 16

Archaeological and Historical Background 16

Selected Research Themes 19

Zone D: West India Dock to Dartford Tunnel 20

Boundaries and layout 20

Topography and Geology 20

Archaeological and historical background 20

Selected research themes 22

Zone E: The Lea Valley (north) 24

Boundaries and layout 24

Topography and geology 24

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Archaeological and historical background 25

Selected research themes 28

Scheme Description 29

1.1 Overview of Crossrail Works in Central Route Section 29

1.1.1 Construction 37

1.1.2 Design Options 37

1.2 Route Window C1: Royal Oak Portal 37

1.2.1 Overview of Route Window C1 37

1.2.2 The Permanent Works 37

1.3 Route Window C2: Station 38

1.3.1 Overview of Route Window C2 38

1.3.2 The Permanent Works 38

1.4 Route Window C3: Hyde Park and Shafts 39

1.4.1 Overview of Route Window C3 39

1.4.2 The Permanent Works 39

1.5 Route Window C4: Station 40

1.5.1 Overview of Route Window C4 40

1.5.2 Permanent Works 40

1.6 Route Window C5: Station 41

1.6.1 Overview of Route Window C5 41

1.6.2 The Permanent Works 41

1.7 Route Window C6: 43

1.7.1 Overview of Route Window C6 43

1.7.2 Permanent Works 43

1.8 Route Window C7: 45

1.8.1 Overview of Route Window C7 45

1.8.2 The Permanent Works 45

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1.9 Route Window C8: Station 46

1.9.1 Overview of Route Window C8 46

1.9.2 The Permanent Works 46

1.10 Route Window C8a: End Conveyor Corridor 47

1.10.1 Overview Route Window 8A 47

1.10.2 The Permanent Works 48

1.11 Route Window C9: Green Shaft 48

1.11.1 Overview of Route Window C9 48

1.11.2 The Permanent Works 48

1.12 Route Window C10: Lowell Street Shaft 49

1.12.1 Overview of Route Window C10 49

1.12.2 The Permanent Works 49

1.13 Route Window C11: Isle of Dogs Station 49

1.13.1 Overview of Route Window C11 49

1.13.2 The Permanent Works 50

Hertsmere Road Shaft 50

Twin-bore Tunnels 50

1.14 Route Window C12: Park and Eleanor Street Shafts 50

1.14.1 Overview of Route Window C12 50

1.14.2 Permanent Works 51

Mile End Park Shaft 51

Eleanor Street Shaft 51

1.15 Route Window C13: Pudding Mill Lane Portal 51

1.15.1 Overview of Route Window C13 51

1.15.2 Permanent Works 52

Overview 52

Pudding Mill Lane Portal, Ramp and Cut and Cover Box 52

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Changes to the DLR 52

Changes to the GEML 52

Twin-bore Tunnels 53

1.16 Route Window C13A: Abbey Mills 53

1.16.1 Overview of Route Window C13A 53 Assessments of Impacts: Westbourne Park to Stratford and Isle of Dogs 54

Route-wide impacts 54

Route Window C1 54

Site 199 Westbourne Park 54

Site 200 Royal Oak Portal 58

Route Window C2 62

Site 201 Paddington Station 62

Route Window C3 67

Site 202 Hyde Park Vent Shaft 67

Site 203 Park Lane Vent Shaft 72

Route Window C4 77

Site 204 Bond Street Station 77

Site 290 Great Marlborough Street 84

Route Window C5 87

Site 205 Tottenham Court Road Station 87

Site 291 St Giles 93

Site 206 Fisher Street Vent Shaft 97

Route Window C6 101

Site 292 Gray’s Inn 101

Site 207 Farringdon Station 104

Site 229 Farringdon Crossover Cavern 113

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Route Window C7 119

Site 208 Liverpool Street Station 119

Site 293 130

Route Window C8 133

Site 209 Hanbury Street 133

Site 231 Pedley Street Access Shaft and Mile End Conveyor (to Brady Street) 136

Site 238 Mile End Conveyor: Brady Street to 142

Site 210 149

Site 294 Redman’s Road 161

Route Window C9 163

Site 211 Stepney Green 163

Route Window C10 170

Site 214 Lowell Street 170

Site 230 Hertsmere Road 175

Route Window C11 181

Site 215 Isle of Dogs Station 181

Route Window C12 186

Site 234 Mile End Park Vent Shaft 186

Site 235 Eleanor Street Vent Shaft 190

Route Window C13 194

Site 236 Pudding Mill Lane Portal 194

Site 239 Hackney and Abbey Mills and Wick Lane Sewer Diversion 204

Route Window C13A 212

Appendix 1: Site specific assumptions 213 Appendix 2: Structures at King John Street, Stepney Green, London E1, Architectural and historical appraisal [in separate document]

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Appendix 3: Red Lion Theatre, Whitechapel, Documentary Research Report [in separate document]

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Introduction

This report is Part 2 (of 6) in a specialist technical study on archaeological resources, produced as part of the Environmental Impact Assessment for Crossrail. It covers the proposed Crossrail route between Westbourne Park in the west and Pudding Mill Lane / Isle of Dogs in the east, and contains an archaeological overview of that route, plus detailed assessments for individual Crossrail sites along it. A full introduction is included in Part 1 of this technical report, which should be referred to for details of the background to the project, project description, structure of the technical report, and methodology.

The potential impacts of virtually all of the proposed works on archaeological remains would be mitigated by preservation by record. At Stepney Green, possible impacts from the temporary works on 16th-century and later post-medieval remains will be mitigated by the redesign of the construction compounds which Crossrail has undertaken, and by protective works, providing preservation in situ. There are no significant residual impacts from this route section.

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Route overview

For an explanation of the purpose and structure of the route overview, please see Volume 1 of the archaeology technical report, section 1.6.5.

Zone A: Royal Oak to Hatton Garden Route windows C1 – C5 Sites 199 Westbourne Park, 200 Royal Oak Portal, 201 Paddington Station, 202 Hyde Park Vent Shaft, 203 Park Lane Vent Shaft, 204 Bond Street Station, 290 Great Marlborough Street, 205 Tottenham Court Road Station, 291 St Giles, 206 Fisher Street Vent Shaft and 292 Gray’s Inn

Boundaries and layout The zone takes in c 5km of the Crossrail route, beginning at the arbitrary western limit of the Central section. It ends at the western edge of of the former Fleet River, along which ran Hatton Garden and medieval Shoe Lane, adjacent to St Andrew’s Church marking the eastern boundary of the Saxon manor of Eia. Although now heavily built up, much of the area was formerly rural, as reflected in Hyde Park and Lincolns Inn Fields. From the Roman period onwards there was a major road system centred on the road from London to Silchester, approximately on the lines of modern High , and Road (see below).

Historic settlements include a Saxon trading centre and medieval villages such as Paddington, , , and St Giles: all protected by Local Authority designation as archaeological priority areas. The expansion of London lead to 17th and 18th-century urbanisation on both sides of the Oxford Street arterial road, seen in the street layout of Marylebone, , and . Transport infrastructure was still important in the 19th century, eg Paddington Station and the Grand Union Canal.

Topography and geology The western end of Zone A lies on an area of exposed London Clay in the Westbourne Green and Paddington areas, to the east of which the majority of the zone lies on the Thames gravels (Lynch Hill terrace). In a few areas the gravels are capped with brickearth (Langley Silt Complex), notably east of Paddington Station.

The sequence described above has been cut by the valleys of two former tributaries flowing south towards the Thames. The Westbourne ran through the area of London Clay, and has also eroded a channel in the gravels in Hyde Park, now partially occupied by , but no associated alluvium is shown on the BGS mapping. The Tyburn crossed the zone near Bond Street and its valley, cut into the terrace gravels and filled with alluvium, is still visible in present street layout and levels, eg in Mayfair.

In the west of the zone ground level is at approximately 25–28m OD and it falls eastwards along Bayswater Road to 19–24m OD, reflecting the Westbourne valley, rising again into Park Lane at 27m OD. Ground level in south Marylebone lies at approximately

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27–28m OD falling to 20–22m OD in Mayfair and south Soho, illustrating the more general north-south trend. Similarly, in the east of the zone, modern street level falls southwards from 24–26m OD in the vicinity of St Giles to c 21m OD in Covent Garden. Eastwards, it drops slightly to 22m at Gray’s Inn, before falling steeply into the Fleet Valley.

Archaeological and historical background

Hunter-gatherer landscape (c 500,000 BP – 4000 BC) Within Zone A there have been dozens of isolated finds of Palaeolithic flints tools from the Lynch Hill terrace. Few were recovered in the course of archaeological excavations and most were probably reworked and redeposited in the coarse-grained deposits comprising the majority of this terrace. Fine-grained strata within the terrace have potential for in situ Palaeolithic material, as does the interface of the terrace gravels and brickearth, where this survives. These probably include the remains from beside the former course of the Westbourne in Hyde Park, an assemblage of flintwork, including Levallois flakes and cores and a Bos tooth, recovered from clay and gravel deposits in 1925. Some of these are relatively unabraided, and could indicate in situ activity.

In contrast to these Lower Palaeolithic finds there is minimal evidence for Upper Palaeolithic and Mesolithic activity on the London Clay or Lynch Hill terrace in this zone. However the Westbourne and Tyburn are original features of the landscape and there is a background potential for hunter-gatherer activity within such river valleys, where it may be masked by later alluvium. An early Mesolithic site further west, at Three Ways Wharf in the Colne valley, suggests the possible survival of such sites, eg in the alluvial deposits of the Tyburn.

Overall archaeological potential: low, rising to moderate in river valleys.

Agricultural settlement (c 4000 BC – AD 50) There is also a lack of evidence for the origins of farming and later prehistoric settlement on the Lynch Hill gravels within this zone, although parallels with less urban parts of the Thames valley suggest that the light, well-drained soils would have been an important agricultural resource. The scatter of unstratified finds may simply reflect differential survival in a more heavily built-up area.

Prehistoric occupation and land use horizons are fragile and vulnerable to damage by later intrusive ploughing and building development. In this zone they may only be present where an original soil profile survives over the brickearth but, as its name suggests, the latter has been extensively quarried to supply post-medieval urbanisation. However, there is local brickearth survival in the less heavily disturbed landscape of Hyde Park. Here a variety of Neolithic, Bronze Age, and Iron Age finds, together with more recent fieldwork, suggest the possibility of settlement sites.

There is also an indication of Iron Age activity in the area around Lincolns Inn Fields (potsherds, a figurine, a tablet and a possible cultivation soil) although overall the potential for this zone remains uncertain.

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Overall archaeological potential: low, rising to moderate in local areas of landscape survival, such as Hyde Park.

Roman infrastructure (c AD 50 – AD 450) The Roman period in Zone A is characterised by central control, the establishment of the town of to the east (see Zone B), and an infrastructure of roads linking it to other towns in the province. Activity in this zone is structured around two arterial roads: (/Park Lane) running north from a suggested Thames crossing at (the section from to Westminster remains conjectural), and a major east-west highway (High Holborn, Oxford Street and Bayswater Road) from Londinium to Calleva Atrebatum (Silchester). These roads ran through an open agricultural landscape reflected in occasional rural features such as field ditches, gravel quarries for road maintenance and (in Hyde Park) by what may have been a small farmstead. More permanent occupation might be expected where the roads intersected (at modern Marble Arch), but none is known. There are, however, suggestions of a settlement around Bond Street where the Oxford Street road crossed the Tyburn, probably via a bridge.

Further east, on the outskirts of Londinium and approaching the Fleet river this road would have been lined with burials and funerary monuments. There are also indications of a Roman masonry building here, beneath St Etheldreda’s Church. The outer limits of the extra-mural cemetery are not known, but individual burials and a tombstone have been found as far west as Tottenham Court Road. It has also been suggested that a secondary road left the Oxford Street/High Holborn route in the vicinity of Way, continuing north-eastwards through modern Gray’s Inn, to pass north of the Roman city, although this has never been found.

Overall archaeological potential: moderate.

Saxon London (c AD 450 – 1000) Following the end of centralised Roman rule in the early 5th century, occupation was characterised by scattered rural settlements, which often evolved into medieval villages, such as Paddington and Lilleston (Lisson Grove) on Watling Street. These names are of Saxon derivation, suggesting that at least the principal Roman roads continued in use. The Oxford Street road, from Tyburn to the church of St Andrew’s Holborn, is also referred to in a charter of Edgar c AD 951 (as the Broad Military Way).

Roman Londinium was largely abandoned, although an important focus remained around St Paul’s (see Zone B). The main urban centre was now Lundenwic established further west around , the Strand, and Covent Garden. The term wic implies a market or port, and Bede refers to it as an emporium for many people coming by land and sea. This 7th to 9th-century trading settlement covered over 60 hectares, bordered roughly by modern in the west, the Thames to the south and the Fleet valley possibly the eastern boundary. It extended at least as far north as Short’s Gardens and Macklin Street, the boundary possibly marked in the vicinity of the Crossrail route by the old Roman road (High Holborn). There was also settlement at the eastern end of the zone,

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0002_R_Central.doc Crossrail Archaeological Impact Assessment: Central Route Section © MoLAS on the bank of the Fleet, implied by two Saxon churches (St Andrew’s Holborn and St Bride’s ) although its nature is unclear.

In AD 886, during the turbulent period of the Norse invasions, King Alfred refortified the and the Lundenwic marketplace was abandoned in favour of the more secure area within the Roman walls (Lundenburh).

Overall archaeological potential: low, rising to moderate on northern fringes of Lundenwic.

An ecclesiastical landscape (c 1000 –1500) Throughout the medieval period monasteries dominated ownership of the mainly agricultural land around the main centres of London and Westminster, reflecting the power of the church. Much of the countryside surrounding the hamlets of Lilleston and Paddington (where the road from Harrow joined Watling Street) was owned by the bishops of London. The land that later became Hyde Park was one of three sub-manors forming the substantial Saxon agricultural estates of Eia, bequeathed by Geoffrey de Mandeville in 1086 to . They occupied all the land between the Westbourne river in the west and the Fleet in the east and from the Roman Bayswater Road / Oxford Street highway in the north to the Thames.

The crossing of the Tyburn in Oxford Street remained in use, and part of the medieval bridge has been recorded. There was certainly a settlement here north of the road, around the parish church dedicated to St John the Evangelist. Its churchyard may have extended south of Oxford Street but the area remained rural, reflected in evidence of field ditches near Wigmore Street and Tenterden Street. From the early medieval period rivers in this area were utilised as sources of relatively clean water to supply London. There was a major alteration in 1236 when the majority of the Tyburn river was diverted from a point near Oxford Street to the City, via conduits. Their route is still visible in the street pattern in the vicinity of Crossrail works.

The former Lundenwic area between the Strand and Holborn had reverted to open ground, part of the Abbey estates. From the 11th century, land west of Drury Lane became its garden, hence Co[n]vent Garden. Drury Lane was the principal road from Aldwych and the church of St Clement Danes, to Holborn and villages to the north and west such as St Giles and Tottenham Court. St Giles was the site for an extensive leper hospital, founded in 1101 by Henry I’s wife Matilda and closed at the Dissolution in 1539. The chapel continued as the parish church, rebuilt in 1623 and 1711 and still extant. Further east, on the bank of the Fleet at the end of this zone was Ely Place, the London residence of the Bishop of Ely, with its own church, St Etheldreda’s.

Overall archaeological potential : moderate.

Urbanisation (c 1500 – present) During the Tudor period, national economic factors led to the population of London quadrupling. Whilst the City was still the commercial focus and Westminster the royal

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0002_R_Central.doc Crossrail Archaeological Impact Assessment: Central Route Section © MoLAS and political centre, areas between them changed considerably. However this was a gradual process and the zone remained substantially rural throughout the 16th century.

Paddington was still a small settlement centred on the green. Hyde Park was acquired by Henry VIII at the Dissolution and enclosed as a royal deer park in 1540. Works included roads and covered stands to view the chase. The park was opened to the public in 1637, sold off by order of Parliament in 1652, and reclaimed by Charles II when a brick wall enclosed it.

The Tyburn settlement had declined, population migrating northwards to form Marylebone village, around a new church founded there in 1400. The area south of Oxford Street was referred to as Conduit meadow from 1589. Conduit Street reflects the diversion of a rising spring across this area in the 15th century, again implying a low density of occupation.

The Agas map of c 1562 shows what was still essentially a medieval rural landscape around the village of St Giles in the Fields and the Holborn settlement, the latter a ribbon development on both sides of High Holborn, eastwards as far as the Fleet river. Roads off this highway were medieval lanes, with some buildings and large areas of open land such as , Fetter Lane and Shoe Lane on the south side and Gray’s Inn Lane and Leather Lane to the north.

In the 1640s Parliament erected defences around London, the Lines of Communication, consisting of bank and ditch linear earthworks linking forts and gun batteries. The locations of individual elements of these Civil War fortifications are not known precisely. In this zone there was a redoubt and fort on Oxford Street near the junction with Tottenham Court Road and a larger fortress near the junction with Wardour Street. To the south-west, the Lines intersect the Crossrail route in the area of Great Marlborough Street.

A more general urbanisation of the zone gathered pace in the 17th century, driven largely by the speculative development of fields and gardens, with good road access to London and Westminster, into fashionable suburbs. It was given impetus when the congested medieval housing inside the City was destroyed in the Great Fire of 1666 (see Zone B). The process had begun in the 1630s with the development of the Earl of Bedford’s estate north of the Strand (the former Convent Garden) around a Palladian piazza designed by Inigo Jones. The building of high status houses in Lincoln’s Inn Fields commenced at the same time. As early as 1658, Faithorne and Newcourt’s map shows London and Westminster linked by development, from the Thames north to High Holborn and as far west as St Martin’s Lane. Development continued through the later 17th century in Mayfair and St James’ (between Pall Mall and , towards ); in Soho Fields, St Giles’ Fields (Seven Dials) and Lincolns Inn Fields. North of High Holborn the extensive grounds of Hatton House, demolished in 1654 were also laid out for housing.

In 1737 a new Tyburn bridge, double the width of the medieval one, was built on Oxford Street, but contemporary maps show little trace of the river, suggesting that it flowed principally underground in culverts through Mayfair. From about 1720 local estates (Burlington, Millfield, Conduit Mead, Albemarle, Berkley, Curzon, and Grosvenor) were being developed to the planned rectilinear Georgian street layout with broad garden squares seen today, for example around Grosvenor Square. By 1746, Rocque’s map

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Urbanisation had also extended, to a lesser extent, north of Oxford Street. In 1729 the “Old Court House” was built on the triangle of land at the south end of Marylebone Lane, almost certainly on the site of the medieval church. East of Marylebone Lane, Rocque’s map shows the recently constructed Wigmore Row, Welbeck Street, Henrietta Street and Cavendish Square, although open fields remained beyond, towards Marylebone village. Here large quarries and a tile kiln are shown, typical of areas on the fringes of urbanisation, which consumed quantities of brickearth and gravel. Further east development north of High Holborn extended as far as Great Russell Street and Great Ormond Street.

Marylebone Road, added in 1756 to connect to Paddington, gave impetus to commercialisation and industrialisation of this area, particularly with the construction of the Grand Union Canal. Greenwood’s map of 1824–6 shows the storage bays and warehouses around Paddington Basin, opened in 1801. Brunel’s Great Western Railway into Paddington c 1840 completed this process.

This development stimulated further speculative and socially ambitious housing. ‘Tyburnia’ had been started by 1827, covering a large triangle of land between Edgware Road, Praed Street and Bayswater Road in a scheme of tree-lined avenues, squares and crescents. By the 1840s this scheme had been realised, with other, more modest houses to the north of Paddington Basin and nearer the canal.

The world’s first urban underground railway opened in 1863, constructed by the cut-and- cover method. It ran from Bishop’s Road station, to the north-west of Paddington Station, beneath South Wharf Road and east to Farringdon at the edge of the City. In the following year it was extended south-west to and Praed Street station was completed on the south side of the street, opposite the Great Western Hotel frontage to Paddington Station.

The Victorian period saw further landscaping in Hyde Park with roadways, ornamental flower beds and construction of the lodge by Victoria Gate. Its rear garden incorporates an earlier (1840s) pet cemetery.

Overall archaeological potential: high.

Selected research themes

Museum of London, 2002, A Research Framework for London Archaeology (page numbers in brackets). • Understanding London’s hydrology and river systems and tributaries … and the relationships between rivers and floodplains. (79). • Understanding the evolving character of development in central London between Westminster and the City, and Southwark. (79). • Understanding the relationships between the different urban foci within the London region (such as two urban foci of Saxon Lundenwic and Lundenburh). (80). 7

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• Examining the concept of core/periphery for different periods in London’s past, as a means of understanding … a settlement and its environs, a city and its hinterland. (81). • Contributing to our understanding of the creation of the London suburbs (81). • Understanding the reasons for evolution of the road systems, street layouts, river crossings and ferries, and their importance as engines of development and change. (82) • Understanding how water supply and drainage provision were installed and managed. (82). • Considering ethnic diversity, for instance between Frisians and Vikings, and how these are represented in the archaeological record. (85). • Considering the relationship between cemeteries and major or minor roads, in terms of symbolism, status, privacy and convenience – both in London and at roadside settlements around the region. (85). • Synthesising data on known religious sites and buildings, their chronology, use and influence locally, regionally or nationally. (86).

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Zone B: Hatton Garden to Wilkes Street Route windows C6 – C7 Sites 207 Farringdon Station, 229 Farringdon Crossover Cavern, 208 Liverpool Street Station, and 293 Spitalfields

Boundaries and layout This zone begins with the valley of the former and ends at the eastern side of the valley around Wilkes Street, beyond . It includes part of the Roman and medieval city, which lay on two hills either side of the Walbrook, immediately to the south of the Crossrail route, and other intensively settled areas such as Smithfield, the Barbican, Liverpool Street and Spitalfields. The Crossrail route extends for c 3km across the zone, passing outside the City wall to the south, although within 30m of it at Moorgate and Liverpool Street. The zone contains a large number of excavated sites and other archaeological records, mostly within the City (and hence not always directly relevant to the area outside the walls), but also from the monastic institutions in and Spitalfields.

The Crossrail route in Zone B runs continuously through archaeological priority zones in LB Islington and LB Tower Hamlets, or the City of London, which is regarded as of equivalent status, with the exception of areas east of Commercial Street, close to the eastern boundary of the zone.

Topography and Geology Much of the Crossrail route overlies Hackney Thames terrace gravels, cut through by the valleys of the former Fleet and Walbrook rivers. East of the Walbrook valley and modern , it crosses the earlier Taplow Gravels, capped with brickearth (Langley Silt Complex), although the extent of the latter has been reduced by erosion and/or human activities such as quarrying.

Along the proposed route, the ground level rises from 12–13m OD in the Fleet valley to 18m in Aldersgate Street. It then falls gradually eastwards, to 14m OD in the vicinity of Spitalfields and Liverpool Street. In the southern half of the zone, in the City, the general level is about 13–14m OD. The two hills, around St Paul’s Cathedral and Leadenhall, are at c 17–18m OD with the Walbrook valley, between them, falling to 11–12m OD.

Archaeological and historical background

Hunter-gatherer landscape (c 500,000 BP – 4000 BC) Significantly fewer Palaeolithic artefacts date have been recovered here than from Zone A, possibly reflecting the better potential of the Lynch Hill terrace compared to the Taplow terrace, on which the eastern part of the City lies. However, the Crossrail route lies partly on the Hackney gravels to the north-west of the City, and these have produced more flintwork elsewhere, particularly from a palaeochannel further north in . 9

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Scattered, isolated finds suggest increased activity during the Mesolithic period with the City exhibiting one concentration, probably reflecting the potential of the two former river valleys. Both are associated with alluvial deposits, which may contain or seal Mesolithic remains. A recent find of a core and flake within a gravel-filled palaeochannel in the City provides suggests another deposit type in which such material could be present.

Overall archaeological potential: low, possibly increasing to moderate if there are well- preserved palaeochannels.

Agricultural settlement (c 4000 BC – AD 50) Evidence for this period is again fragmentary in the City and its immediate environs, due probably to extensive truncation from Roman and later occupation. Few features survive in situ, but the artefactual evidence suggests concentrations of activity for certain periods. The few possible Neolithic features suggest that a monumental landscape on the gravels (such as that in west London) did not exist here, but a relatively large number of polished stone axes does suggest settlement.

The Bronze Age presents a more complex picture. Although there is evidence of Early Bronze Age activity to the south, on the Southwark bank of the Thames, there is little in the City area itself. However, there is a suggestion of both occupation and funerary grounds in the City by the Middle Bronze Age. This may complement the relatively high number of metal artefacts from the Thames at London which suggests, from comparison with other such sites, ceremonial or ritual practice in the area.

The best evidence for settlement is on the higher ground in the Late Bronze Age, contrasting with a relative scarcity of Iron Age material. However residual Late Iron Age pottery from three sites in the Moorgate–Finsbury area, and an Iron Age ditch from Clerkenwell, may suggest pre-Roman settlement north of the future City, in the vicinity of the Crossrail route.

Overall archaeological potential: low, possibly increasing to moderate for late Iron Age.

The Roman city and its immediate vicinity (c AD 50 – AD 450) By AD 55 the Roman town of Londinium with its basic street pattern, including the predecessor of Aldersgate Street, was established.

The Crossrail route passes close to the northern edge of what later became a walled city. Here there was a degree of extra-mural settlement and other activity, decreasing in density away from the city walls, but also extensive burial grounds. These were traditionally established outside Roman towns, along the principal approach roads. The eastern part of Zone B was occupied by a large Roman cemetery in the vicinity of Liverpool Street Station and Spitalfields.

The early development of the Cripplegate area was swept away by the construction of a fort in the first quarter of the 2nd century. Its northern and western walls were

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0002_R_Central.doc Crossrail Archaeological Impact Assessment: Central Route Section © MoLAS subsequently incorporated into the main defensive circuit constructed on the landward sides of the city in the decades around AD 200. Both fort and city wall were reinforced on the outside by ditches of variable width and depth.

Construction of the city wall seems to have adversely affected drainage patterns, much of the area to the north of it in the Moorgate and Finsbury areas, in the vicinity of the Crossrail route, becoming marshland fed by the Walbrook and its tributaries. These conditions lasted until the land was drained at the end of the medieval period and raise the possibility of earlier Roman horizons sealed beneath the marsh deposits.

In the 3rd and 4th century the Roman city appears to have changed in character. The Cripplegate fort had gone out of use around the middle of the 3rd century and many public buildings erected in the early years were subsequently demolished. Londinium was finally abandoned following the end of centralised Roman control of Britain in the early 5th century.

Overall archaeological potential: moderate for extra-mural activity including burials, possibly increasing to high in the immediate vicinity of the city wall.

An abandoned city (c AD 450 – AD 886) Zone B was no longer focused on a large city, and a separate early/mid-Saxon trading port (Lundenwic) was established further west around Aldwych, the Strand, and Covent Garden (see Zone A). So far, little contemporary evidence has been recovered from the former city, which remained largely abandoned. However, documentary records imply that some kind of royal and religious centre developed: London was already the capital of the East Saxon kingdom by AD 597 and St Paul’s Cathedral was consecrated in AD 604. More general re-occupation within the Roman walls occurred later, marked by the establishment of a fortified burgh (Lundenburh) by King Alfred around AD 886.

Archaeological evidence suggests Saxon activity in the general vicinity of what is now Farringdon station. A group of pits excavated at St John’s Square containing pottery, a buckle, and a loomweight, are indicative of 5th to 6th-century occupation. Further south, at Cowcross Street, a small number of graves, possibly 7th-century, have been recorded. A chance find from Cowcross Street in 1879, of a Byzantine marriage disc reworked as earrings, is probably also from a burial. These findings suggest Saxon occupation and a cemetery in the vicinity of the Crossrail route, on the gravel terrace overlooking the Fleet, which was probably navigable at that time. Further sites along the valley are therefore possible.

Overall archaeological potential: moderate, in the Farringdon/Fleet valley area.

The developing city (c AD 886 – 1600) Many streets and property boundaries laid out during the late Saxon period shaped medieval London. Of particular note is the emergence, by the 11th century, of suburbs alongside some of the arterial roads leading out of the city, including Aldersgate Street.

A late Saxon settlement at Holborn is also mentioned in the Domesday Book, located west of the Fleet, around the bridge where the Roman High Holborn road (which had 11

0002_R_Central.doc Crossrail Archaeological Impact Assessment: Central Route Section © MoLAS continued in use) leaves the city. This was centred on St Andrew’s Church and is unlikely to have extended to the opposite eastern bank.

Following the Norman Conquest of 1066, the City defences were renewed and were maintained throughout the medieval period. Settlement expanded and limited space lead to the foundation of monastic houses outside the walls, particularly to the north-west in the Clerkenwell and Smithfield areas. Four were located here: the Priory and Hospital of St Bartholomew founded in 1123; Charterhouse (1370); the priory/nunnery of St Mary Clerkenwell (c 1145); and the Priory of the Order of the Hospital of St John of Jerusalem, the headquarters of the Order in , founded in 1144. Further east lay the hospital of St Mary of Bethlehem, founded in 1247 and located east of Moor Fields, between the Great Ditch (probably a course of the Walbrook, around Old Broad Street) and the road north out of the Bishop’s Gate. At the eastern end of the zone was the Augustinian Priory and Hospital of Blessed Mary without Bishopsgate (founded in 1197 and later known as St Mary Spital) within a precinct stretching from Swansfield in the north to Whites Row in the south.

By the 13th century the City of London boundaries extended to almost their present limits. The area to the north was still marshy, but suburban settlement in the extra-mural suburbs was increasing in the later medieval period.

Overall archaeological potential: moderate, particularly around the Fleet, ecclesiastical precincts and urban development along roads leaving the City gates.

Urban expansion (c 1600 – present) From the Tudor period the medieval layout of the City did not change significantly, and so an expanding population lead to gradual urbanisation of the remaining open areas outside the walls. In the vicinity of the Crossrail route, Braun and Hogenberg’s map of 1572 shows the eastern side of the Fleet built up, north to Clerkenwell and east through Smithfield to Moorgate, with further ribbon development along the roadway north from Bishop’s Gate. However, this was of a low density with extensive gardens and open areas; for example within the ecclesiastical precincts and further east, Spital Fields. The largest open area was Moor Field, east of the Moor Gate and extending northwards into Finsbury Field. Its eastern boundary was the course of the Walbrook, still extant on the Agas map of 1562, feeding into the City ditch in the vicinity of Old Broad Street. East of the stream, the buildings of Bethlehem Hospital, acquired by the City at the Dissolution, still survived. The zone remained largely semi-rural suburbs.

By Faithorne and Newcourt’s map of 1658, the development is denser and more urban in character (particularly closer to the City walls around the gates that still controlled access) for example on both sides of the Fleet, eastwards into Smithfield and the area north of Cripple Gate, now the Barbican. However, beyond the wall, Moor Gate still faced the extensive Moor Fields, although the eastern part, west of the Walbrook, has been enclosed. Eastwards, beyond the Bishop’s Gate, was a narrow ribbon development along the road leading north. In the east of the zone Spital Fields remained largely undeveloped. Leake’s Survey of 1667 shows the devastation caused by the Great Fire, confined inside the City walls, but also demonstrates an accelerating density of build-up in the extra- mural suburbs with the street frontages tightly packed and garden areas infilled (eg north of Bishop’s Gate). Open areas such as Smith Field and the surviving ecclesiastical

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precincts are more closely confined. The enclosed eastern area of Moor Fields has been built on, and in 1676 a new Bethlehem Hospital was constructed on the southern part, facing .

In the east of the zone, late 17th-century development of the western Spital Fields (still shown as open artillery grounds on the 1658 map) is also notable, focused particularly around silk weaving. It was given impetus from 1685 by the settling of expelled from France, unable to live or work in a City still controlled by merchant guilds, and by the fruit and vegetable market around Spital Square, granted a royal charter in 1682. There was also some industry, the extensive Truman’s Brewery developing from 1666 in the area between Browns Lane (Hanbury Street) and Black Eagle Street. The street plan dates largely to the reign of William and Mary (1689–1702) when eight French Protestant churches were built, that in Fournier Street becoming a synagogue and then a mosque, illustrating the character of the area as a haven for refugees.

Rocque’s map of 1746 confirms the zone as fully urban, with the exception of the reduced areas of Smith Field, for livestock holding and Moor Field, now laid out as parkland, north of the New Bethlehem Hospital. In 1726 the River Fleet was largely covered over to form the twin culverts of the Fleet Sewer, as far north as the (then) City boundary at Holborn Bridge, on High Holborn, leaving an open channel through the Farringdon area beyond. In 1840−41 the route for a new street was cleared north of Holborn Bridge, to form Victoria Street, later and the sewer from Farringdon Street northward was rebuilt, the former course being abandoned. By the time of the in 1868, the Fleet had been covered over at least as far north as modern Clerkenwell Road.

The 19th century saw significant improvements in transport infrastructure, the railways allowing a larger workforce to access London from outer suburbs. However, the main line stations were on the outskirts, leading to a need for transport links into the City for people and goods. The infilled Fleet valley provided the route for the first underground railway, the cut and cover Metropolitan Line from Paddington to Farringdon Street Station (Farringdon) opened in 1863. It was linked eastwards via Aldersgate Street (Barbican) as far as Moorgate Street Station (Moorgate) in 1865, and southwards to the London Chatham and Dover Railway via its Hill Station in 1866. Associated road schemes at and were completed with a new crossing of the Fleet valley, , opened in 1869.

To the east of the zone, the 17th-century street pattern in Spitalfields had been sliced through by the construction of Commercial Street c 1850 as part of a northern orbital route for goods traffic from the London Docks. Broad Street Station, now the Broadgate development, opened in 1866 as the terminus of the North London Railway, to the north east of Finsbury Circus (which originated as high status Regency housing over the former New Bethlehem Hospital and Moor Fields). In 1875, the Metropolitan Line was extended east of Moorgate through the gardens of Finsbury Circus to the new Liverpool Street Station, built on the east side of Broad Street for the Great Eastern Railway.

Overall archaeological potential: high.

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Selected research themes

Museum of London, 2002, A Research Framework for London Archaeology (page numbers in brackets). • Understanding London’s hydrology and river systems and tributaries and, in particular, understanding the role of the (as boundary, communication route, resource, ritual focus, barrier, link, etc) in shaping London’s history, and the relationships between rivers and floodplains. (79). • Taking in large enough areas to identify where settlement ends and other features such as fields begin and developing predictive models for settlement location. (80). • Understanding the relationships between the different urban foci within the London region (such as two urban foci of Saxon Lundenwic and Lundenburh). (80). • Understanding the relationships between urban settlements and royal villas or religious estates. (81). • Understanding how the proximity of London affected the lives of people living and working in the immediate surrounding area (81). • Contributing to our understanding of the creation of the London suburbs with direct contribution to today’s aspirations for an urban regeneration. (81). • Exploring the concepts of administration and rulership, taking account of London’s often unique position as wic, bishop’s seat and royal city. (81). • Examining the proposal that there was an ideological polarity between town and anti- town systems: Roman towns did not so much fail as were discarded. (81). • Understanding how water supply and drainage provision were installed and managed. (82). • Refining our understanding of the chronology and function of the landward and riverside defences and extramural evidence of defensive or military structures in the Roman period. (82). • Understanding the cultural and symbolic roles played by London’s defences through the ages as reflections of power and political security or imposition and dominance. (82). • Establishing patterns of building renewal and replacement and to understand the life cycle of buildings of different types and function, at different periods. (82). • Charting how and why different parts of London developed as specialist producers, and understanding the implications of this for London as a world city. (83). • Considering the changing role and influence of the military in the urban make-up of Roman London. (85). • Addressing Saxon migration concepts, using place name and archaeological evidence, to determine if, and how, migration took place. (85). • Researching the influence of the houses of nobility and bishops in the medieval period. (85).

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• Understanding life expectancy, origins and belief, seen through studying health, diet and disease, and preparing models for future research. (85). • Considering the relationship between cemeteries and major or minor roads, in terms of symbolism, status, privacy and convenience – both in London and at roadside settlements around the region. (85). • Understanding the differences, if any, between burial practices in the city and outlying cemeteries. (85). • Synthesising data on known religious sites and buildings, their chronology, use and influence locally, regionally or nationally. (86). • Examining the London mendicant houses in light of the many excavations that have taken place in their precincts; were the houses that occupied the City of London vastly different from those elsewhere? (86). • Characterising assemblages for use in analytic models, where the archaeological record helps to define the nature and extent of different neighbourhoods – in social, economic, ethnic and religious terms. (86). • The end of the Roman occupation: developing explanatory models to explain socio- political change and considering the influence of surviving Roman structures on Saxon development. (88). • Establishing how daily work and life in London reflected and contributed to the rise of London as the commercial centre of the British Empire, and to its continues eminence as a world city thereafter. (88). • Examining the use in any one period of materials from an earlier period (eg Saxon use of surviving Roman fabric) and the influence on craftsmanship, manufacture and building techniques. (89).

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Zone C: Wilkes Street to West India Dock North and Lea Valley Route windows C8 to C10, C12 Sites 209 Hanbury Street, 231 Pedley Street Access Shaft and Mile End Conveyor (to Brady Street), 238 Mile End Conveyor: Brady Street to Mile End Park, 210 Whitechapel Station, 294 Redman’s Road, 211 Stepney Green, 214 Lowell Street, 234 Mile End Park Vent Shaft and 235 Eleanor Street Vent Shaft

Boundaries and layout The route in Zone C begins at Wilkes Street, Spitalfields and forks at Stepney Green, one branch running south-east to West India Docks and the other north-east towards . The south-eastern boundary is Hertsmere Road, just west of West India Dock North. The north-eastern boundary is the west side of the valley of the (NGR 537550 183320).

The zone includes Archaeological Priority Areas designated for the historic settlements of Stepney, and Poplar and for the Roman Road that runs north-east from the City towards the Lea.

Topography and Geology The zone is dominated by Taplow Thames terrace gravels, overlain by brickearth (Langley Silt Complex), except at the eastern end where eroded by the Lea valley.

Ground level is fairly uniform across the zone, varying from 13m OD in the west to 8m OD above the edge of the alluvial silts with a further fall to the south-east to 4m OD, reflecting the slight slope down to the Thames.

Archaeological and Historical Background

Hunter-gatherer landscape (c 500,000 BP – 4000 BC) Virtually no artefacts of Palaeolithic or Mesolithic date have been recovered from this zone suggesting a generally low potential for the Taplow terrace. However, finds from elsewhere, such as Heathrow, suggest that Palaeolithic remains might be found at the base of the brickearth, where it overlies the gravels, although it is not currently understood whether such remains are redeposited or in situ. There is also a low potential for Palaeolithic artefacts reworked within the Taplow gravels.

Overall archaeological potential: low?

Agricultural settlement ? (c 4000 BC – AD 50) Despite the favourable geological and topographical conditions of the terrace gravels and brickearth, there is virtually no evidence from this zone for a settled agricultural landscape during the later prehistoric periods. However, this may simply reflect a lack of

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fieldwork as elsewhere on similar terrain, such the gravel terraces both east and west of London, extensive Middle Bronze Age to Iron Age field systems and agricultural settlements have been found.

Overall archaeological potential: low.

Roman hinterland and infrastructure (c AD 50 – AD 450) During the Roman period a main arterial road ran east from the at Londinium to Colchester. It followed the line of Whitechapel Road as far as what is now Whitechapel Underground Station, and then headed north-east to cross the river Lea at Old Ford. This road has been archaeologically recorded in the Old Ford area, as it approached the river crossing, together with an associated settlement and cemetery. This evidence is not, however, predicted to extend to the Crossrail route, some 500m to the south. A second road ran from just south of the Aldgate to in the south-east of the zone, where there was another settlement, apparently grouped around a substantial residence, adjacent to the marshland bordering the Thames.

Outside Londinium, the large eastern extra-mural cemetery areas extended out along these two roads. Beyond them, there is evidence for a wider pattern of Roman land use, notably field ditches, suggesting a managed agricultural landscape of scattered farmsteads and villas supplying produce to London.

Overall archaeological potential: high in the cemetery areas immediately east of Londinium, moderate elsewhere.

A rural landscape (c AD 450 – 1500) Outside the City, to the east of the precincts of St Mary Spital, was a marshy area known in the medieval period as the ’s fields, then as Lollesworth, then Spital Fields. It appears to have been an open area up to the 16th century.

Further east, the hamlet of Stepney derived from the Anglo-Saxon Stebunhithe (Stebba's landing place) probably located at either or Limekiln Dock. The manor, largely open land with marshes to the south and forest to the north, covered most of the area of modern Tower Hamlets and was probably part of the original foundation endowment of the Bishopric of London in AD 604. It is recorded as belonging to the Bishop in the Domesday survey of 1086, with several tenanted sub-manors and remained so throughout the medieval period.

The main Roman highway continued in use, but in 1110 a new section along Mile End Road and Bow Road was constructed, south of the old route. This led to Bow Bridge over the Lea, the earliest arched stone bridge to be built in England after the Romans.

Ribbon development along the roads leaving London was limited, and medieval settlement was in occasional villages such as Stepney, Bromley and Bow. Stepney was an agricultural community, although it was also close enough to London for the houses of wealthy merchants. Bromley and Bow relied on the River Lea for trade. A small hamlet and manor house had developed on the west side of the Lea at Old Ford by the 14th century. At the southern edge of the zone lay the village of Limehouse; there were lime 17

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kilns here from at least 1335 where chalk brought from Greenhithe in Kent was turned into quicklime for the London building trade.

In general, Saxon and medieval archaeological evidence from the zone is limited and scattered, as befits a largely rural landscape.

Overall archaeological potential: low, increasing to moderate around the known settlements.

Settlement and commerce (c 1500 – present) Suburban infill development of the City fringes increased and activity within the commercial zone along the Thames is also marked. However, elsewhere the rural hinterland was only very gradually urbanised, around the medieval network of roads, farms and villages. The Manor of Stepney remained in episcopal hands until Bishop Ridley surrendered it to the King in 1550, when it passed to the Wentworth family, as did the marsh lands of Poplar Manor. Activity was mostly limited to agriculture and brickearth quarrying, although Tudor sea trade ensured that the ship provisioning and repair yards along the Thames around , Limehouse and Poplar were expanding.

A good marker of the contemporary expansion of London is provided by the defensive circuit around it erected by the Parliamentary government in the 1640s. The linear bank and ditch earthworks were punctuated by forts and batteries, including a fort at Whitechapel, later known as the Mount, and a redoubt near . The connecting earthworks intersect the Crossrail route in the area of Vallance Road, although the locations are not precisely known. Elements of the ditch, excavated to the south of Whitechapel station, did not closely match reconstructions of the line of the defences, suggesting that local construction and layout were more complex than historic sources indicate. This area, on the fringes of London, was used for related activities and there are a number of burial grounds, including those for non-conformists who form a key part of local history during and after the Civil War, particularly around Whitechapel and Stepney.

By the time of Rocque’s map of 1746, the area from Whitechapel towards the City was built-up, with less intensive occupation eastwards along Mile End Road, and Stepney still recognisably a village. Along the Thames, the settlements of Wapping, Ratcliff and Limehouse had merged into a commercial zone of wharves, warehouses and shipyards, although to the east Poplar was still separate, as were the villages of Bromley, Bow and Old Ford, northwards along the Lea. Commercialisation and related industry accelerated with the construction of West India Docks at the end of the 18th century. The London Docks expanded with Britain’s empire and were a major employer, creating a need for housing. The City suburbs gradually expanded over the zone until Stepney was engulfed in the 1840s. Urbanisation was accelerated by the arrival of one of London’s first railways through the zone, the Eastern Counties, with its original terminus at station opened in 1840 (enlarged and renamed Bishopsgate in 1847). This site is now Bishopsgate Goods Yard and parts of the original (listed) viaduct survive. Commercial Street, the latest major addition to the road network, was constructed in the mid-19th century.

Overall archaeological potential: high. 18

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Selected Research Themes

Museum of London, 2002, A Research Framework for London Archaeology (page numbers in brackets). • Understanding the relationship between landscape, river and settlement, and the influences of the Thames in particular on communications and social interaction. (79). • Taking in large enough areas to identify where settlement ends and other features such as fields begin and developing predictive models for settlement location. (80). • Examining the concept of core/periphery for different periods in London’s past, as a means of understanding how evolving settlement patterns reflect the need for sustainable, beneficial relationships between a settlement and its environs, a city and its hinterland. (81). • Charting how and why different parts of London developed as specialist producers, and understanding the implications of this for London as a world city. (83). • Understanding life expectancy, origins and belief, seen through studying health, diet and disease, and preparing models for future research. (85). • Considering the relationship between cemeteries and major or minor roads, in terms of symbolism, status, privacy and convenience – both in London and at roadside settlements around the region. (85). • Understanding the differences, if any, between burial practices in the city and outlying cemeteries. (85). • Examining the changing roles and diversity of religions in London society at different times. (86). • Identifying the extent to which religious minorities and non-conformists had a distinct material culture in London, and developing archaeological models for future analysis. (86). • Establishing how daily work and life in London reflected and contributed to the rise of London as the commercial centre of the British Empire, and to its continues eminence as a world city thereafter. (88).

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Zone D: West India Dock to Dartford Tunnel Route windows C11 Sites 230 Hertsmere Road, 215 Isle of Dogs Station

Boundaries and layout The Crossrail route extends for c 2.25km across this zone, which begins at Hertsmere Road on the western side of West India Dock North. It excludes Limehouse (grouped with other historic riverfront settlements in Zone C) and contains the villages of Poplar, South Bromley and Blackwall. Its eastern boundary is artificial: the end of the Crossrail central route at the Dartford Tunnel, east of the Isle of Dogs Station. The archaeological landscapes will therefore be similar here to Zone A of the South-east route section: the alluvium of former marshlands that bordered the Thames to the north of the Isle of Dogs.

The zone includes Archaeological Priority Areas for Poplar and the former marshlands in the south of the .

Topography and Geology The zone is characterised by former courses of the Thames, including its confluence with a major tributary, the Lea. Terrace gravels are overlain by a sequence of alluvial peats, silts, and clays. The low-lying Isle of Dogs, formed by a meander in the course of the Thames, lies to the south of higher ground on the gravel terrace at Poplar.

During the prehistoric period, sea and river levels within the estuary fluctuated between shallow (regression) phases characterised by peat formation and transgressions when clays were deposited in deeper floodplain conditions. One of the regression phases (known as Tilbury IV) has been identified throughout the Upper Thames area. The peats date from c 1500–800 BC (the Middle and Late Bronze Age) and frequently contain preserved organic material: both natural palaeo-environmental evidence such as trees, pollen and floral remains; and man-made structures, eg timber trackways across the marshes.

Ground level is generally between c 2 and 4m OD.

Archaeological and historical background

Hunter gatherer landscape (c 500,000 BP – 4000 BC) No in situ remains from the Palaeolithic period are anticipated in this zone, as they will have been reworked by the repeated changes in the course and river regime of the Thames. For example, an elephant tooth and a mammoth tusk found during work on the were residual in later geological deposits.

Following the end of the last glaciation, the Thames followed a course of multiple braided channels, which accumulated marshy, organic sediments as they became disused, between c 11,000 and 9000 BC. This suggests an environment with hunting, fowling, 20

0002_R_Central.doc Crossrail Archaeological Impact Assessment: Central Route Section © MoLAS fishing and plant resources that would have attracted nomadic Mesolithic groups, but which may have been sealed and preserved by deep deposits of alluvium in later transgression phases.

Overall archaeological potential: moderate for Mesolithic, and high for Mesolithic palaeo-environmental sequences

Marshland (c 4000 BC – AD 1200) Low, but gradually rising water conditions in the Neolithic and Bronze Age lead to the formation of extensive marshes along the Thames and lower Lea valley. Evidence of a preserved flooded forest, found during construction of the East and West India Docks (and within a layer of peat on Charringtons Wharf, during excavations in 1992) is of this period. Permanent settlement was confined to the agricultural landscape of the gravel terraces a few hundred metres north of the Crossrail route, or on sandy islands (eyots) exploiting the marsh resources of the floodplain, as have been demonstrated to the east around Silvertown and North Woolwich. Deeper channels and settlement areas were accessed across the marshes by the construction of timber trackways, mostly in the Bronze Age, although the nearest to the Crossrail route in this zone (Atlas Wharf) was of Neolithic date.

Subsequently, rising river levels caused progressive flooding further inland, leading to the formation of the extensive Hackney, Poplar and Stepney marshes. These remained into the early medieval period, with settlement confined to the village of Poplar, around the High Street (which possibly follows a Roman route along the edge of the higher terrace gravels) and to a hamlet on the eastern edge of the zone, on the riverside at Blackwall. There is thus a background potential for river use and flood defence features such as revetments, causeways, trackways, fish weirs, and boats in the prehistoric, Roman, Saxon and early medieval periods.

Overall archaeological potential: moderate, increasing to high for associated palaeo- environmental sequences.

Land reclamation (c 1200 –1600) The first attempts to drain the Isle of Dogs were probably carried out in the 13th century, to create arable land and pasture. However, the low-lying area remained vulnerable, as sea levels continued to gradually rise and settlement was abandoned when a dike was breached in 1488. Only a single farm was present on the Isle of Dogs in the mid-18th century, and permanent settlement remained focused to higher ground. Here the two medieval villages, at Poplar and Blackwall, grew from the 16th century onwards because of their proximity to London and the ability of the Blackwall shipyards to cater for ocean- going vessels.

Overall archaeological potential: low, increasing to moderate in the vicinity of known settlements.

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A centre of trade and industry (c 1600 – present) The influx of people into Poplar began when the built offices and dockyards at Blackwall in 1612–14 and a chapel and almshouse in Poplar in 1654. At that time most of the zone was still open fields. Excavations below the 19th-century houses at St Leonard’s Road, on the north side of East India Dock Road, revealed a metre depth of ploughsoil over natural geology. Aside from the ship-building and maritime frontage along the Thames, the area attracted many other industries. With the River Lea providing a plentiful supply of water, the Bow porcelain manufactory was established in 1744. A correspondent from the Observer in 1868 complained of the deadly stench from various factories along the Limehouse Cut, dug in 1770 to enable traffic to proceed from the River Lea to the Thames, without the journey around the Isle of Dogs.

The Isle of Dogs was to change dramatically in the late 18th century. The number of vessels involved in overseas trade using the Port of London increased threefold between 1705 and 1794 and facilities urgently needed to be enlarged and modernised. Cargoes discharged from vessels engaged in the West India trade, in particular, were often stolen due to delays and inadequate security. The enclosed wet docks were constructed partly as a response to this problem, along with quayside bonded warehouses. The development received financial backing from the Corporation of London lest another British port gain the cargoes and by 1802, the West India Docks had been built on a site along which the Crossrail route runs. The docks, and increasing construction around them, dominated land use in this zone until after the Second World War.

Overall archaeological potential: high.

Selected research themes

Museum of London, 2002, A Research Framework for London Archaeology (page numbers in brackets). • Understanding the significance of geomorphology, ecology, ecosystems and climate, hydrology, and vegetational and faunal development, on human lives. (79). • Understanding London’s hydrology and river systems and tributaries and, in particular, understanding the role of the river Thames (as boundary, communication route, resource, ritual focus, barrier, link, etc) in shaping London’s history, and the relationships between rivers and floodplains. (79). • Understanding the relationship between landscape, river and settlement, and the influences of the Thames in particular on communications and social interaction. (79). • Understanding the origins of the prehistoric metalwork sequence from the Thames, and examining the links between the metalwork hoards deposited at the headwaters of river tributaries and other activities. (79). • Studying the correlation between sites associated with watercourses and meander bends, so as to understand the origin of settlements. (80).

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• Understanding the relationship between the Bronze Age wooden trackways and the settlements to which they presumably led, and what the trackways represent in terms of woodcraft and woodland management. (81). • Understanding the development of London’s Docklands and Waterways. (82).

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Zone E: The Lea Valley (north) Route window C13, C13A, NE1 Central Route Section: Sites 236 Pudding Mill Lane Portal, 239 Hackney to Abbey Mills and Wick Lane Sewer Diversion Shenfield Route Section: Site 301 Stratford

Boundaries and layout The zone begins at the western edge of the Lea Valley, marked by the edge of the alluvial floodplain, 25m east of the Blackwall Tunnel northern approach road (NGR 537550 183320). It ends at the eastern limit of the historic Stratford settlement, around Water Lane/Leytonstone Road (NGR 539251 184962). This zone covers the boundary between the Central and North-East route sections. The zone runs through archaeological priority zones designated by the London Boroughs of Hackney, Tower Hamlets, and Newham.

Topography and geology The majority of this zone is comprised of the alluvial flood plain of the River Lea, but it extends c 600m up the gravel terrace on the eastern side of the valley. The floodplain consists of Holocene alluvium over post-glacial Shepperton Gravels.

Recent work (the Lea Valley Mapping Project) has reconstructed the Pleistocene and early Holocene horizons beneath the alluvium. The Late Glacial/Pleistocene deposits were cut by the main and subsidiary channels of the Lea, and by its tributaries, including a channel which ran across the area of the proposed Pudding Mill Lane portal. An irregular topography would have existed in that part of the western side of the valley for much of the Holocene, with ‘islands’ of higher gravel and deeper hollows or channels. Some of the Pleistocene channels may have been followed by Holocene rivers, but in general the portal area appears to have been ‘abandoned’ by the main axis of water flow through this part of the Lea Valley during the Holocene. This is likely to have been a marshy wetland area, producing marsh or peat deposits, which are known to be extensive in this area in comparison to surrounding parts of the Lea Valley.

On the eastern side of the valley, a low gravel river terrace extends from the area of Stratford Langthorne up to Temple Mills, including the area of . This is thought to represent a part of the valley floor that was not reworked at the end of the last cold stage, and would have remained dry land for much of the Holocene. The majority of the area may not have been wetland until the historic period. There is evidence for this river terrace being cut by a Holocene palaeochannel, which may have had small areas of wetland associated with it. These gravels have the potential for the preservation of ‘Arctic Beds’ or other Late Pleistocene organic deposits within or beneath the gravel, such as those recently recovered to the north, providing information and dating about parts of the Devensian cold stage as yet poorly understood.

The Lea Valley has a high potential for ‘geoarchaeological reconstruction’ to understand the changing topography and landscape, and its significance for past human activity.

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Archaeological and historical background

Hunter-gatherer landscape (c 500,000 BP – 4000 BC) The River Lea adopted its present course about 0.5 million years ago, and its floodplain was created at the end of the last glaciation (about 10,000 – 15,000 years ago). The Shepperton gravels were deposited in this floodplain, forming a network of braided channels with sand and gravel bars and larger, lake-filled hollows that would have been present when the earliest post-glacial (Late Upper Palaeolithic – Early Mesolithic) people colonised the area.

Very little evidence for the dry Early Mesolithic land surface is likely to be preserved, as evidence for soil formation would easily be overprinted and obscured by later flooding of the valley. Nevertheless, if it survives locally, this landscape would have good potential for archaeological remains, especially in areas close to watercourses and around lake hollows. Mesolithic hunter-gatherers frequently appear to have made use of such locations as temporary camps, and rich Early Mesolithic assemblages have been found in similar deposits and landscape positions elsewhere (for example within the Lower Colne Valley).

Overall archaeological potential: low

Wetland, later Mesolithic to Iron Age (c 4000 BC – AD 50) During the Holocene (the past 10,000 years) the level of the sea rose with respect to that of the land, and a wetland environment of estuarine salt marsh and mudflats progressed upstream, depositing alluvium on the valley floor. Later Mesolithic activity is well-known from peat deposits in the Rammey Marsh to Broxbourne area, further upstream in the Lea Valley. By the Neolithic, most of the area had probably become wetland, which by comparison with the valley floor of the Thames would probably have been covered by peat deposits, forming a mosaic of different environments supporting a wide variety of human activities.

During the later Mesolithic the valley would have taken the form revealed at Millmarsh Lane, Enfield, where peat and alluvial sequences were excavated in buried former channels of the River Lea. The earliest peat produced a radiocarbon date of 7420–7050 BC (early Mesolithic) and an assemblage of 120 struck flints. This material was sealed by another organic-rich sediment which was dated to the late Mesolithic.

The margins of the higher areas and the interface of the wetland with the valley side are sometimes associated with timber structures, particularly trackways. Higher up the Lea, timber structures have been interpreted as Bronze Age or Iron Age crannogs; artificial settlement platforms in a lake or marsh. There is thus some potential for such structures.

During this period an increasing density of agricultural settlement will have been taking place on the terrace gravels on either side of the valley. Recent archaeological work has demonstrated the presence of a thriving Bronze Age community which relied on the Lea Valley for agriculture and trade. At Rammey Marsh, 180m of Middle to Late Bronze Age activity was excavated along the western bank of a buried channel. Ditches belonging to field systems were found, as well as pits, postholes, a droveway, worked timbers and 25

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artefacts. An Iron Age roundhouse together with pits and postholes was excavated within a ditched enclosure and represents later occupation of the site.

Items of prestigious metalwork from both the Bronze and Iron Age periods found in the Lea may have been deliberately deposited in the water and reflect ritual deposition in sacred watery places. They include Bronze Age spearheads and a shield from the Lea Marshes together with swords dating from the Middle Bronze Age.

Prehistoric occupation was also found by the Salmons Brook, just one of the tributary streams that empty into the Lea. The gravels here were overlain by a brickearth capping which would have provided well-drained, fertile farming land with access to higher land to the north and water to the south. The Lea floodplain and the Salmons Brook would have been attractive resources for fishing and fowling. Late Neolithic and Bronze Age ditches, representing field systems with postholes and pits were found at Plevna Road, Edmonton. Subsequent activity into the Later Bronze Age and Iron Age comprised two parallel ditches, small enclosures and pits as well as a substantial post structure.

More importantly, excavations at the site (sitecode HW–OP91) point specifically towards settlement from the Late Bronze Age and Iron Age, including late Iron Age human and animal burials. Recent excavations at the CTRL Stratford Box (sitecode SBX00) revealed waterlogged timbers of Bronze Age and Iron Age date on the river gravels, including possible off-cuts from timber working.

Overall archaeological potential: high.

Roman hinterland and infrastructure (c AD 50 – AD 450) The Lea is likely to have continued as an important trade route in the Roman period, for example supplying London with agricultural produce from the organised villa system inland and, in the later part of this period, with pottery from Much Hadham, via the River Stort. This zone is also traversed by the Roman arterial road from Londinium to (Colchester).

On the higher ground to the west and east of the zone, a pattern of occupation has been identified from recent excavations suggesting buildings fronting the road, with a network of yards and fields behind. The road may well have been carried onto the marshy ground of the Lea valley on a causeway, crossing the river itself via a ford or possibly a timber bridge. The projected road line passes close to one of the Crossrail sites.

East of the Lea, the Roman highway probably follows the line of Romford Road in Stratford, where a section, assumed to be Roman by virtue of its position directly above natural gravels, was observed in 1963 in front of the Passmore Edwards Museum.

Other Roman evidence is limited to field systems (eg a ditch at 2–6 New Mount Street dated to the 4th century AD) and it is not clear whether there was a settlement at Stratford.

Overall archaeological potential: moderate.

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Increasing settlement and resource exploitation (c AD 450 – 1500) There is both historic and archaeological evidence for Saxon activity in the zone. The Crossrail route crosses the Channelsea river, an artificial tributary of the Lea, reputedly dug c 895 by Alfred as part of the fortification of London against the Danes. Saxon finds associated with managing the Channelsea include a timber revetment of driven stakes with associated leather waste and late Saxon pottery from excavations for the at Stratford Station, and a late 7th/8th-century bridge abutment or jetty comprised of timber piles and a masonry superstructure, found in excavations in the Lea floodplain for CTRL (Stratford Box). Evidence for the revetment of the river banks in the form of a bundle of wound wattle rods and a wattle hurdle was also recovered, as well as other Early to Late Saxon timbers.

Log boats have been recovered from four sites in the Lea, made of oak up to 5m in length. One, from Clapton in Hackney, was dated by tree-ring analysis to the late Saxon period, 950–1000. It had sunk in a channel of the Lea which subsequently silted up. Plant seeds from wet and muddy environments, pieces of willow, hazel and oak, pollens and several species of molluscs were all found in silts within the boat.

The Domesday survey of 1086 notes nine mills on tributaries of the Lea at Stratford, although there is no clear reference to a settlement here and little direct occupation evidence has so far been found in the modern town centre. The place name, meaning fording place on the old street, indicates its role as the first stopping place on dry ground on the side of the Lea valley, at the crossing point marked by the Roman road line from Old Ford Road (Bow) to Romford Road (Stratford).

However, from the early medieval period Stratford ceased to be a single focus. Around 1100, the original road line was diverted further south, away from the Crossrail route, when one of the first arched stone bridges since the Roman period was constructed between Stratford atte Bow to the west of the Lea and Stratford Langthorne on the Essex side, the new route marked by High Street Stratford. This major engineering project, which preceded by some 80 years, illustrates the strategic transport and trade importance of the river crossing. It opened the way for the construction of a Cistercian abbey at Stratford Langthorne around 1135 near modern Abbey Road, more than 1km south of the Crossrail route. This project would have involved extensive reclamation and drainage works on the Stratford marshes, as the floodplain within the estate lands provided fertile pasture and cultivation. The Cistercians also continued the exploitation of the water power of the braided Lea channels for mills (hence Abbey Mills).

From the medieval period onwards large-scale production to supply London took place around Stratford. Cattle were brought from Essex to the slaughter houses, which were banned from London in the 14th century. Similarly, corn was milled and baking took place on a commercial scale, using wood from , in an area exempt from City regulations.

Overall archaeological potential: high.

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Post-medieval industry (AD 1500 – present) Industry developed along the banks of the Lea in the 17th and 18th centuries; including silk weaving, calico printing, Bow porcelain (using bone from the slaughter houses), brewing and gunpowder manufacture. The Metropolitan Building Act of 1844 restricted the operation of noxious industrial processes in London and , and as a result many moved over the Essex border into the Stratford area, including rendering animal carcasses for tallow, soap and glue; chemical plants for acids and printing inks; distilleries and paint and varnish factories. Most were on former marshland within the river valley, north of Crossrail, although Bazalgette’s Northern Outfall Sewer built in the 1860s from London to Abbey Mills Pumping Station, intersects the route.

Industrial and residential development was given impetus by the arrival of the Eastern Counties Railway, one of London’s earliest, the section from Mile End, as far east as Romford, being opened in 1839. The London terminus at Shoreditch was operational in 1840 and the original stations were at Stratford, Ilford and Romford. The line also branched at Stratford onto the Northern and Eastern Railway, then being constructed northwards along the Lea valley. Around this new junction, from 1845, the “railway king” (and ECR chairman) George Hudson developed the extensive marshalling yards that lie north of Stratford station, known then as the Rail Lands. These eventually covered 78 acres and employed 6000 people in all aspects of railway supply, including the manufacture of locomotives and rolling stock. The vast layout of sidings, loops, interchanges and depots here, at the height of railway expansion, is shown on the Ordnance Survey of 1894.

Overall archaeological potential: high.

Selected research themes

Museum of London, 2002, A Research Framework for London Archaeology (page numbers in brackets). • Understanding the significance of geomorphology, ecology, ecosystems and climate, hydrology, and vegetational and faunal development, on human lives. (79). • Understanding London’s hydrology and river systems and tributaries … and the relationships between rivers and floodplains. (79). • Understanding the relationship between landscape, river and settlement, and the influences of the Thames in particular on communications and social interaction. (79). • Examining the success with which small towns in the London region adapted to the capital’s growth. (81). • Understanding the reasons for evolution of the road systems, street layouts, river crossings and ferries, and their importance as engines of development and change. (82). • The Mesolithic/Neolithic transition: understanding the significance of horticultural experimentation at this time, and the transition from hunter-gatherers into farmers. (83). • Understanding the nature and meaning of the deposition of metalwork in the Thames and at the headwaters of river tributaries. (86).

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Scheme Description

1.1 Overview of Crossrail Works in Central Route Section

The central route section represents the largest scale engineering component of the project. The route will comprise 6m diameter twin-bore tunnels running under central London that will connect existing railways to the east and west. The tunnels will be up to 50m deep, but generally between 20m and 30m deep. At a point beneath Stepney Green, the route will fork: one route will continue north-eastwards towards Stratford, the other will head south-eastwards 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.

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.

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.

The main elements of the scheme are summarised in Table (below):

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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 the Royal Borough of reversing facility westbound Crossrail service to terminate at Paddington. and Chelsea. and City Royal Oak portal Construction of the western portal of the central area tunnels, located west of Lord Hill’s Bridge, consisting of Westminster of an approach ramp and cut and cover tunnel between the portal and the tunnel eye located between Ranelagh Bridge and Westbourne Bridge.

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 20m below street level.

C2 Paddington station Paddington station Works to the station consisting of a new 340m length box with a 210m island platform and new ticket halls City of at the eastern and western ends. The station will be located underneath Eastbourne Terrace. The station Westminster will include a narrow glazed structure above ground called the ‘light spine’.

Paddington station shafts Provision of ventilation and EIP facilities, to be located at the eastern and western ends of the station box.

Twin-bore tunnels Construction of the twin tunnels with the rails at a depth of approximately 20 to 30m below street level.

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 located at the City of and Park Lane northern boundary of Hyde Park, close to Victoria and Clarendon Gates. The shaft surface building will be up to 2m Westminster Shafts 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 located in the City of central reservation of Park Lane immediately south of Marble Arch and opposite Green Street. The surface building Westminster will be approximately 2m high.

Twin-bore tunnels Construction of the twin tunnels with the rails at a depth of between 27m and 30m from street level.

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Route Route Window Main Works Description of the Works Local Authority Window Name

C4 Bond Street station Bond Street station Works at the station to provide new 245m length platform tunnels fitted out to 210m between Davies Street City of and Hanover Square. 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 St, to include a ventilation stack ticket halls approximately 30m high. Construction of a new 7m high eastern ticket hall to include a ventilation stack approximately 35m high at 18/19 Hanover Square.

Twin-bore tunnels Twin tunnels will be constructed with the rails at a depth of approximately 26 to 32m from street level.

C5 Tottenham Court Tottenham Court Road Works at the station to provide new 245m length platform tunnels fitted out to 210m between Great Chapel Street and City of Road station station Road. Westminster and LB Camden Western and Eastern Construction of a new ticket hall beneath the Plaza at the front of . The deep station box at Goslett Yard ticket halls will include a shaft that will house ventilation equipment and provide access as an EIP. This ticket hall is an extension of the existing 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 30m from street level.

C6 Farringdon station Farringdon station Works at the station to provide new 245m length platform tunnels fitted out to 210m between Farringdon LB Camden, LB Road and Lindsey Street. Islington and City

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Route Route Window Main Works Description of the Works Local Authority Window Name of London Construction of a new 8m high western ticket hall at Farringdon Road (to include EIP access and ventilation equipment within its footprint).

Construction of a new 8m 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 36m from street level. A crossover will be constructed to the east of the station. Works at the station to provide new 245m length platform tunnels fitted out to 210m between and Blomfield Street. C7 Liverpool Street Liverpool Street station City of London station and LB Tower Hamlets Moorgate ticket hall Construction of a new 8m deep western ticket hall at Moorgate station, to include EIP access and ventilation equipment within its footprint (shaft is approximately 20m 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 28m 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 42m from street level.

C8 Whitechapel station Hanbury Street shaft Construction of a shaft to contain ventilation equipment and provide EIP access; the surface structure will LB Tower be approximately 12m high. Hamlets

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Route Route Window Main Works Description of the Works Local Authority Window Name

Hanbury Street to Pedley Construction of a single bore temporary tunnel from the Hanbury Street shaft to a temporary shaft at Street temporary tunnel Pedley Street. This tunnel and shaft will be used to transfer excavated materials from the central section and shaft. tunnelling works by Conveyor, and then onto the stockpile at Mile End (Devonshire Street) sidings for onward transport by rail.

Whitechapel station Works at the station to provide new 245m length platform tunnels fitted out to 210m between Court Street and Road.

Western and Eastern Construction of a new eastern ticket hall at the junction of Cambridge Heath Road and Whitechapel Road, including ticket halls ventilation and EIP.

New ticket hall over the London Underground 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 25m and 38m from street level.

C8A Mile End conveyor Temporary works Temporary works will take place within this route window to construct a conveyor belt to take excavated material LB Tower corridor from Pedley Street to temporary excavated material handling facilities, to be constructed at Mile End (Devonshire Hamlets 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 ground and LB Tower shafts Garden Street, which will include two 7.5m high structures at ground level. Hamlets

Twin-bore tunnels Construction of twin tunnels with the rails at a depth of between 22m and 37m from 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 shaft Lowell Street shaft Construction of a ventilation, escape and EIP access shaft of approximately 15m in height at the corner of LB Tower and Basin Approach (610 Commercial Road). Hamlets

Twin-bore tunnels Construction of the twin tunnels with the rails at a depth of between 32m and 40m from street level.

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Route Route Window Main Works Description of the Works Local Authority Window Name

C11 Isle of Dogs station Hertsmere Road shaft Construction of an EIP access shaft on Hertsmere Road, which will include an 8m high structure at the LB Tower surface. Hamlets

Isle of Dogs station Construction of a station and crossover within a 475m long box located below West India North Dock. The cross-over will be constructed within the western part of the box and the station, with a 210m 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 30m to 50m from street level.

C12 Mile End Park and Mile End Park shaft Construction of a ventilation, escape and EIP access shaft in the southeast corner of Mile End Park next to Burdett LB Tower Eleanor Street Road, which will include a 7m high surface structure. Hamlets shafts

Eleanor Street shaft Construction of an EIP access and ventilation shaft in the eastern end of the caravan park, which will include an 11m high surface structure.

Twin-bore tunnels Construction of twin tunnels with the rails at a depth of between 23m and 28m from street level.

C13 Pudding Mill Lane Pudding Mill Lane portal Construction of the eastern portal of the central area tunnels along with a shaft accommodating EIP and LB Tower portal escape facilities. Hamlets and LB Newham The tunnel eye will be located to the east of the River Lea. A ramp will be provided to access the Great Eastern Mainline at track level, which will be partially enclosed in a cut and cover box.

Demolition of and reconstruction of the Pudding Mill Lane DLR station to accommodate these works.

Road closures Pudding Mill Lane will be permanently closed to road traffic. Marshgate Lane will be permanently opened to road traffic as compensation.

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Route Route Window Main Works Description of the Works Local Authority Window Name

Changes to the Re-alignment of the DLR to the south and provision of a replacement DLR Pudding Mill Lane station.

Changes to Great Eastern Re-alignment of the westbound (up line) electric track of the Great Eastern Mainline to Liverpool Street to Main Line accommodate Crossrail.

Twin-bore tunnels Construction of twin tunnels with the rails at a depth of up to 38m from street level and ground level.

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1.1.1 Construction Construction methods for the Central route section are described in further detail in Chapter 8 of the Environmental Statement, under each route window.

1.1.2 Design Options Design options which have been considered, but not taken forward, are described in Chapter 8 of the Environmental Statement, under each route window.

1.2 Route Window C1: Royal Oak Portal

1.2.1 Overview of Route Window C1 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.

1.2.2 The 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 210m 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.

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Royal Oak Portal and Approach Ramp

A 310m 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 cutting. A 280m 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. A new electrification feeder station will be installed to the north of the railway, east of Great Western Road. Electrical equipment will be added to this existing feeder station although there will be no increase in land take.

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 8m2 and will include a surface-level structure of 4m 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 15m at the tunnel eye at Westbourne Bridge shaft. From here the tunnels will continue to descend an approximate depth of between 20 and 30m 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.

1.3 Route Window C2: Paddington Station

1.3.1 Overview of Route Window C2 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 30m 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.

1.3.2 The Permanent Works Paddington Station

The new Crossrail station will be constructed under Eastbourne Terrace. It will provide an interchange with LUL and National Rail services. Above ground, the station will consist of a narrow glazed structure, between 6m and 8m high, referred to as the ‘light spine’. This will run the length of the station and separate the existing Departures Road (for taxi 38

0002_R_Central.doc Crossrail Archaeological Impact Assessment: Central Route Section © MoLAS 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 20m and 30m below street level.

1.4 Route Window C3: Hyde Park and Park Lane Shafts

1.4.1 Overview of Route Window C3 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 27m and 34m 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.

1.4.2 The 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 660m 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 15m by 10m in area by 12m deep (protruding about 2m 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 13m width will run eastwards to the 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 13m 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.

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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 1500m.

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 7.5m diameter and 2m high 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 12.5m. 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 34m below street level at Hyde Park shaft before rising to an approximate depth of 27-28m below street level at Park Lane.

1.5 Route Window C4: Bond Street Station

1.5.1 Overview of Route Window C4 The permanent works will consist of two new twin-bore tunnels and a new station at Bond Street featuring two ticket halls. The route window is located within the . The route runs beneath Mayfair, 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 land uses 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.

1.5.2 Permanent Works Overview

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 26m 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 30m high at the western ticket hall and approximately 35m high at the eastern ticket hall.

The Crossrail Bill does not provide powers for development to replace that demolished at 65 Davies Street and 18/19 Hanover Square for the reasons described in Section 3.8 in Chapter 3. However it is extremely unlikely that such development will not be constructed.

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 40

0002_R_Central.doc Crossrail Archaeological Impact Assessment: Central Route Section © MoLAS 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 210m, although the station tunnels will be constructed to facilitate extensions to 245m 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.

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 in Volume 7 of the ES; Figures C1.2 and C1.3 provide elevations.

Eastern Ticket Hall

The eastern ticket hall will be located at street level in 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 in Volume 7 of the ES; Figure C1.5 provides elevations.

Twin-bore Tunnels

Six metre diameter twin-bore tunnels will be constructed so that the rails will lie at 26m to 32m below street level at Bond Street station.

1.6 Route Window C5: Tottenham Court Road Station

1.6.1 Overview of Route Window C5 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 24m below street level. East of Poland Street the alignment runs under Soho, approximately parallel with Oxford Street, towards . 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.

1.6.2 The Permanent Works Overview

The permanent works will consist of:

• twin-bore tunnels; 41

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• 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.

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 245m should the need to operate longer trains arise.

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 in Volume 7 of the ES; Figures C1.7 and C1.8 provide elevations.

Fareham Street Shaft

A shaft will be sunk to the immediate south of the western ticket hall. The shaft will be 19m 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 in Volume 7 of the ES; Figures C1.7 and C1.8 provide elevations.

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 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 which will replace the existing station entrance;

• the front of Centre Point and facing northwards containing a fixed stair and a lift; and

• the front of Centre Point and pointing southwards containing two escalators and a fixed stair.

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From the eastern ticket hall (approximately 14m high), 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 in Volume 7 of the ES; Figures C1.10 – C1.12 provide elevations.

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 in Volume 7 of the ES; Figure C1.14 provides elevations.

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 in Volume 7 of the ES; Figures C1.16 and C1.17 provide elevations.

Twin-bore Tunnels

Six metre diameter twin-bore tunnels will be constructed with the rails at approximately 24m 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 21m from street level at the Fisher Street shaft.

1.7 Route Window C6: Farringdon Station

1.7.1 Overview of Route Window C6 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 31m. 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.

1.7.2 Permanent Works Overview

The permanent works will consist of two new twin-bore tunnels and a new station at Farringdon with two new ticket halls.

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The Crossrail Bill does not provide powers for development to replace that demolished at Farringdon Road, Lindsey Street, Charterhouse Street and 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.

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 210m although the tunnel will be constructed to facilitate extensions to 245m 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.

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 8m 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 which 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 in Volume 7 of the ES; Figure C1.19 provides elevations.

Lindsey Street (Eastern) Ticket Hall

At Lindsey Street, the ticket hall (approximately 8m 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 in Volume 7 of the ES; Figures C1.21 – C1.25 provide elevations.

Twin-bore Tunnels

Six metre diameter twin-bore tunnels will be constructed with the rails at approximately 31m depth below street level, based on the depth at the western end of Farringdon station. A 150m long crossover 15m in width will also be constructed approximately 100m from the east of Farringdon Station, near to the eastern end of Defoe House within the Barbican centre. The provision of this cross over will ensure that Crossrail services will continue to run during emergencies and disrupted services. 44

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1.8 Route Window C7: Liverpool Street Station

1.8.1 Overview of Route Window C7 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.

1.8.2 The Permanent Works Overview

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 ticket hall 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.

The Crossrail 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 Chapter 3 of the ES. However it is extremely unlikely that such developments will not be carried out. Indeed planning permission was received in November 2004 for an over-site development that incorporates the requirements for a ticket hall and associated facilities.

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 LUL 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.

Moorgate (Western) Ticket Hall

A new basement level ticket hall (approximately 8m 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. There will be a tunnelled pedestrian connection between the Crossrail platforms and the Northern line platforms.

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The layout of the ticket hall is shown in Figure C1.27 in Appendix C1 in Volume 7 of the ES; figures C1.26 and C1.28 provide elevations.

Blomfield Street Shaft

At 11-12 Blomfield Street, a new 37m deep box will be sunk to provide ventilation, escape and EIP facilities to the Crossrail station tunnels. The surface structure will comprise a 28m high operations building on the rear part of the site. A 28m high ventilation stack will be provided. The layout of the facility is shown in Figure C1.29 in Appendix C1 in Volume 7 of the ES; figure C1.30 provide elevations.

Twin-bore Tunnels

Six metre diameter twin-bore tunnels will be constructed with the rails at approximately 36m to 42m below street level, based on the tunnel depth at the western end of Liverpool Street station.

1.9 Route Window C8: Whitechapel Station

1.9.1 Overview of 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 26m and 31m from street level. East of Commercial Street the alignment runs approximately parallel with and south of the (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, integrated with it, a shaft structure; and

• a new ticket hall over the District line tracks.

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 construction phase. The temporary shaft at Pedley Street will be backfilled and the site reinstated.

1.9.2 The Permanent Works

Hanbury Street Shaft To comply with safety requirements, Crossrail will need to construct a shaft between Liverpool Street and Whitechapel stations. A shaft measuring 17m in width and 37m 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 and maintenance building approximately 12m high. The

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0002_R_Central.doc Crossrail Archaeological Impact Assessment: Central Route Section © MoLAS layout of the facilities is shown in Figure C1.31 in Appendix C1 in Volume 7 of the ES; Figures C1.32 and C1.33 provide elevations.

The Crossrail 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.

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. A new western ticket hall is proposed 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 at Durward Street. 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 northern most and southern two (by London Underground). Ventilation, escape and EIP infrastructure will be construction at the Sainsbury’s Carpark worksite

The Durward Street shaft will include the Whitechapel station interchange concourse (providing access to London Underground East London Line platforms) escape, EIP and ventilation equipment. The shaft is formed by a below ground box of irregular shape. This will be constructed within an area of land known as Essex Wharf and will require the demolition and subsequent reinstatement of the caretaker’s property at Swanlea 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.

1.10 Route Window C8a: Mile End Conveyor Corridor

1.10.1 Overview Route Window 8A 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

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1.10.2 The Permanent Works 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.

1.11 Route Window C9: Stepney Green Shaft

1.11.1 Overview of Route Window C9 Crossrail’s twin-bore tunnels will pass between Stepney Green in the west and the Regents 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 feature 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.

1.11.2 The 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 16m diameter shafts will be constructed on Stepney Green, immediately west of Garden Street. EIP, ventilation and escape facilities will be provided. Two 7.5m high surface structures will be constructed along with an area of hard standing. Beneath the surface, a concrete box will contain ventilation equipment.

Twin-bore Tunnels The rails will lie at an approximate depth of 28m (eastbound) and 36.9m (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 10.15m and a length of 115m (eastbound) and 133m (westbound).

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1.12 Route Window C10: Lowell Street Shaft

1.12.1 Overview of Route Window C10 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.

1.12.2 The Permanent Works

Lowell Street Shaft To comply with safety requirements, Crossrail will require a shaft to be located in this area. An 18.8m diameter shaft will be constructed on undeveloped land at the corner of Commercial Road and Basin Approach (at 610 Commercial Road). The site is bounded by the DLR viaduct to the south and a disused railway viaduct to the east. EIP, ventilation and escape facilities will be provided. The ventilation structures will be about 15m in height. One approximately 25m long surface structures will be constructed along with an area of hard standing. Beneath the surface, a concrete box will contain ventilation equipment. The layout of the ticket hall is shown in Figure C1.34 in Appendix C1 in Volume 7 of the ES; Figure C1.35 provides elevations.

The Crossrail Bill does not provide powers for development to replace that demolished at Lowell 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.

Twin-bore Tunnels Two 6m diameter twin-bore tunnels will be constructed with rails that will lie at a depth of approximately 40m (eastbound) and 36m (westbound) below street level at Lowell Street shaft.

1.13 Route Window C11: Isle of Dogs Station

1.13.1 Overview of Route Window C11 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 30m 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.

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1.13.2 The Permanent Works

Overview 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 9m 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, an 8m high building will be constructed with a basement containing plant equipment. An area of hard standing will also be provided adjacent to the building along with a 30-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 475m long concrete box with a 245m long island platform. This will be fitted out to 210m with the potential for extension should the need to operate longer trains arise. A 165m 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 to the west of Great Wharf Bridge, which will require rebuilding. A bank of escalators will be provided from the bridge down to the dockside level 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.

Twin-bore Tunnels Two 6m diameter tunnels will be constructed such that the rails will climb from a depth of approximately 30m below street level at Hertsmere Road shaft to a depth of approximately 29m below street level at the western end of Isle of Dogs station.

1.14 Route Window C12: Mile End Park and Eleanor Street Shafts

1.14.1 Overview of Route Window C12 Crossrail’s twin-bore tunnels will broadly follow the existing railway corridor in this route window, with the rails at an approximate depth of between 23m and 28m from

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1.14.2 Permanent Works

Overview 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 16m diameter shaft in the southeast corner of Mile End Park bounded by Burdett Road and the mainline railway viaduct that carries the line to and from . The shaft will have emergency escape, EIP and ventilation facilities which will be housed in a structure approximately 8m high, 38m wide and 52m long. The surface structure will be shaped as a green mount. A hardstanding area will be provided for emergency assembly, emergency and maintenance vehicles.

Eleanor Street Shaft To comply with safety requirements, Crossrail will construct a 15m diameter shaft within the eastern extent of the caravan park at the eastern end of Eleanor Street. The site is in an area of land bounded by LUL’s District line and Network Rail’s line to Fenchurch Street. Ventilation and emergency intervention facilities will be provided. A surface structure of 11m height, 17.5m width and 35.5m length will be constructed and set within an area of hard standing for emergency and maintenance vehicles.

Twin-bore Tunnels Two 6m diameter tunnels will be constructed such that the rails will descend from a depth of approximately 23m below street level at Mile End Park shaft to a depth of approximately 28m below street level at Eleanor Street shaft.

1.15 Route Window C13: Pudding Mill Lane Portal

1.15.1 Overview of Route Window C13 Crossrail’s twin-bore tunnels will pass between the A11, Bow Road at a depth of about 17m 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 station and some realignment of existing railway. North of Bow Road, the alignment runs roughly parallel with the Docklands Light Railway (DLR) corridor towards Pudding Mill Lane station. From Pudding Mill Lane station the alignment shares 51

0002_R_Central.doc Crossrail Archaeological Impact Assessment: Central Route Section © MoLAS 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.

1.15.2 Permanent Works

Overview Permanent works will consist of:

• Pudding Mill Lane Portal, ramp and cut and cover box;

• a new Pudding Mill Lane Docklands Light Railway station and alignment;

• re-alignment of the westbound (up line) electric track of the Great Eastern Main Line (GEML);

• twin-bore tunnels; and

• permanent closure of Pudding Mill Lane to road traffic and the opening up of Marshgate Lane to road traffic.

Pudding Mill Lane Portal, Ramp and Cut and Cover Box The site is located between Marshgate Lane in the east and the River Lea in the west. From the track level of the GEML, a ramp will descend to a portal and cut and cover box, which starts immediately to the west of the existing DLR station. The ramp will continue to the tunnel eye, which is located immediately to the east of the River Lea, from where the twin-bore tunnels commence.

Changes to the DLR The DLR will be re-aligned 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.

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Twin-bore Tunnels Two 6m diameter twin-bore tunnels will be constructed with the rails at a depth of approximately 17m (eastbound) and 19m (westbound) below street level.

1.16 Route Window C13A: Abbey Mills

1.16.1 Overview of Route Window C13A 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 delivered and removed 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 6 months of the above period, 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 TWUL’s existing Abbey Mill Pumping Station. Historic and archaeological remains are likely to survive in these areas.

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Assessments of Impacts: Westbourne Park to Stratford and Isle of Dogs

Route-wide impacts Protective measures to mitigate the effects of ground settlement from tunnelling could require techniques, such as underpinning, which would require localised excavations. The location and details of any such measures that are required will not be determined within the timescale of the EIA, but they could partially or completely remove potential archaeological remains within the footprints of individual excavations.

Permeation grouting of the terrace gravels may be required at some sites, but the majority of these will not be determined within the timescale of the EIA. Where required, permeation grouting is likely to affect only the bases of any deeper cut archaeological features surviving within the gravels (eg wells), where it would remove the information value of such remains by consolidating the deposits to a degree which prevents future access and investigation.

Route Window C1

Site 199 Westbourne Park

Site name Westbourne Park Site no. 199 Route Section Central Window C1 Location Westbourne Green/Paddington, City of Westminster NGR 525180 181730 Proposed New turnback facility consisting of two new island platforms of 210m Works length, access bridges, new tracks, signalling, and electrical work (including OHLE). Geology & The site is located on London Clay. Topography The study area slopes down from c 30m OD in the north, around the Grand Union Canal, to c 23m OD on Westbourne Park Road, and below 22m OD further to the south.

Baseline • No Scheduled Ancient Monuments within the search area. resources • No archaeological priority zones within the search area. • Westbourne Park station opened in 1866. • The Grand Union Canal crosses the search area to the north of the site. • Low potential for 18th to 19th-century occupation (SIR92).

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• Low potential for Westbourne Green medieval and post-medieval village (GLSMR 085534, 082451). This lay north of what is now the Harrow Road and West Way, outside of the Crossrail site, although the GLSMR spot is inaccurately located. Current status The site is currently occupied by railway lines and Visited ? of land associated buildings in open land to the north. The current Yes Westbourne Park station and railway is in a wide shallow cutting, levelling out to grade to the south. To the north, a Tarmac depot and land extending under Westway to the Grand Union Canal will be utilised. Past impacts The cutting appears from level surveys to be terraced into the north- south slope, by as much as 4–6m in the north of the Crossrail site, but by only c 0.8m at the southern edge of the cutting and c 1.50m in the main works area.

Importance of • Moderate importance: low potential for Westbourne Green the baseline medieval and post-medieval village. Reasons: rarity of evidence resources from this medieval village; and supporting data in the form of historical documentation. These remains are unlikely to extend to the Crossrail site (see above). • Low importance: low potential for 18th to 19th-century occupation. Reason: limited potential to contribute to published priorities and remains would probably be heavily fragmented. Impact • Two island platforms would be constructed with blockwork walls and fill, and crosswalls with precast planks. Platform wall foundations will be spread footings between 1m and 1.5m deep, unless made ground is of poor quality when mini-piles will be employed. The impact of foundations for platforms or bridges would be to partially or completely remove any surviving archaeological remains. • New track work is proposed for both the Crossrail facility and the GWML. The proposed track levels are lower than existing track levels. Drainage for the new tracks and platforms will be connected to the existing track drainage. The impact of track work would be to partially or completely remove any surviving archaeological remains. The north area of the cutting has been terraced, the main works area rises c 1.50m to the north and localised truncation is likely. • Steel access bridges would be constructed at each end of the platforms. The foundations are likely to be spread footings 1m below ground level, but deeper if necessary to ensure the foundation is below made ground. Small diameter piles would be used if the removal of made ground is impractical. The likely impact of the foundations would be to partially or completely remove any surviving archaeological remains.

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• Minor station structures are likely to be supported on spread footings 1m below ground level, but deeper if necessary to ensure the foundation is below made ground. Small diameter piles would be used if the removal of made ground is impractical. The likely impact of the foundations would be to partially or completely remove any surviving archaeological remains. • New electrical work is limited to installation of new structures and adjustments at existing interfaces. It is thought 1m-deep excavation will be required for the signalling facilities. The impact of excavation would be to partially or completely remove any surviving archaeological remains. • Construction of new batching plant in the Royal Oak Worksite West involves ground lowering, retaining wall construction, two new siding roads being constructed and five silos erected. Impact: These works are likely to partially or completely remove potential archaeological remains. • The final design for electrical structures, including OHLE, have yet to be determined, and therefore it is not possible to fully assess these impacts at this time. • Details of the impact of any footings and groundworks that may be required in the construction compound (‘worksite’), other than the batching plant (above), will not be available within the timescale of the EIA, but if required works such as preparatory ground reduction and footings for plant, accommodation, etc are likely to partially or completely remove potential archaeological remains. Magnitude of Moderate, with potential for a Significant Impact impact before mitigation Additional The level of existing truncation from the cutting and existing track and information railway structures would be needed to refine the mitigation strategy, required? possibly from examining further data, eg borehole or other geotechnical data, or from field evaluation. Incorporated The generic data gathering and mitigation measures, as described in the Mitigation incorporated mitigation, would be applied to this Crossrail site.

Initially, DDBA and/or field evaluation would be required to establish levels of survival. Residual None Impact after The incorporated mitigation measures would constitute preservation by incorporated record. mitigation Site specific None required mitigation

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Residual None Impact after site specific mitigation Significance of Non-Significant Residual Impact Engineering Engineering Information provided by Crossrail sources ES Scheme Description Sources Historical / A 300m search of GLSMR and LAARC around the Crossrail site. Archaeological Industrial Archaeology Society (GLIAS) database v.2.65 sources Researcher R W-B, Date 21/12/04 NJE, PM, HK, JDM, JC

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Site 200 Royal Oak Portal

Site name Royal Oak Portal Site no. 200 Route Section Central Window C1 Location Paddington, City of Westminster NGR 525780 181600 (NW) to 526350 181440 (SE) Proposed Retained cut leading to open ramp/cutting, tunnel portal, cut and cover Works section, tunnel eye with construction/ventilation shaft, and construction compound for works. Geology & The site is situated on London Clay. East of Bishops Road Bridge, the Topography London Clay is overlain by the Lynch Hill terrace gravels, capped with brickearth at the extreme eastern edge of the study area (brickearth area not affected by the Crossrail works at this site). The former course of the Westbourne crosses the site: the 19th-century channel probably lay immediately to the east of Ranelagh Bridge (based on map of 1824–6). The BGS mapping suggests that there is no alluvium associated with the Westbourne, north of the Serpentine, however boreholes indicate that alluvium survives west of Lord Hill’s Bridge down to c 18m OD. The origin of this alluvium is unclear, however it is likely to represent a former course of the Westbourne, some 100–200m to the west of the 19th-century location. The study area slopes gently down from c 30m OD in the north around the Grand Union Canal, to below 22m OD around Westbourne Park to the south.

Baseline • No Scheduled Ancient Monuments within the search area. resources • No archaeological priority zones within the search area. • The Grand Union Canal crosses the search area to the north of the site, and the bridge at Paddington Basin is recorded in the SMR (GLSMR 084471). • Moderate potential for palaeo-environmental evidence and redeposited artefacts, of all periods associated with the Westbourne which was extant until the mid-19th century. It is possible that river deposits survive, although no alluvium from it is mapped by the BGS and it is uncertain whether the former channel has survived truncation within the railway cutting. • Low potential for features associated with Westbourne Green and Paddington medieval and post-medieval villages (SIR92, GLSMR 085534, 082451) well beyond the Crossrail site (see above re. 085534), and also for Westbourne Place, documented medieval house of unknown location in the manor of Paddington (GLSMR 081392), and for post-medieval occupation at Westbourne Park. 19th-century pottery dumps were recovered at Paddington Goods Yard (PGY90/PYD00).

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Current status The site is south of the Westway and includes railway lines Visited ? of land and associated buildings, interspersed with open ground. The Yes area to the north, including the land to be acquired, is currently occupied by a taxi store and single/double storey buildings. The present railway is cut into the natural slope, forming a shallow cutting to the north and a corresponding terrace to the south. Three road bridges cross the site, Westbourne Bridge, Ranelagh Bridge and Lord Hill’s Bridge. Past impacts Excavations to the east of the site (PGY90/PYD00) suggest that it is unlikely that any material pre-dating the mid-19th century would survive within the northern side of the cutting, with the possible exception of deeply cut features, including the former channel of the Westbourne. Other impacts include the Ranelagh sewer, and the Thames/Lea Valley water main at an invert level of c –12.6m OD. Importance of • Moderate importance: moderate potential for palaeo- the baseline environmental data and associated prehistoric and later finds within resources the former . Reasons: the rarity of evidence for the Westbourne; possible presence of a deposit type preserving evidence of past environments and potential to contribute to published priorities including the local research objective: “Understanding London’s hydrology and river systems and tributaries … ” (Museum of London 2002, 79). • Moderate importance: low potential for remains from medieval Westbourne Place, Westbourne Green, and Paddington medieval and post-medieval villages, and post-medieval Westbourne Park. Reason: local rarity of evidence from the medieval village, and supporting data in the form of historical documentation for all resources. The remains from the two medieval villages are not predicted to extend to the Crossrail site (see above), but Westbourne Place is unlocated. Impact The portal works include the approach to the tunnel eye and consist of the tunnel approach ramp followed by a retained cut, a length of cut and cover tunnel and a shaft at the tunnel eye. The shaft will be used for construction of TBM driven running tunnels and on completion will become ventilation and intervention shafts. There would be worksites at Paddington New Yard and the area east of Westbourne Bridge. Going east from Westbourne Park the impacts are:

• 80m-approach ramp: piled and retained cut. This would descend from ground level c 23m OD to c 18m OD. The impact of the construction of the ramp would be to partially and/or completely remove all surviving archaeological remains.

• 230m-tunnel approach ramp: piled in a retained cut with diaphragm walls. This would descend from c 18m OD to c 11m OD. The impact of the construction of the ramp would be to completely remove all surviving archaeological remains.

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• 280m cut and cover tunnel, with a dividing wall, diaphragm walls, and escape stairs at the portal. This would descend from c 11m OD to c 8m OD. The impact of the construction of the tunnel and stairs would be to completely remove all surviving archaeological remains.

• Tunnel eye incorporating a shaft for construction, ventilation, and intervention. The shaft would measure c 20m by 20m and employ diaphragm walls. The shaft descends to a level of c 0m OD. The impact of the construction of the tunnel eye would be to completely remove all surviving archaeological remains.

• Construction compounds (‘worksites’) at Royal Oak Worksite West and Royal Oak Worksite East. Works having a potential impact are: settlement monitoring instrumentation, railway sidings for spoil extraction (requiring c 0.6m of excavation, plus track drainage), Bentonite and other plant, and possible repositioning of gantries over the tracks. The impact of these works would be to partially remove any archaeological remains, which survived within their individual footprints.

• A retaining wall and track realignments are required west of the tunnel approach ramp, in the area of the rail sidings into Paddington New Yard (extending westwards to Westbourne Park, but considered here). Track realignment postdates the use of the west worksite and therefore forms part of the work described in the Westbourne Park Site 199. Details of retaining wall construction are yet to be determined, but they may partially or completely remove any surviving archaeological remains.

• Details of the impact of service diversions will not be available within the timescale of the EIA, but these are likely to partially or completely remove any surviving archaeological remains. Magnitude of Moderate, with potential for a Significant Impact impact before mitigation Additional Levels of truncation and survival, especially in the cutting, including information the location of any palaeochannel from the former Westbourne, would required? be required to in order to refine the mitigation strategy. Incorporated The generic data gathering and mitigation measures, as described in the Mitigation incorporated mitigation, would be applied to this Crossrail site.

Initially DDBA and/or field evaluation would be required to establish levels of survival, the location of any palaeochannel, and investigation of the alluvium west of Lord Hill’s Bridge in order to refine the mitigation strategy. This is likely to lead to archaeological excavation, constituting preservation by record.

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Residual None Impact after The incorporated mitigation measures would constitute preservation by Incorporated record. Mitigation Site specific None required mitigation Residual None Impact after site specific mitigation Significance of Non-significant Residual Impact Engineering Engineering Information provided by Crossrail sources ES Scheme Description Sources Historical / A 500m search of GLSMR and LAARC around the Crossrail site. Archaeological Greater London Industrial Archaeology Society (GLIAS) database v.2.65 sources Researcher R W-B, Date 12/01/2005 NJE, JDM, PM, JC

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Route Window C2

Site 201 Paddington Station

Site name Paddington Station Site no. 201 Route Section Central Window C2 Location Paddington, City of Westminster NGR 526430 181480 (NW) to 526730 181130 (SE) Proposed An additional station located within a box structure beneath Eastbourne Works Terrace and Departures Road, with tunnelled passenger links to the mainline station. Provision for a future tunnel connection with the Hammersmith and City lines. Geology & Lynch Hill terrace gravels. Terrace gravels have been recorded at a Topography height of c 23m to 24m OD, and the underlying London Clay at c 18.5m OD to 23m OD (Hybrid Bill Design Report 1D0200-C1S04-10250/P1). The former course of the river Westbourne lies west of Gloucester Terrace, and the BGS mapping depicts no alluvium from the Westbourne to the north of the Serpentine, and no alluvium was recorded from boreholes on the site so there should be no associated deposits within the Crossrail site. The ground slopes gently down from north to south; the ground level at Eastbourne Terrace is c 26m to 27m OD.

Baseline • No Scheduled Ancient Monuments within the search area. resources • A City of Westminster Area of Special Archaeological Priority, for the villages of Lillestone and Paddington extends into the north- eastern part of the search area, but is beyond the Crossrail site. • St Mary’s Hospital in Praed Street, over 100m to the east of the works area, was founded in 1845, but utilises earlier buildings (PED01, GLSMR 207075). • The post-medieval church and burial ground at Paddington Green, originally a medieval chapel, is over 300m to the north-east, on the opposite side of the A40 roadway and will not be affected by the Crossrail works (GLSMR 081211 and 083900). • High potential for original construction evidence associated with the Grand Union Canal and Paddington Basin built in 1801, which is immediately to the north of the site. Fragmentary evidence was excavated at Paddington Basin (PRA98, GLSMR 084470). There is also a known resource, Brunel’s c 1838 cast iron bridge, where Bishop’s Bridge Road crosses the canal. This is currently being relocated, as part of a road improvement project and is not affected by the Crossrail works.

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• Moderate potential for 18th to 19th-century garden features and 17th to 19th-century gravel/brickearth extraction pits, the infill containing mid-19th-century pottery assemblages (PGY90, PYD00, PAG97). • Moderate potential for a medieval water conduit, the head of which was at the junction of Westbourne Terrace and Craven Road, adjacent to the Crossrail site (GLSMR 081270/01/001). • Low potential for the Saxon and medieval settlement of Paddington which lay to the north-east of the site, around the church and Green (GLSMR 081210). • Low potential for Brunel’s first terminus for the Great Western Railway c 1838. This wooden structure was in a different location to the current station, on what later became the goods depot south of the Harrow Road (see under Past Impacts, below). Any works affecting the structural fabric of the present station (originally constructed to Brunel’s design c 1854) are dealt with separately, in the Heritage and Townscape technical report. Current Currently occupied by Paddington Station and Eastbourne Visited ? status of land Terrace. There are multi-storey buildings on the south- Yes western side of Eastbourne Terrace, whereas on the station side of the road there is a traffic access ramp to the station. Although all the station is apparently at basement level, this may be as much the result of land raising outside the station (eg in the construction of Eastbourne Terrace) as of truncation within it. Bishops Road Bridge overlies the tracks at the west end of the station. Past impacts Archaeological fieldwork on part of the Crossrail site (PGY90, PYD00) suggests that the original GWR station and any earlier archaeological remains have been truncated down to London Clay by the subsequent construction of Paddington Goods Yard. Localised truncation to a depth of c 20.6m OD has taken place within the basements at Macmillan House.

Importance of • Moderate importance: low potential for Saxon and medieval the baseline Paddington village, around the church and Green. Reason: local resources rarity of Saxon evidence; but it would have supporting data in the form of historical documentation. • Moderate importance: moderate potential for medieval water conduit. Reasons: group value with locally rare remains of London’s water supplies, historical supporting data; potential to contribute to published priorities (eg Museum of London 2002, 82).

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• Moderate importance: high potential for wharves, structures and other industrial archaeology features associated with the Grand Union Canal and Paddington Basin. This was one of the principal depots for produce supplying London, prior to construction of the first railways. Reasons: group value with railway infrastructure, historical supporting data and potential to contribute to published priorities (eg Museum of London 2002, 81). • Moderate importance: low potential for Brunel’s original GWR station of 1838. Reason: poor survival quality, previous fieldwork indicates that it is unlikely that any significant remains will survive. Any significant surviving remains, however, would have group value with other railway and industrial infrastructure, historical supporting data, historical associations with Brunel and the 19th- century railway, and potential to contribute to published priorities (eg Museum of London 2002, 81). • Low importance: moderate potential for post-medieval garden features, quarries and associated artefact assemblages. Reasons: unlikely to make a significant contribution to local research agenda, and probably heavily fragmented. Impact The new below ground eastern and western ticket halls are located in a retained–wall box structure. This incorporates all associated structures, including vent and emergency escape shafts, platforms, and associated services. From the new concourse, passenger links would be constructed to the existing mainline and underground stations.

• The main station box would be a substantial structure c 332m x 29m and 22m deep, to a level of c –1.5m OD. A diaphragm wall would be constructed beneath the full length of Eastbourne Terrace and Departures Road. Following installation of the retaining walls, excavation of the box and construction of the station would proceed using the top down method. The impact of these works would be to remove all surviving archaeological remains within the footprint of the box. • Currently three connections would be constructed to link Crossrail concourse level to the mainline station and other underground lines. These are bored tunnels, with formation levels c 1m deeper than the floor levels given below. ○ Passenger tunnel to the , partly under Macmillan House. The new tunnel floor level would be at c 12.5m OD; crown height c 16.5m OD. At these levels the tunnel would be located within the London Clay, and would have no impact on archaeological remains. ○ Link to the mainline station: a link between Crossrail concourse level (18.32m OD) and the existing Paddington lawn concourse (20.32m OD) via an escalator. The link would pass through Macmillan house, from the eastern end of the station. The impact of this construction would be to remove all 64

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surviving archaeological deposits within the interchange area outside existing basements. However further detailed review of the existing structure of Macmillan House will be required to continue the design of this interchange and assess its impact. ○ Structural alterations to the basements of Macmillan House required for a new entrance to the mainline station would be located within the natural geology with no impact on archaeological remains, except for the possibility of extremely deeply cut features, such as wells. ○ Passenger tunnel to District and Circle line: a shallow cut and cover tunnel under Praed Street to connect to LUL platform level. The floor level of the tunnel would be at c 18.30m OD, rising to c 20.30m. Impact: the tunnel is likely to completely remove any surviving archaeological remains. • There would be four construction compounds (‘work sites’): ○ Eastbourne Terrace Worksite. ○ The platform 1A worksite, north of Bishops Bridge road: 8–12 Bishops Bridge Road would be affected at foundation level and may need to be partially demolished. ○ A worksite for the Circle Line Link in close vicinity to the works. ○ Red Star Deck Worksite: Impact: new utility installation and existing utility diversions. Details of the impact of service installation and diversion will not be available within the timescale of the EIA, but these are likely to partially or completely remove potential archaeological remains. ○ Details of the impact of any footings and groundworks that may be required in the construction compounds will not be available within the timescale of the EIA but, if required, works such as preparatory ground reduction and footings for plant, accommodation, etc are likely to partially or completely remove potential archaeological remains. There may, however, be little or no impact from works at existing ground level in Eastbourne Terrace, as it is likely that this area has been raised considerably in the 19th or 20th centuries. • A number of services will require diversion/protection during the scheme, notably in Eastbourne Terrace and Departures Road. The existing Victorian sewer in Eastbourne Terrace will be reinstated in Eastbourne Terrace following the box construction. Details of the impact of service diversions will not be available within the timescale of the EIA, but these are likely to partially or completely remove potential archaeological remains.

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• Triangle site at the junction of Bishops Bridge Road and Grand Union Canal – construction of a new ramp by either Crossrail or Hammerson/Domaine for future site development. Details of any impact will not be available within the timescale of the EIA, but these works are likely to partially or completely remove potential archaeological remains. Magnitude of High, with potential for a Significant impact impact before mitigation Additional Information on the levels of survival beneath the existing truncation information from previous development, in order to refine the mitigation strategy. required? Incorporated The generic data gathering and mitigation measures, as described in the Mitigation incorporated mitigation, would be applied to this Crossrail site. Initially, DDBA and/or field evaluation would be required to establish levels of survival. This is likely to lead to full archaeological excavation of any areas where remains are revealed, constituting preservation by record. Residual None Impact after The incorporated mitigation measures would constitute preservation by Incorporated record. Mitigation Site specific None required mitigation Residual None Impact after site specific mitigation Significance Non-Significant of Residual Impact Engineering Engineering Information provided by Crossrail sources ES Scheme Description Sources Historical / A 500m search of GLSMR and LAARC around the Crossrail site. Archaeological sources Greater London Industrial Archaeology Society (GLIAS) database v.2.65 Researcher R W-B, Date 21/12/2004 JD-M, PM, JC

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Route Window C3

Site 202 Hyde Park Vent Shaft

Site name Hyde Park Vent Shaft Site no. 202 Route Section Central Window C3 Location Hyde Park, City of Westminster NGR 526640 181200 (NW) to 527780 180320 (SE) Proposed Ventilation and intervention shaft, cut and cover tunnel (plenum), Works ventilation terminal and emergency access passage. Temporary landtake for access and construction compound (work site). Geology and Lynch Hill Thames terrace gravels, probably sealed by brickearth Topography (Langley Silt Complex). Although the BGS mapping does not show brickearth within Hyde Park, it had survived later truncation in one of four test pits within the Crossrail site (HPN93), and was also present on the southern side of the park (WTG02). Beyond the Crossrail site to the south and east, BGS mapping also shows the terrace gravels eroded down to the London Clay by a palaeochannel representing a former tributary of the Westbourne. Part of this infilled channel appears to continue north-westwards and might pass through the Crossrail site. Similar deposits to the south have produced Palaeolithic remains (see below). The valley of this tributary remained a prominent topographic feature into historic times. It is shown on Rocque’s map of 1746, and was known (confusingly) as the ‘Tyburn Brook’ (although a tributary of the Westbourne, not the Tyburn) (Barton 1992, 43 & map). The ground surface is gently undulating, with a general slope down to the south. Previous trial work on the site (HPN93, TP4) showed that the current topsoil was c 0.5 and 0.7m deep at two locations.

Baseline • No Scheduled Ancient Monuments within the search area. resources • The area is not within an archaeological priority zone. • Burial grounds: St George’s chapel and burial ground lay 200m away on the north side of Bayswater Road (1799 Horwood map; GLSMR 082266, Basil Holmes 1896, 284). • High potential: medieval field systems and post-medieval park features. The Crossrail site is within Hyde Park, a Grade I Registered Park/Garden, which developed from medieval field systems (GLSMR 081371/06) and a 16th-century deer park into a post-medieval royal park (GD1808; GLSMR 205052), and has numerous historical associations. A variety of features are recorded on the SMR including an ornamental feature known as the Ring (GLSMR 081371/07), the site of a post-medieval banqueting house (GLSMR 081371/13) and a gravel pit (GLSMR 084421). Other 67

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gravel pits, dating to the 19th century, were found in recent excavations (WTG02). Immediately to the south-west of, and outside, the Crossrail site lies the ha-ha and three post-medieval bastions forming part of the landscaping (KGN00, WTG02; GLSMR 205103/21). Landscaping was also recorded at Victoria Gate and further south (HPN93, HYD98). However maps of 1717, 1746, and 1826 suggest that there were no features of similar importance in the area of the Crossrail site. • Moderate potential for Palaeolithic flint artefacts, animal remains and associated palaeo-environmental or topographical information, possibly in situ, within the palaeochannel (see Geology and Topography, above). An assemblage of Palaeolithic hand axes and flakes, including possibly Levallois flakes and cores, and a Bos tooth, were recovered from a three-foot deep layer of ‘shingle’ at the base of gravel beside the Serpentine in 1925, as low as c 12m below ground level (c 4m OD) (Dewey 1926; GLSMR 081102). This lies c 950m to the south of the Crossrail site. At least one of the Levallois flakes, held in the Warren Collection, is in a relatively fresh condition, suggesting that such later material may have been in situ (N. Ashton, Quaternary Section, , pers comm). • Moderate potential: features associated with the Roman (and later) road, Via Trinobantia, along Bayswater Road. Over 500m to the east of the site there was a crossroads with Watling Street, which ran northwards along Park Lane and Edgware Road (GLSMR 081188, 081193). Although few remains have been found within the study area, there is reasonable potential. A Roman settlement on the southern side of the Serpentine post-dated gravel quarrying, perhaps for Watling Street, and was set within a ditched enclosure (WTG02). • Low potential for isolated chance finds of prehistoric artefacts, eg a Bronze Age arrowhead (GLSMR 081257). Recent fieldwork has also suggested the possibility of settlement evidence (residual sherds of possible Early Iron Age pottery and undated pits at WTG02), although the lack of clear evidence supports a low potential. Current The site lies mainly within Hyde Park (North Carriage Drive Visited ? status of land and West Carriage Drive), with a small section fronting onto Yes Bayswater Road. The majority of works take place around Victoria Gate, which is relatively undisturbed land mostly grassed and lightly covered with trees. The ground slopes down gradually from the gate towards the east. (Car parks constructed beneath eastern areas of the park near Marble Arch do not extend to the Crossrail site). Past impacts Mainly limited to landscaping of the park, itself forming potential archaeological remains and so survival quality is likely to be good.

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Importance of • High importance: moderate potential for Palaeolithic remains, if the baseline in situ, and associated environmental evidence within possible resources palaeochannel, if this extends to the Crossrail site. Reason: national rarity of in situ Palaeolithic remains; archaeological supporting data from 1925 excavations. However, only some of those remains may have been in situ. Redeposited or reworked Palaeolithic material would be of low importance. • Moderate importance: low potential for later prehistoric remains in situ. Reasons: local rarity of such prehistoric remains in central London. Redeposited or reworked artefacts would be of low importance. • Moderate importance: high potential for former layouts of Hyde Park and the earlier royal hunting park. Reasons: formal identification: Hyde Park is a Grade I Registered Park/Garden; potential to contribute to published priorities (eg Museum of London 2002, 69); group value with other features in the park; which represents a managed landscape; supporting data in the form of historical records; historical associations including those with various monarchs and members of the royal families, diversity of the changing landscape of the park over time. • Moderate importance: moderate potential for features associated with the Roman (and later) road, including field systems and settlement evidence. Reason: local rarity, supporting data from other nearby sites and the contribution to published priorities (eg Museum of London 2002, 82). Less significant remains (such as gravel quarries for road metalling) would be of low importance. Impact The main impacts would result from construction of a box tunnel, an emergency access passage, the ventilation and intervention shaft and a ventilation terminal structure. In addition, a range of temporary, enabling and landscaping works are proposed including a construction compound and diversion of utilities. In detail the impacts of these works are as follows: • Cut and cover box tunnel (‘underground plenum’), mainly beneath North Carriage Drive, connecting the terminal structure and the shaft, which are approximately 200m apart. The box would be between 7.6m and 12.8m wide and its floor would be c 9m below ground level. The impact of the tunnel would be to completely remove potential archaeological remains within its footprint. • Cut and cover emergency access passage from the shaft to a ground level hatch next to the Bayswater Road railings. The floor of the passage would be between 4.87m and 5.34m below ground level. The impact of the passageway would be to completely remove potential archaeological remains within its footprint. • Circular ventilation and intervention shaft in Hyde Park’s North Carriage Drive, which would have an internal diameter of 13m and descend from ground level to a depth of c 43m. The impact of the

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shaft would be to completely remove potential archaeological remains within its footprint. • Ventilation terminal structure, c 15m x 10m in area and 13m deep, immediately outside the western boundary of a pet cemetery and close to the Grade II listed Victoria Lodge. The impact of the structure would be to completely remove potential archaeological remains within its footprint. • A construction compound (worksite) on North Carriage Drive (Hyde Park Worksite) of approximately 12000m² would entail general ground reduction of c 0.5m, and includes a perimeter hoarding (foundation depth assumed: 0.8m to 1.5m), Bentonite plant near shaft (foundation depth assumed: 0.5m to 0.9m). Footings of these structures would either partially or completely remove potential archaeological remains within their footprints. Ground reduction might partially remove potential archaeological remains. • Diversion of utilities, a gas main and a fibre optics cable, and the provision of alternative power supplies for the vent shaft would require the excavation of service trenches. Details of the impact of service diversions and new service trenches will not be available within the timescale of the EIA, but these are likely to partially or completely remove potential archaeological remains. • Landscaping including the removal of trees and plants in the vicinity of the site, and the planting of trees and shrubs for reinstatement of parkland and to conceal the ventilation terminal structure. These works would probably partially or completely remove potential archaeological remains in small, localised areas. Magnitude of High with potential for a significant impact impact before mitigation Additional Survey and geotechnical data, particularly to clarify whether or not the information palaeochannel extends to the Crossrail site. required? Incorporated The generic data gathering and mitigation measures, as described in the mitigation incorporated mitigation, would be applied to this Crossrail site. Initially, archaeological and geoarchaeological field evaluation would be required to provide information on whether or not the Palaeochannel extends to the Crossrail site, and if archaeological remains are present within it, as well as on the survival of later features. The incorporated mitigation measures would constitute preservation by record Residual None impact after incorporated mitigation

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Site specific None required mitigation Residual None impact after site specific mitigation Significance Non-significant of Residual Impact Engineering Engineering Information provided by Crossrail sources ES Scheme Description Historical / A 300m search of GLSMR and LAARC around the Crossrail site. Archaeological Greater London Industrial Archaeology Society (GLIAS) database v.2.65 Sources sources Barton, N, 1992 Lost Rivers of London. Basil Holmes (Mrs) 1896, The London Burial Grounds Dewey, H, 1926 Palaeoliths in Hyde Park, Antiq J, Vol 6, 73–5 Maps of Rocque, 1746, and Horwood, 1799 Researcher R W-B, Date 21/12/2004 NJE, RC, PM, JC

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Site 203 Park Lane Vent Shaft

Site name Park Lane Vent Shaft Site no. 203 Route Section Central Window C3 Location Park Lane, City of Westminster NGR 532190 181840 Proposed A combined ventilation and intervention shaft, basement plant room, Works construction compound (worksite), potential protective measures. Geology and BGS mapping indicates that the site lies on Lynch Hill Thames terrace Topography gravel, c 130m to the south of an area of brickearth (Langley Silt Complex) capping the gravels. Brickearth was recorded c 100m east of the Crossrail site (WDM95, also c 130m to the south of the mapped brickearth). It is therefore possible that brickearth may be present on the Crossrail site, particularly in view of the limited modern disturbance (see Current Status, below). The modern ground surface in the immediate vicinity of the Crossrail site is relatively flat, at c 27–28m OD. This stands on the high point known in the past as Tyburn Hill, which formed a promontory overlooking the valleys of the Thames and its former tributaries the Westbourne (now partly forming the Serpentine) to the west, and the Tyburn to the east.

Baseline • No Scheduled Ancient Monuments within the search area. resources • There are no archaeological priority zones within the search area. • Burial grounds: There was an informal medieval and post- medieval burial ground (GLSMR 084030) for those executed at Tyburn gallows (GLSMR 081411). It does not appear on the 1746 Rocque and 1799 Horwood maps. Basil Holmes 1896 (323), locates it at ‘the corner of Upper Bryanston Street and Edgware Road’ c 240m north, although post-medieval inhumations c 175m north- west of the Crossrail site suggest that the burial ground may extend closer to the works (GLSMR 081464). It is, however, unlikely that post-medieval burials would have taken place within the park (see below). • High Potential: for previous layouts and landscaping of Hyde Park, up to the 20th century (see Site 202). The site lay within the park until the 1960s, but lies outside the area covered by the Grade I Historic Parks and gardens status (source: mapping supplied by EH to CBA for Crossrail EIA). The maps of Rocque (1746) and Horwood (1799), and archaeological fieldwork within the park (HPN93, see Site 202) suggest that features would be limited to minor landscaping, planting and paths.

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• Moderate potential: for the principal Roman road Watling Street in the vicinity of Park Lane, and associated roadside occupation and land use. It intersected with Via Trinobantia (Bayswater Road/Oxford Street) less than 250m north-west of the Crossrail site (GLSMR 081188, 081193), and continued in use from the Saxon period to the present day. It has been suggested that the Roman road continued southwards on a line which would pass through or close to the Crossrail site, but excavations in 1912 failed to find evidence for this (GLSMR 081189). Roman or later earthworks were found at Blackburnes Mews (GLSMR 082766), less than 300m to the south of the Crossrail site. • Low potential for prehistoric features. A late Neolithic/Early Bronze Age pit containing flintwork, including a transverse arrowhead, and pottery was excavated at Curzon Gate (PRL96), c 850m south of the Crossrail site. Other prehistoric finds include a Bronze Age arrowhead (GLSMR 081257, 900m south-west of the Crossrail site) and possibly burnt flint recovered from a post- medieval deposit (WDM95, 100m to the east of the Crossrail site). • Low potential for the water conduit from Paddington to the City. It crossed the higher ground at Marble Arch in a ditch (GLSMR 081270/01). It appears unlikely that this would extend to the Crossrail site. Current The site lies on a large traffic island between the two Visited ? status of land carriageways of modern Park Lane, and is crossed by an Yes east–west pedestrian subway. The traffic island is mainly open ground. The land is gardened with a small paved area adjacent to the subway to the north. Past impacts The site lay within the open Park until the early 1960s, and it is likely that evidence of the original landscape survives. Truncation has occurred from construction of the subway and from services. Investigation of a similar traffic island in Park Lane, c 850m south of the Crossrail site (PRL96), showed that modern road construction consisted principally of dumped levelling and re-landscaping, rather than substantial truncation. This was demonstrated by the survival of prehistoric remains (see Baseline Resources, above).

Importance of • High importance: human burials associated with the Tyburn the baseline gallows. Reasons: statutory protection for burials (human remains resources can only be excavated after gaining a Home Office Licence or through a condition in the enabling Parliamentary Act), considerable historical supporting data and historical association; and potential to contribute to the local published priorities including the following research objectives “Estimating population sizes, character and composition, and changes in these over time, including evidence for settlement and transient populations”; “understanding life expectancy, origins and belief, seen through studying health, diet and disease, and preparing models for future

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research”; “considering the relationship between cemeteries and major or minor roads, in terms of symbolism, status, privacy and convenience – both in London and at roadside settlements around the region” (Museum of London 2002, 85). These resources are not currently thought to extend to the Crossrail site. • Moderate importance: low potential for prehistoric features. Reasons: local rarity of in situ prehistoric remains in central London. Redeposited or isolated artefacts would be of low importance. • Moderate importance: moderate potential for the Roman road and associated activity. Reasons: local rarity; confirmation of the route of this major road would make an important contribution to understanding of Roman infrastructure locally, which was linked to the suggested Thames crossing at Westminster, to the south. Potential to contribute to published priorities (see Site 202). Less significant remains such as gravel quarries are of low importance. • Moderate importance: low potential for the medieval and post- medieval conduit. Reason: The water conduit has both local rarity and group value with other remains of London’s water supplies, and supporting data in the form of archaeological and historical documents; and potential to contribute to published priorities (see Site 201). The Crossrail site is unlikely to extend to this location. • Moderate importance: moderate potential for previous layouts and landscaping of Hyde Park. Reason: potential features limited to minor landscaping etc, and see Site 202; (the Crossrail site lies outside the boundary of the Grade I listed park). Impact The main impacts of the proposed scheme would result from the construction of the ventilation and intervention shaft and adjoining basement plant room (plenum). In addition, temporary/enabling works and landscaping would probably have some additional impact. • Cut and cover basement plant room structure (plenum) adjoining the top of the shaft (see below). The structure would be c 27m long, 20.9m wide and its floor would lie between c 6.6m and 9m below ground level. The impact of the structure would be to completely remove potential archaeological remains within its footprint. • Circular ventilation and intervention shaft, which would have an internal diameter of 13m and descend from ground level to a depth of more than 28m. The impact of the shaft would be to completely remove potential archaeological remains within its footprint. • It is possible, but not certain, that curtain grouting of the terrace gravels will be used to facilitate the construction of the vent shaft, and if successful, the basement plant room structure. This would extend for a distance of several metres around the perimeter of the two structures, and would be likely to affect only the bases of any deeper cut features surviving within the gravels (eg wells). The impact of curtain grouting, if used, would be the loss of the 74

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information value of potential archaeological remains, by consolidating the deposits to a degree which prevents future access and investigation. • An access stair and intake structure adjoining the south-east quadrant of the vent shaft and descending from ground level to a depth of c 4.5m below ground level. The impact of the access structure would be to completely remove potential archaeological remains within its footprint. • A construction compound (Park Lane Worksite) of approximately 3000m² would entail general ground reduction of c 0.5m; a perimeter hoarding (foundation depth: 0.8m to 1.5m); site offices and a workshop (foundation depth: 0.4m to 0.8m); Bentonite plant (foundation depth: 0.5m to 0.9m), batch plants (foundation depth assumed: 0.5m to 1m) and temporary access roads. The overall impact of the ground reduction, footings, and other works would be to partially or completely remove potential archaeological remains. • Diversion of utilities (a water main and electricity and Telecom cables) around shaft and basement plant room. The impact of this work would probably be to completely remove potential archaeological remains within trenches dug for the diversion of the utilities. • Landscaping including the removal of trees and plants within the compound, and the subsequent planting of trees and shrubs for reinstatement of parkland. These works would probably have a limited impact that would partially or completely remove potential archaeological remains in small, localised areas. It is considered unlikely that the burial grounds or conduit would extend to the Crossrail site. Magnitude of Moderate with potential for a significant impact impact before mitigation Additional Geotechnical and site survey data including the depth of existing information services. required? Incorporated The generic data gathering and mitigation measures, as described in the mitigation incorporated mitigation, would be applied to this Crossrail site. Initially, further desk-based assessment and/or field evaluation would be required. Residual None impact after The incorporated mitigation measures would constitute preservation by incorporated record mitigation

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Site specific None required mitigation Residual None impact after site specific mitigation Significance Non-significant of Residual Impact Engineering Engineering Information provided by Crossrail sources ES Scheme Description Historical / A 300m search of GLSMR and LAARC around the Crossrail site. Archaeological Greater London Industrial Archaeology Society (GLIAS) database v.2.65 Sources sources Basil Holmes (Mrs) 1896, The London Burial Grounds John Rocque 1746, A Map of the Cities of London and Westminster and Borough of Southwark Richard Horwood 1799 A Map of the Cities of London and Westminster Researcher R W-B, Date 21/12/2004 NJE, RC, PM, JC

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Route Window C4

Site 204 Bond Street Station

Site name Bond Street Station Site no. 204 Route Section Central Window C4 Location Gilbert Street to Hanover Square, City of Westminster NGR 528720 181050 Proposed Construction of two street level to sub-basement station boxes/ticket Works halls, access to two underground platforms via escalators, and interchange to LUL lines. Construction compound (‘worksite’) and work access shafts in Hanover Square. Geology & Lynch Hill Thames terrace gravel. Topography The slope down Brook Street from Hanover Square to Avery Row then up to Grosvenor Square (and down Avery Row from Brook Street to Grosvenor Street) reflects the buried valley of the , now in a culvert. BGS mapping confirms this, with river alluvium approximately between Gilbert Street and Woodstock Street, and London Clay exposed on the edges of the valley. There is a more general trend of slope towards the south. Overall ground levels c 22– 24m OD.

Baseline • No Scheduled Ancient Monuments within the search area. resources • The site does not fall within a City of Westminster Area of Special Archaeological Priority for the historic Tyburn settlement, although the Area is adjacent to the Crossrail works at Weighouse Street. • Burial grounds: A burial ground (BG 202) in Stratford Place c 90m to the north of the works is associated with the former Tyburn parish church (GLSMR 084029; Basil Holmes 1896, 323). • The area is characterised by garden squares: ○ Grosvenor Square, c 130m to the south-west is a Grade II registered park/garden (GD1800; GLSMR 224431), enclosed in 1625 and first laid out by William Kent in c 1725. This layout was replaced in the early 19th century, and was further altered after WWII. Outside the Crossrail site. ○ Manchester Square, c 250m to the north-west is also a Grade II registered park/garden begun in 1776, with the layout settled by 1784 (G1064/GD1814; GLSMR 224432). Outside the Crossrail site.

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• High potential for preserved organic remains and associated palaeo-environmental evidence of all dates from the Tyburn alluvium, including river management features such as timberwork (FAM91, HOY97, PCT98, WIG78). Medieval and post-medieval conduits crossed the area transporting water from the Tyburn to the City (RGN92, GLSMR 081273). One is conjectured to have run down South Molton Street adjacent to the Crossrail site and crossed Conduit Street. A conduit head and tank was present on the south of Oxford Street adjacent to the Crossrail site (GLSMR 081270/06) with further such structures at Stratford Place (GLSMR 081269), North Audley Street (GLSMR 081270/07) and to the north of Oxford Street (GLSMR 081270/02, 081270/03 and 081270/05). Immediately north of the Crossrail site, the foundations of the cistern for the Lord Mayor's Banqueting House were discovered (STP79). • Moderate potential for prehistoric remains, especially Mesolithic, sealed by or within the alluvium from the former Tyburn river. No finds have been made to date which were demonstrably in situ within the alluvium, but the topographical and geological location indicates potential. • Moderate potential for features associated with the Roman road Via Trinobantia (Oxford Street) a major highway which continued in use from the Saxon period onwards. There was a bridge and/or ford across the Tyburn, possibly around the junction of Gee’s Court and Oxford Street (GLSMR 081271), opposite Bond Street LUL station. Wooden piles/stakes were found 1975 in the centre of Oxford Street during construction of a new subway (GLSMR 081202). The Crossrail works lie predominantly south of the road although there are likely to be associated features. An inhumation burial, thought to be Roman, was found within 150m of the Crossrail site (GLSMR 081203). Roman field ditches were found within the vicinity of the worksite at Tenterden Street (TEN89) and 300m to the east (RGN92). It is hypothesised that these finds represent a Roman settlement at the river crossing. • Moderate potential: Saxon Tyburn Manor and the early medieval settlement were located in the vicinity of Oxford Street, around the bridge over the Tyburn (GLSMR 081214). The medieval Church of St John Tiburne, relocated in the 14th century, was originally c 100m to the north of the site (GLSMR 081215). The churchyard (GLSMR 084029, see above) lay at the junction of Marylebone Lane and Oxford Street, c 90m outside the Crossrail site but is not thought to extend onto it. Although the subject of an Area of Special Archaeological Priority, the main focus of the Tyburn settlement was on the north side of Oxford Street. Medieval field ditches at Tenterden Street (TEN89) indicate agricultural activity around the settlement.

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• Moderate potential for post-medieval urbanisation. Brick features such as foundations, floors and wells (CDT96, GVR96, HOY97, NBO93, NWB00, WGM00, WOT90, XRB92), quarries (GRO95, OXF97, PCT98, WOT90, XRB92), and dumps (CDT96, CNS94, CNT95, OXF97, PCT98) are present throughout the search area. Agricultural features have also been found (RGN92). A tile kiln is shown in Orchard Street on Rocque’s 1746 map (GLSMR 084027). The Tyburn was diverted for a new post-medieval bridge (GLSMR 081272). • Low potential: The Civil War defences of London are thought to lie south-east of the Crossrail site, although one study suggests that they may have passed obliquely through Hanover Square, continuing north-east towards the junction of Oxford and Great Portland Streets (Smith and Kelsey 1996, 134). Current status Lying mainly south of Oxford Street, between Gilbert Street Visited ? of land and Hanover Square, the Crossrail site has a high density of Yes existing, mainly commercial buildings, up to seven storeys high (eg at Gilbert Street and Tenterden Street). Hanover Square, to the east, is an open garden and a number of roads traverse the site. Past impacts Bond Street LUL station and associated subways; extensive basements to Oxford Street premises in particular, but also likely elsewhere, eg 19 Hanover Square. Basements at 65 Davies Street and 18/19 Hanover Square are likely to have partially truncated, but not completely removed, potential archaeological remains. There are utilities in the surrounding area and there is a culverted river under South Molton Lane.

Importance of • Moderate importance: high potential for deposits and structural the baseline remains associated with the Tyburn. Reason: rarity, reflecting a resources lack of previous fieldwork; a deposit type, alluvium, likely to preserve evidence of the historic environment, including palaeo- environmental evidence. The Tyburn was formerly a dominant and characteristic element of the local landscape; and potential to contribute to published priorities eg “Understanding London’s hydrology and river systems and tributaries … ” (Museum of London 2002, 79). • Moderate importance: moderate potential for prehistoric remains sealed by or within the alluvium. Reason: local rarity of prehistoric, especially Mesolithic, in situ remains, and in particular from the Tyburn. • Moderate importance: moderate potential for Roman through to post-medieval settlement around the Tyburn crossing including buildings, back yard features and roadside activity such as commerce, field systems and possibly burials. Reasons: diversity, coherence, group value in terms of the continuity of settlement around the river crossing; formal identification; historical supporting data; contribution to published priorities eg 79

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“Understanding the reasons for evolution of the road systems … river crossings …”; Understanding how the proximity of London affected the lives of people living and working in the immediate surrounding area …”; etc, Museum of London 2002, 79, 81–3). The medieval burial ground is not likely to extend onto the Crossrail site. The survival quality of all these remains requires clarification as there are substantial basements in the area. • Moderate importance: low potential for Civil War defences. Reason: potential to contribute to published priorities in the form of local research questions: “Establishing how well various defence systems around London from the 16th century to the beginning of the 20th century survive, and considering their influence and effect on Londoners both practically, and psychologically as reflections of power and political security”; “Understanding the cultural and symbolic roles played by London’s defences through the ages as reflections of power and political security or imposition and dominance” (Museum of London 2002, 71 & 82); remains of the defences would have local rarity as very little of them has been excavated or recorded and their locations are not precisely known in this area; supporting data in the form of historical documentation and more recent studies; and historical association with the events of the Civil War. • Low importance: moderate potential for below-ground remains of earlier layouts of Hanover Square. Reason: the simplicity of the early layouts produces limited potential to contribute to published priorities, recognised in the square’s omission from the register of historic parks and gardens. Impact The station is comprised of two tunnelled 245m platforms with new street-level ticket halls at either end. Western ticket hall, 65 Davies Street: the structure is two storeys deep and descends to platform level, connected to LUL station at Bond Street. Eastern ticket hall, 18/19 Hanover Square: street-level ticket hall on north-western corner of Hanover Square, the structure descends to platform level. Both ticket halls include escalators which extend outside the boxes below sub- basement level, c 8m OD. A major construction compound for tunnel construction will be located partly in Hanover Square with access to underground works via temporary construction shafts.

• The western ticket hall (Davies Street worksite) structure is a two storey deep box constructed using a set of diaphragm walls, down to c 7m OD. The eastern part of the box descends to platform level, c –8.0m OD. Plunge column piles would provide temporary support. Other structures such as tower cranes are situated immediately outside the box. Obstruction removal would be required.

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The impact of the construction of the western ticket hall and associated structures would be to completely remove all surviving archaeological and palaeo-environmental remains. These would include potential prehistoric and later remains within the Tyburn alluvium, and Roman through to post-medieval settlements around the Tyburn crossing. By comparison 65 Davies Street basement level is c 17m OD therefore this area of the development is already subject to some localised truncation. The piled tower crane bases outside the box would completely remove, or heavily damage and partially remove, potential archaeological remains. • The eastern ticket hall (Hanover Square worksite) is a secant piled box forming a single basement over the eastern part of the ticket hall site, to c 19.5m OD, with a deeper section to the west descending to platform level, c –10m OD. Plunge column piles would provide temporary support. Soft piles would extend 2–3m into London Clay to provide a temporary water barrier. Structures such as tower cranes and piling rig will be contained within the eastern ticket hall area. The impact of the construction of the eastern ticket hall and associated structures would be to completely remove all surviving archaeological remains. These would include potential Roman and medieval field systems and post-medieval urbanisation. The basement at 18/19 Hanover Square is thought to descend 3m below ground level and therefore this area of the development is already subject to some localised truncation. • The major construction compound (‘worksite’) in Hanover Square would require c 0.5m of ground reduction. The supports for two overhead gantry cranes would be c 0.6 to 1.0m deep and conveyor supports 0.5 to 0.9m deep. The impact of these works would probably be to partially remove any potential archaeological remains present within Hanover Square Gardens. There is an additional construction compound in Davies Street. • Access to underground works from two temporary access shafts, 10m and 5.5m in diameter, from the Hanover Square construction compound to the underground works. Three trees would be removed in advance of these works. The impact of the shafts would be to completely remove any potential archaeological remains within their footprints. • The party wall to 20 Hanover Square may require underpinning. Details of the impact of such work will not be available within the timescale of the EIA, but if required it would probably completely remove potential archaeological remains.

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• Compensation grouting: ○ Grout shafts at Davies Mews, Haunch of Venison Yard, and Derring Yard, extending below the base of the terrace gravels, with associated compounds (worksites). Impact: the shafts would completely remove potential archaeological remains within their footprints. Foundations in the compounds for accommodation (c 0.4–0.8m deep), and batch plant (c 0.5–1.0m deep) are unlikely to have an archaeological impact. ○ Possible permeation grouting of the terrace gravels around the grout shafts, would be likely to affect only the bases of any deeper cut features surviving within the gravels (eg wells). The impact of permeation grouting, if required, would be the loss of the information value of potential archaeological remains, by consolidating the deposits to a degree which prevents future access and investigation. ○ Grouting conducted from within the Davies Street station box would have no additional impact to that of the box, and that from the existing basement of the 18/19 Hanover Square worksite would have no impact. • In addition, it is currently assumed that the terrace gravel would need to be grouted at the eastern site (Hanover Square) prior to escalator construction, and there would be ground treatment of the gravels above that escalator. At the western site (Davies Street) ground treatment requirements are not yet determined; it is expected to treat the gravels and form a grout blanket over the tunnels works. The impact of grouting the terrace gravels would be as for that around grout shafts, see above. • Sewer Diversion at Davies Street entailing digging a 4m deep trench on the east side of the road for c 55m. Impact: likely to be the complete removal of all surviving archaeological remains in the footprint of the trench, not previously truncated by existing services under the road. • Details of other service diversions will not be available within the timescale of the EIA, but these are likely to partially or completely remove potential archaeological remains.

The works would not have an impact on the Stratford Place burial ground, nor the below-ground elements of the Grade II registered park/gardens of Grosvenor Square and Manchester Square. Magnitude of High, with potential for a Significant impact impact before mitigation Additional Detailed information on truncation from existing basements etc, and information analysis of borehole or other data for the topography of former Tyburn required? would be required, in order to refine the mitigation strategy.

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Incorporated The generic data gathering and mitigation measures, as described in the mitigation incorporated mitigation, would be applied to this Crossrail site. Field evaluation may need to include potential prehistoric deposits within or beneath the alluvium, possibly down to c 13m OD. This is highly likely to lead to extensive full archaeological excavation, constituting preservation by record. Residual None Impact after The incorporated mitigation measures would constitute preservation by incorporated record. mitigation Site specific None required mitigation Residual None Impact after site specific mitigation Significance of Non-Significant Residual Impact Engineering Engineering Information provided by Crossrail sources ES Scheme Description Historical / A 300m search of GLSMR and LAARC around the Crossrail site Archaeological Greater London Industrial Archaeology Society (GLIAS) database v.2.65 sources Sources Basil Holmes (Mrs) 1896, The London Burial Grounds John Rocque 1746, A Map of the Cities of London and Westminster and Borough of Southwark Smith, V, & Kelsey, P, ‘The Lines of Communication: The Civil War Defences of London’, in Porter, S, 1996, London and the Civil War, 117– 148 Researcher R W-B, Date 07/02/2005 JD-M, PM, RC, JC

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Site 290 Great Marlborough Street

Site name Great Marlborough Street: ground settlement Site no. 290 between search areas 204 & 205 Route Section Central Window C4 Location Great Marlborough Street, LB of Westminster NGR 529290 181170 Proposed Tunnels only (1–25mm settlement predicted). Works Geology & Lynch Hill terrace sands and gravels. The site lies at c 24m OD, where Topography ground levels slope down southwards and westwards, towards the Thames and the former Tyburn river.

Baseline • There are no Scheduled Ancient Monuments or archaeological resources priority zones in the 300m-radius search area. • Burial grounds St James’s burial ground (GLSMR 083822, BG 227) is adjacent to tunnelling works in Great Marlborough St. This was a workhouse burial ground and possible plague cemetery (Basil Holmes 1896, 285). Shown on Rocque’s 1746 and Horwood’s 1799 maps. • High potential for post-medieval urbanisation, such as foundations or walls (RGN92, CNS94), quarries (WIK98), and dumps (CNS94, CNT95). • Moderate potential for Civil War earthworks consisting of a ditch and bank, which may have been located near Great Marlborough Street–Maddox Street (Sturdy 1975, 337; GLSMR 081636), although other possible locations have been suggested (Smith & Kelsey 1996, 134). • Low potential for Roman and medieval activity along the Oxford Street Road, thought to be c 80–100m north of the site (GLSMR 081172). There have been no Roman finds in the search area, apart from a possible field ditch (RGN92) and one record of later agriculture (RGN92). Current status Built up area. Visited ? of land No Past impacts N/A

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Importance of • Moderate importance: high potential for post-medieval the baseline urbanisation, buildings, and related features. Reasons: historical resources supporting data; potential to contribute to published priorities including the local research questions: “Identifying the changes in house design and construction during the period, and considering what social and economic origins and effects these changes had on urban life” and “Understanding how the proximity of the metropolis, the largest urban conurbation in Britain, affected the lives of people living and working in the immediate surrounding area” (Museum of London 2002, 69). • Moderate importance: moderate potential for Civil War earthwork defences. Reasons: local rarity, supporting data, historical association and contribution to published priorities (see Site 204). • Moderate importance: low potential for post-medieval burials (St James’s burial ground). Reasons: statutory protection; contribution to published priorities (see Site 203); and their vulnerability to further damage. This resource is outside the Crossrail works but within 1mm settlement contours. • Low importance: low potential for Roman and later roadside activity, such as field systems or occasional burials. Reason: fragmented and unlikely to make a significant contribution to local research agenda. Impact There are no known structural archaeological remains between search areas 204 and 205 which might be affected by ground settlement. Magnitude of None impact before mitigation Mitigation N/A Additional N/A information required? Residual None Impact Magnitude of None Residual Impact Significance of Non-Significant Residual Impact Engineering Engineering Information provided by Crossrail Sources sources

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Historical / A 300m radius search of GLSMR and LAARC. Archaeological Greater London Industrial Archaeology Society (GLIAS) database v.2.65 sources Basil Holmes (Mrs) 1896, The London Burial Grounds. John Rocque 1746, A Map of the Cities of London and Westminster and Borough of Southwark. Richard Horwood 1799, A Map of the Cities of London and Westminster. Smith, V, & Kelsey, P, ‘The Lines of Communication: The Civil War Defences of London’, in Porter, S, 1996, London and the Civil War, 117– 148. Sturdy, D, 1975 ‘The Civil War defences of London’, London Achaeol 2, 334–8. Researcher NJE, Date 21/12/04 JD-M, JMCB, JC

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Route Window C5

Site 205 Tottenham Court Road Station

Site name Tottenham Court Road Station Site no. 205 Route Section Central Window C5 Location Wardour Street to Centre Point, City of Westminster NGR 528460 181110 to 528930 180980 Proposed An additional station, comprising two basement level ticket halls, with Works escalator shafts and ventilation tunnels. Construction compounds. Geology & Brickearth (Langley Silt Complex) overlying Lynch Hill Thames terrace Topography gravels. Modern street level falls generally southwards, from Oxford Street (25.90m OD) to the corner of Dean Street/Old Compton Street (24.40m OD).

Baseline • No Scheduled Ancient Monuments within the search radius. resources • Part of the search area falls within an Archaeological Priority Area, designated by the , for the medieval and later village of St Giles. • Burial grounds: St Giles in the Fields and its churchyard (GLSMR 202699, BG 204, Basil Holmes 1896, 287) lies c 100m east of the Crossrail site. • High potential for post-medieval urbanisation: eg foundations, cellars, floors, drains and cesspits (DEA98, DKS92, DNS95, NCS92, PTS92, XRB92), quarries (WIK98) and dumps (DEA98, XRB92) are present throughout the search area. Soho Square has been noted as the possible site of post-medieval brick kilns (GLSMR 083772). These could be present within the Crossrail site, particularly, but not exclusively, at Soho Square. St Giles Pound medieval and post- medieval gallows also lay within the Crossrail site. Resources also include remains of Fauconberg House, built in the 1680s on the north-eastern corner of Soho Square, and demolished in 1924 (construction spread at XRB92). • Moderate potential for the main Roman road from London to Silchester (Oxford Street/High Holborn) which continued in use from the Saxon period onwards and passed close to the north of the Crossrail site (GLSMR 081172). It may have intersected another Roman road (Tottenham Court Road/Charing Cross Road – GLSMR 081493) also a highway in the medieval and post-medieval periods (GLSMR 082050).

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• Moderate potential for the medieval village of St Giles, focused around the High Street. To the east of Charing Cross Road was the 12th-century Leper Hospital of St Giles. It included a chapter house, gatehouse, chapel, house, orchard and garden and a brewhouse at the junction of Tottenham Court Road and St Giles High Street (GLSMR 082020). After the Dissolution, the chapel continued in use as the parish church (above). A medieval foundation was discovered at St Giles Circus (SGC99). West of this, fields and agricultural remains are likely. • Moderate potential for the Civil War defences of London, possibly within the Crossrail site (GLSMR 081635, 081636, & 081633; cf Vertue’s reconstruction of c 1735 with Sturdy 1975b, Fig 2 and items 6 & 7). A more recent study suggests that they were 100m or more north of Oxford Street, mostly outside the Crossrail site, but crossing the construction compound/temporary landtake at Newman Street (Smith & Kelsey 1996, 134). The defences along Oxford Street included a substantial bastioned star fort across the road near the junction with Wardour Street; and a battery and second fort to the east, on either side of the Tottenham Court Road junction (probably on the north side of Oxford Street). There were also connecting earthworks between the forts. Current A heavily built-up area mainly south of Oxford Street Visited? status of land between Wardour Street and Earnshaw Street. Soho Square at Yes the centre of works is open ground and a number of roads traverse the site. The building on Great Chapel Street is four- storey with retail space at street level. The corner plot on Oxford Street/Charing Cross Road is occupied by a group of four-five storey buildings including the Astoria Theatre. The Centre Point plaza is occupied by pedestrian access to the underground station, a snooker club, disused public conveniences and a café. Past impacts The LUL station and other infrastructure works around Centre Point will probably have caused extensive truncation, depending on the methods of construction (eg cut and cover v tunnelling). The present buildings, particularly those fronting main thoroughfares, such as Oxford Street and Charing Cross Road, are also likely to have extensive basements. However, within such a large site, there will be localised areas of better archaeological survival, although further assessment is required to locate them (see Additional Information, below).

Importance • Moderate importance: moderate potential for the Roman and later of the road system and associated settlement and land use. Reasons: rarity, baseline and group value if associated with the road; and potential to resources contribute to published priorities (see Site 202). East of Charing Cross Road and south of Great Russell Street any remains would also have formal identification within an Archaeological Priority Area. However there is a lack of data from the vicinity and survival quality may be poor due to the extent of recent basements and other intrusive works. 88

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• Moderate importance: moderate potential for the medieval village of St Giles, including the Leper Hospital, parish church and churchyard. Reasons: statutory protection for burials; formal identification as an Archaeological Priority Area; historical supporting data; contribution to published priorities (Museum of London 2002, 81 and 86). • Moderate importance: moderate potential for Civil War defences. Reasons: local rarity, supporting data, historical association and contribution to published priorities (see Site 204). • Moderate importance: high potential for post-medieval urbanisation, including remains of Fauconberg House. Reasons: group value with medieval village and road system; historical supporting data; contribution to published priorities (see Site 290). Impact Construction of two substantial below-ground ticket halls, a western and an eastern with associated escalator, vent and escape shafts linking the concourse to ground level, where there are station entrances. Also associated demolition, compensation grouting, service diversions and construction compounds. The archaeological impacts at this site are subject to further assessment (see Additional Information, below). Any impact on the historic environment from the demolition of standing buildings is dealt with separately; under the Heritage and Townscape specialist assessments.

Western Ticket Hall: • Demolition of all buildings in the block bounded by Oxford Street, Great Chapel Street, Dean Street and Diadem Court and construction of box c 55m by 30m and 12m deep (to c 13.4m OD) for the main station concourse. Contiguous piled retaining walls and conjoined 19m-diameter vent shaft (the Fareham Street shaft). Impact: Removal of all archaeological deposits surviving beneath existing basements in the footprint of the ticket hall and vent shaft. • Construction of temporary piled king post wall beneath Oxford Street pavement, to support the roadway during construction of the western ticket hall. Impact: Although details of these works will not be available within the timescale of the EIA, they are likely to completely remove potential archaeological remains. Eastern Ticket Hall: • Construction of a basement level station box with piled retaining walls, in the Plaza in front of Centre Point and partially beneath Charing Cross Road. Impact: removal of all surviving archaeological deposits in the footprint of the box. There will have been extensive truncation of such deposits during construction of Centre Point, the Plaza and services under Charing Cross Road. This is likely to have significantly reduced archaeological survival and only localised impacts are anticipated from the proposed works.

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• Construction of a smaller subsidiary piled box at Goslett Yard to house plant and emergency access. Impact: removal of all surviving archaeological deposits within the footprint of the box. • Demolition of 148 Charing Cross Road and construction of temporary road for bus diversion. Impact: Although details of these works will not be available within the timescale of the EIA, they may partially remove potential archaeological remains. • Newman Street: Temporary construction compound utilising the present ground-level Post Office car park on the east side of the street. Although details are not yet available, probably no or minimal impact from the relatively superficial ground works required. • Demolition of the Astoria Theatre and use of the site as a temporary construction compound. Impact: as per Newman Street, above. • Demolition of 1–7 Oxford Street and construction of a main station entrance structure (St Giles Circus entrance) including stairs/escalators down to concourse level. Impact: removal of all surviving archaeological deposits within the footprint of the entrance.

• Demolition of 1–6 Falconberg Court and construction of an escape shaft. Impact: removal of all surviving archaeological deposits within the footprint of the shaft.

• Construction of secondary station entrance in front of Dominion Theatre, with stairs and tunnel to station box Impact: removal of all surviving archaeological deposits within the footprint of the entrance. • Compensation grouting: ○ Grout shafts at Sheraton Street, to the rear of Goldbeaters House, and at the four corners of Soho Square, extending below the base of the terrace gravels, with associated compounds (worksites). Impact: the shafts would completely remove potential archaeological remains within their footprints. Foundations in the compounds for accommodation (c 0.4–0.8m deep), and batch plant (c 0.5–1.0m deep) are unlikely to have an archaeological impact. ○ Possible permeation grouting of the terrace gravels around the grout shafts would be likely to affect only the bases of any deeper cut features surviving within the gravels (eg wells). The impact would be the loss of information value, by consolidating any archaeological deposits to a degree which prevents future access and investigation. ○ Grouting of the underlying London Clay, to be conducted from 90

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within the Dean Street station box would have no additional impact to that of the box. • Diversion of existing utilities. Impact: although details will not be available within the timescale of the EIA, these are likely to be extensive and to partially or completely remove any surviving archaeological remains. Magnitude of High, with potential for a Significant impact impact before mitigation Additional Geotechnical data and engineering drawings/levelled survey data, when information available. This will clarify archaeological survival (particularly for required? below-ground configuration of the present station/entrances and the extent and depth of basements elsewhere) allowing mitigation strategies to be developed. Incorporated The generic data gathering and mitigation measures, as described in the mitigation incorporated mitigation, would be applied to this Crossrail site. Initially, DDBA and/or field evaluation would be required to establish levels of survival (possibly including structural appraisal of any historic building elements above or below ground – subject to conclusions of separate specialist studies). This is likely to lead to archaeological excavation, constituting preservation by record. Residual None impact after The incorporated mitigation measures would constitute preservation by incorporated record. mitigation Site specific None required mitigation Residual None impact after site specific mitigation Significance Non-Significant of Residual Impact Engineering Engineering Information provided by Crossrail sources Sources ES Scheme Description

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Sources Historical / A 350m search of GLSMR and LAARC around the Crossrail site. Archaeological Greater London Industrial Archaeology Society (GLIAS) database v.2.65 sources Basil Holmes (Mrs) 1896, The London Burial Grounds. William Morgan 1682, Map of London and Westminster. Smith, V, & Kelsey, P, ‘The Lines of Communication: The Civil War Defences of London’, in Porter, S, 1996, London and the Civil War, 117– 148. Sturdy, D, 1975 ‘The Civil War defences of London’, London Archaeol 2, 334–8. Researcher R W-B, Date 21/12/2004 NJE, JD-M, PM, JC

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Site 291 St Giles

Site name St Giles: ground settlement between search Site no. 291 areas 205 & 206 Route Section Central Window C5 Location New Compton Street to Smart’s Place, LB of Camden NGR 530140 181350 Proposed Tunnels only (1–25mm settlement predicted). Works Geology & Lynch Hill Thames terrace sands and gravels. The site lies at Topography c 24m OD, where ground levels slope down to the south, towards the Thames.

Baseline • There are no Scheduled Ancient Monuments in the 300m radius resources search area. • The site lies in an Archaeological Priority Area designated by the LB of Camden. • Burial Grounds: St Giles in the Field and its churchyard falls within the search area for Site 205, Tottenham Court Road, q.v. • High potential for post-medieval urbanisation generally within the search area eg: foundations, cellars, floors, drains, rubbish pits and cesspits, occupation dumps, cultivated soils, road surfaces, quarry pits and a stream (site codes NOS64, SGA89, NCS92, NLT94, SYS94, MUS95, OBY95, SHF96, STY96, TRS96, ENL97, EDL98, HHN99; GLSMR 081798, 082019, 082022, 082023, 202393, 202778, 084245). • Moderate potential for features associated with the projected line of the Roman road (New Oxford Street) c 50 to 110m to the north of the ground settlement contours (GLSMR 081766). It continued in use through the Saxon, medieval and post-medieval periods. Burials and associated artefacts include an ossuary with coins of Vespasian from New Oxford Street, a tombstone from Barter Street, and a pot and ring (STY96; GLSMR 081774, 081775, 081786). The potential is confined to moderate because of the damage caused by a high density of recent basements. • Moderate potential for Middle Saxon trading/industrial settlement Lundenwic eg wattle and daub buildings, iron-working activity, wells, yard and road surfaces and burials. The settlement appears to have extended at least as far north as Short’s Gardens, Macklin Street and Great Queen Street, within the ground settlement contours (May 2003) for the southern Crossrail tunnel (site codes DRU88, MAC89, SGA89, NEL90, BBO91, NLT94, GLSMR 081161. Excavations just to the east of the study area at Kingsway Hall (KGY99) indicate that Middle Saxon settlement may well extend to the north of Short’s Gardens and Macklin Street, further 93

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into the area of the Crossrail ground settlement. • Moderate potential for medieval remains from the settlement of St Giles, including the High Street and the south-western part of High Holborn (The Hospital of St Giles lies in search area 205, q.v.), and for agricultural deposits representing the surrounding field system (site codes MAC89, BOB91, OBY95, STY96, EDL98). There were medieval inns at the eastern end of Shaftsbury Avenue, south of High Holborn, and Drury Lane (GLSMR 082001; 082057; 082019). • Low potential for prehistoric activity and artefacts, eg a soil horizon with bone and burnt flint at Stukely Street (site HHN99), three poorly-dated hand axes from New Oxford Street and Great Russell Street (GLSMR 081703 & 084209), a ?Middle Bronze Age bronze and wooden tool (GLSMR 081762) and undated peat deposits (site code NLT94). Current status Built-up area with high density of basements. Visited ? of land No Past impacts N/A

Importance of • High importance: moderate potential for Saxon settlement of the baseline Lundenwic including associated burials. Reasons: statutory resources protection for burials: human remains can only be excavated after gaining a Home Office Licence or through a condition in the enabling Parliamentary Act; formal identification within an Archaeological Priority Area; national rarity of these craft and trading settlements; group value with other excavated sites; contribution to published priorities including the following local research objectives “Understanding the size and character of Lundenwic”; “Understanding the size and character of the urban centre at different times”; “Studying the correlation between sites associated with watercourses and meander bends, so as to understand the origin of settlements”; “Understanding the relationships between the different urban foci within the London region (such as two urban foci of Saxon Lundenwic and Lundenburh)” (Museum of London 2002, 48 & 80). Lundenwic is regarded as of at least national archaeological significance and a key objective is to clarify the nature and extent of its northern zone, which falls within the Crossrail search area. • Moderate importance: low potential for prehistoric features, artefacts, and soil horizons. Reason: rarity of in situ prehistoric remains from this area, however, such remains are likely to be highly fragmented. • Moderate importance: moderate potential for features associated with the Roman road, including occasional burials. Reasons: formal identification within an Archaeological Priority Area; group value with burials from the western cemetery of Londinium; contribution to published priorities (see Site 203). However the evidence to date is fragmented and of a low density. 94

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Burials would also have statutory protection, human remains can only be excavated after gaining a Home Office Licence or through a condition in the enabling Parliamentary Act. Burials are able to contribute significantly to the local published priorities including the following research objectives “Estimating population sizes, character and composition, and changes in these over time, including evidence for settlement and transient populations”; “examining population density and the size of different households”; “understanding life expectancy, origins and belief, seen through studying health, diet and disease, and preparing models for future research”; “considering the relationship between cemeteries and major or minor roads, in terms of symbolism, status, privacy and convenience – both in London and at roadside settlements around the region”; “understanding the differences, if any, between burial practices in the city and outlying cemeteries” (Museum of London 2002, 85). • Moderate importance: moderate potential for medieval remains from the settlement of St Giles including peripheral roadside activity eg inns and agricultural land. Reason: (see Site 205). • Moderate importance: high potential for post-medieval urbanisation. Reasons: (see Sites 290 & 205). Impact There are no known structural archaeological remains between search areas 205 and 206 which might be affected by ground settlement. Magnitude of None impact before mitigation Mitigation N/A

Additional N/A information required ? Residual None Impact Magnitude of None Residual Impact Significance of Non-Significant Residual Impact Engineering Engineering Information provided by Crossrail Sources sources

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Historical / A 300m radius search of GLSMR and LAARC. Archaeological Greater London Industrial Archaeology Society (GLIAS) database v.2.65 sources Basil Holmes (Mrs) 1896, The London Burial Grounds. William Morgan 1682, A Map of London and Westminster. Researcher NJE, Date 21/12/04 JMCB, JC

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Site 206 Fisher Street Vent Shaft

Site name Fisher Street Vent Shaft Site no. 206 Route Section Central Window C5 Location Fisher Street, LB of Camden NGR 530520 181610 Proposed Vent shaft, constructed behind the retained facade of 8–10 Southampton Works Row. Geology & The site lies on the Lynch Hill Thames terrace gravels. No brickearth is Topography shown on the BGS mapping, but it has been found to survive with varying levels of truncation on sites in the southern part of the study area (KWH96, STY96, HHN99, all more than 200m from the Crossrail site). The presence or absence of surviving brickearth may have implications for the survival of prehistoric remains. The ground in Southampton Row and Kingsway slopes down from north to south towards Aldwych. There is also a gentle decline in ground level from west to east.

Baseline • There are no Scheduled Ancient Monuments within the search resources radius. • The Crossrail site, and the majority of the search radius, is within the St Giles Archaeological Priority Area. • Bloomsbury Square is a Grade II registered park/garden, c 110m north-west of the Crossrail site (GD1117; GLSMR 202935). The 17th-century layout was modified in the 18th, 19th and 20th centuries. An underground car park was, however, constructed beneath the square in 1971, and the gardens relaid over it and so little or no archaeological evidence will survive. 18–20 Bloomsbury Square was the Earl of Southampton’s residence from 1657, demolished in 1800 (GLSMR 082066, note: original position of GLSMR spot revised due to a conflict between the address and grid co-ordinates). Bloomsbury Square is outside the Crossrail site. • Lincoln’s Inn Fields is a Grade II* registered park/garden begun in the 17th century, the 18th-century layout was again modified in the early 19th century, and has not changed significantly since (GD1813; GLSMR 202944). It lies more than 200m south of the Crossrail site. • The Kingsway Tram Tunnel was opened in 1906, and closed in 1952. The northern end, the location of a grout shaft (see below), is likely to have had the original cast iron tunnel segments removed in 1929–31, when the tunnel was enlarged to take double-decker trams, and is currently in use as storage; the rails may have been removed from this stretch.

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• High potential for post-medieval urbanisation: foundations, cellars, floors, drains, rubbish pits, cesspits (HHN99, KGY99, KWH96, PKC01, STY96, SUW95, TEO98) and occupation dumps (HHN99, KGY99, QNS94, STY96) are present throughout the search area. Industrial material included 17th-century glass- and metalworking waste 220m to the south-west (STY96). • Moderate potential for activity associated with the Roman (and later) road c 50m to the south of the Crossrail site, including burials. Ditches and surfaces were found at Kingsway 160m south-west of the Crossrail site (KGY99), a cremation in Southampton Row 170m to the north-west (GLSMR 081782) and part of a tombstone from Barter Street 170m to the south-west of the Crossrail site (GLSMR 081774). Medieval agricultural features such as ploughsoils and drainage ditches, found within 200m of the Crossrail site (HHN99, KGY99, KWH96). • Low potential: a possible prehistoric land surface was excavated 250m to the south-west of the Crossrail site (HHN99), a Palaeolithic flint was found at Kingsway (KGY99) and Iron Age finds were made in Kingsway (KWH96). • Low potential: evidence of Saxon Lundenwic, in the form of stakeholes, beam slots, wells, pits and dumps was recovered in Kingsway 270m to the south of the Crossrail site (KWH96) and Saxon pottery was found in Macklin Street 230m to the south-west (MAC89). Such remains are not thought, on current evidence, to extend to the Crossrail site. Current The area is heavily built up and the principal building fronting Visited? status of land Southampton Row is seven storeys high. Although there is a Yes yard/lightwell to the rear, surrounded by lower buildings, the extent of basements is unclear. Past impacts 19th/20th-century building construction and, potentially, basements. Construction of the tram tunnel (see above).

Importance of • Moderate importance: low potential for in situ prehistoric remains. the baseline Reasons: local rarity of in situ prehistoric remains, but likely to be resources fragmented by high density of modern basements along High Holborn and Southampton Row. • Moderate importance: moderate potential for activity, including burials, associated with the Roman and later road. Reasons: (see Site 291). • Moderate importance: low potential for Saxon trading settlement. Reasons: (see Site 291). However, on present understanding, Saxon Lundenwic is not thought to extend north of High Holborn. • Moderate importance: high potential for post-medieval urbanisation. Reasons: (see Site 290).

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Impact Demolition of 1 and 2 Fisher Street and 8–10 Southampton Row, except for retention of the facades, excavation to new basement formation level, construction of a vent shaft, compensation grouting, and a construction compound. • The retained facade will be propped internally, possibly with piled props, but much of this building has basements around the internal perimeter. The rest of the worksite will require the piling or similar (king posts etc) of the perimeter. Impact: Piling will completely remove any archaeological deposits that survive beneath the basements of the existing buildings. • Removal of existing basement and foundations at Fisher Street and excavation to new basement formation level of 19.25m OD. Impact: this will remove any archaeological deposits that survive beneath the basements of the existing buildings to the new formation level. • Construction of vent shaft and other works associated with the construction compound from new basement formation level. Impact: removal of any archaeological deposits that survive beneath the new formation level within the footprint of the shaft. (NB few if any surviving remains anticipated at this depth). • Details of the impact of service diversions along Fisher Street and Catton Street will not be available within the timescale of the EIA, but these are likely to partially or completely remove potential archaeological remains. • Compensation grouting: ○ A Grout shaft at Proctor Street, extending below the base of the terrace gravels, with associated compound (worksite). Impact: the shaft would completely remove potential archaeological remains within their footprints. Foundations in the compound for accommodation (c 0.4–0.8m deep), and batch plant (c 0.5–1.0m deep) are unlikely to have an archaeological impact. ○ Possible permeation grouting of the terrace gravels around the grout shaft would be likely to affect only the bases of any deeper cut features surviving within the gravels (eg wells). The impact of permeation grouting, if required, would be the loss of the information value of potential archaeological remains, by consolidating the deposits to a degree which prevents future access and investigation. ○ Grouting conducted from within the Kingsway Tram Tunnel would have no impact, as the tunnel will have removed potential archaeological remains, and excavation of the tunnel floor is unlikely to affect any historical resources relating to the tunnel itself. There would be no impact on below-ground remains of the Grade II registered gardens of Bloomsbury Square or Lincoln’s Inn Fields.

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Magnitude of Moderate, with potential for a Significant impact. impact before mitigation Additional Survey levels from existing basements, and geotechnical data required, information in order to refine the mitigation strategy. required ? Incorporated The generic data gathering and mitigation measures, as described in the mitigation incorporated mitigation, would be applied to this Crossrail site. Initially DDBA and/or field evaluation would be required to establish levels of survival beneath the existing truncation from previous development. Residual None impact after The incorporated mitigation measures would constitute preservation by incorporated record. mitigation Site specific None required mitigation Residual None impact after site specific mitigation Significance Non-Significant of Residual Impact Engineering Engineering Information provided by Crossrail sources ES Scheme Description Sources Historical / A 500m radius search of GLSMR, LB Newham UDP. Archaeological Greater London Industrial Archaeology Society (GLIAS) database v.2.65 sources Researcher KT, PM, Date 21/12/2004 JDM, JC

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Route Window C6

Site 292 Gray’s Inn

Site name Gray’s Inn: ground settlement between search Site no. 292 areas 206 & 207 Route Section Central Window C6 Location Bedford Row to Gray’s Inn Road, LB of Camden NGR 530950 181745 Proposed Tunnels only (1–10mm settlement predicted). Works Geology & Thames sands and gravels ( Lynch Hill phase, with the Hackney terrace Topography present at the corner of Gray’s Inn Square and Gray’s Inn Road). Ground levels lie at c 20m OD, and slope down gently eastwards to the valley of the former River Fleet, and southwards towards the Thames. A localised depression, typified by the 20m OD contour, runs north- west to south-east across the area, suggesting a possible former stream running into the Fleet.

Baseline • There are no Scheduled Ancient Monuments in the 300m radius resources search area. • The gardens of Gray’s Inn are a Grade II* listed Historic Garden (GD1299). Laid out in the 16th century for Francis Bacon, they had numerous phases of alteration in the 17th and 18th centuries. • The site lies in an Archaeological Priority Area. • High potential for Roman burials from the western cemetery along the line of the Roman road, High Holborn (site codes GM409, BAA87, SNB00; GLSMR 040257, 080359, 081766, 081781, 081783, 081791). The projected line of the road (GLSMR 081766) lies c 130–150m south of the ground settlement contours for the southern tunnel. Roman quarry pits and other features have also been found in the search area (site codes BRK80, FUL89, FRN90). A possible second Roman road, and Iron Age trackway (GLSMR 080376), has been conjectured to run through Gray’s Inn. • High potential for 13th-century and later remains of Gray’s Inn, including garden structures, landscaping and planting, as well as buildings and features from the earlier medieval manor house of St Pauls Prebend of Portpoole. The Inn originally developed around South Square, immediately south of the settlement contours (GLSMR 201944, 202943). Comparable features have been found during excavations at Lincoln’s Inn and Barnard’s Inn (site codes BAA87, LIN86, LNI93, LIF97).

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• High potential for post-medieval urbanisation outside of Gray’s Inn, around Theobald’s Road and between Holborn (GLSMR 082021) and High Holborn (082022) as shown on the 16th-century Braun & Hogenburg and Agas maps. There has been extensive fieldwork - site codes BAA87, BRK80, CIR96, FRN90, FTC75, FUR87, FUS90, FUV01, HOL88, KHN85, LST77, TEO98 - including more peripheral features such as gardens, fields, rubbish pits and quarrying. • Low potential for prehistoric artefacts, eg two Palaeolithic hand axes and a Mesolithic or Neolithic ‘chisel’ found at Eagle Street and Holborn (GLSMR 081708, 081716, 081763). Current status Gardens of Gray’s Inn, surrounded by built-up area. Visited ? of land No Past impacts N/A

Importance of • High importance: high potential for former layouts of medieval the baseline and later Gray’s Inn, including the manor house, principal Inn resources buildings (such as the chapel) and the gardens. Reason: formal identification; the above-ground remains are a Grade II* listed Historic Garden and lie in an Archaeological Priority Area; potential to contribute to published priorities including the local research objective “Contributing to our understanding of … the meanings and values of domestic as well as public gardens” (Museum of London 2002, 69); the diversity of the numerous phases of alteration in the 16th to 18th centuries; supporting data in the form of historical documents and maps, and excavated data from Lincoln’s Inn and Barnard’s Inn; historical associations with notable people and the institution of Gray’s Inn, and their value as an element of the local historic landscape. • Moderate importance: low potential for prehistoric remains. Reasons: whilst the few finds are generally residual artefacts, with limited contribution to local research aims, there may be some potential for in situ evidence within the less disturbed garden areas of Gray’s Inn. These would have local rarity. • Moderate importance: high potential for burials and other activity associated with the Roman road. Reasons: (see Site 291). • Moderate importance: high potential for post-medieval urbanisation. Reasons: (see Site 205). Impact There are no known structural archaeological remains between search areas 206 and 207 which might be affected by ground settlement (NB the standing buildings of Gray’s Inn are the subject of a separate discipline within the Crossrail EIA, and are thus not included here). Magnitude of None impact before mitigation

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Mitigation N/A Additional N/A information required ? Residual None Impact Magnitude of None Residual Impact Significance of Non-Significant Residual Impact Engineering Engineering Information provided by Crossrail sources

Sources Historical / A 300m radius search of GLSMR and LAARC. Archaeological Greater London Industrial Archaeology Society (GLIAS) database v.2.65 sources 16th-century maps of Braun & Hogenburg, Agas, the Copperplate map. Researcher NJE, Date 21/12/04 JMCB, JC

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Site 207 Farringdon Station

Site name Farringdon Station Site no. 207 Route Section Central Window C6 Location City of London/LB of Islington NGR 531530 181870 to 531980 181580 Proposed An additional station, including two basement level ticket halls; Works escalator and access shafts, ventilation tunnels, plus associated construction compounds and temporary compensation grouting. Geology & Topography is dominated by the former river Fleet, the main channel Topography approximating the line of Farringdon Street and Farringdon Road. The Fleet is the largest of London’s “lost rivers”, now confined to a sewer beneath Farringdon Street and New Bridge Street. The steep east bank of the Fleet is still in evidence today, falling from 16.5m OD in West Smithfield to 7.9m OD in Farringdon Street. The eastern part of the Crossrail site lies outside the Fleet valley, on the Thames (Taplow terrace) gravels and (where it survives) intermittent deposits of brickearth. On the western part, the terrace gravels have been eroded into the underlying London Clay and alluvium deposited by the river. BGS mapping shows alluvium extending approximately between the present Thameslink line and Farringdon Road. However, these deposits were absent in geotechnical boreholes adjacent to the station, suggesting that much of the alluvium has been removed in construction of the 19th-century railway cutting and sidings (which ran beneath what is now Lincoln Place and Smith New Court House). Tributary streams and natural springs are frequent in this area, particularly to the west (Hatton Garden) and north (Sadlers Wells). It has been suggested that the Faggeswell Brook flowed east-west across the site somewhere between Cowcross Street and Charterhouse Street (Barton 1992, 30 and map). A second stream, the ‘little torrent’ may have crossed the site to the north (Sloane & Malcolm in prep, period M6 Documentary Evidence & Figs 92−3). However, archaeological monitoring of Thameslink 2000 trial work at Farringdon (FNG02) suggests that no stream features are likely to survive within the railway cutting.

Baseline • Parts of the Roman city and fort walls and the medieval city wall fall resources within the search area but are outside the Crossrail site and settlement contours. They are Scheduled Ancient Monuments (LO 26C, LO 26D, LO 26H, LO 26R, LO 26S, LO 26T and LO 26U) and include gates, bastions, access bridges and turrets. The wall has also been found at archaeological site KEB92, 300m south of the Crossrail site.

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• The Benedictine nunnery of St Mary Clerkenwell is a Scheduled Ancient Monument (LO 130). It lies c 200m from an area of temporary landtake within the railway cutting, and more than 375m from Crossrail construction works. • Most of the search area falls within the Holborn Archaeological Priority Area (Camden), the Lundenwic and Temple Areas of Special Archaeological Priority (Westminster), the Clerkenwell Archaeological Priority Area (Islington), or the City of London, all of which is considered to be equivalent to an archaeological priority zone. A small area to the north-west is outside these zones. The Crossrail site falls within the LB Islington Archaeological Priority Area, and the City of London. • Smithfield Market. A market for horses and other livestock is first mentioned in an open field at this location in 1173. The field was also the site of the annual Bartholomew Fair from 1123–1855 and was used for tournaments. In 1638, the cattle market was formally recognised with a Royal Charter. In 1851–66, Sir Horace Jones built the existing central market building, and in 1868 it opened as London Central Meat Market. The building is constructed in ornate cast iron, fronted in red brick and stone, with four stone corner towers. It included a 4-acre underground railway station, with a line connecting the market to the . The General Market at its western end is of red brick and Portland stone, with octagonal terminal turrets, and dates to 1879–83. Although damaged by bombs in World War II, much survives in use. • Burial Grounds: The post-medieval churchyard for (BG 205) lies within the Crossrail site (1672 Ogilby and 1746 Rocque maps). Basil Holmes (1896, 325) lists two burial grounds – St Sepulchre’s additional ground and St Sepulchre’s workhouse ground, as shown on the 1799 Horwood map.

The outer cemetery of Charterhouse (GLSMR 080395, 084012, BG 207) was a 14th-century Black Death and possibly later burial ground, (Barber and Thomas, 2002). Although Basil Holmes (1896, 287) lists its location as Charterhouse Square, the southern boundary of the Charterhouse precinct and possibly the cemetery lay further south, partially under the existing railway (see Barber and Thomas 2002, Fig 15). If the cemetery does extend this far it would fall within the Crossrail site.

The burial ground of St Bartholomew the Great (BG 229) lies within the settlement contours (May 2003); (GLSMR 041240; Basil Holmes 1896, 317). St Johns burial ground (GLSMR 082263, BG 206) in Benjamin Street (now St Johns garden) is shown on the 1799 Horwood map. Basil Holmes 1896, 287, lists it as an additional ground for St Johns, Clerkenwell. Crossrail works are located c 75m to the south.

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• High potential for post-medieval urbanisation, intensive across the whole search area. Buildings from the 16th to 19th centuries have been recorded at the majority of local archaeological excavations, along with significant documented buildings. Other post-medieval occupation features such as pits, surfaces, dumps, quarries and cesspits have been found at several locations, and other masonry features are also common. Post-medieval gardens were also located throughout the search area, and reclamation dumping and ground stabilisation occurred in the Fleet valley, to the west of the site (ABP94, ADG95, ADS98, AGE88, AGT79, ALB89, AME92, ASS90, ATL89, AYB95, BAP99, BIO98, BNT98, BRI86, BRK80, BSI93, BTM98, CAR89, CIN91, CKG95, CLO83, COW89, CTN86, ENG84, FCT75, FTL98, FUL89, FUR87, FUV01, GIN90, GLH00, GLY01, GPO75, GSU99, GSW90, HAS90, HBH01, JAN90, JEP97, JOH88, JRD98, KBY98, KEB92, KEE90, KEW98, KHN85, KIY00, LIT89, LLA88, LOG82, MDE88, MED89, PCC92, PLM85, PRR98, QLY01, SAJ98, SBG87/94, SFH00, SIA02, SJG95, SJL90, SJT96, SJU99, SNQ99, STJ89, WES89, WSI97, WGF29, WRS97, WTD99, WTM01, XRC92; GLSMR 041253, 503020, 082247, 082252, 080535). • Moderate potential for the original topography and palaeo- environment of the Fleet valley and its tributaries, including the preservation of organic materials. A waterfront revetment structure was discovered on Shoe Lane, 100m to the south-west of the Crossrail site and adjacent to the medieval course of the River Fleet (ATL89). Palaeo-environmental data from Thameslink, immediately to the south of the study area, radically revised reconstructions of the topography south of Holborn Viaduct (VAL88/PWB88), but survival of the relevant sequences within the Crossrail site is less clear (Geology and Topography, above). • Moderate potential for prehistoric remains. Residual finds of prehistoric tools, weapons, pottery and other artefacts from Palaeolithic to Iron Age date have been found throughout the search area (GPO75, PRR98; GLSMR 080344, 080383, 041156, 040150, 081710, 081763, 041159, 080348, 041127). There is also some potential for in situ evidence. A Late Bronze Age pit and an Iron Age ditch were excavated 150m south and 400m north-west of the Crossrail site, respectively (WES89, ENG84). • Moderate potential for Roman roads, known to pass within 200m of the Crossrail site along Holborn Viaduct to the south and Aldersgate Street to the east. A road surface was excavated less than 50m from the east end of the Crossrail site (SBG87/94). A Roman pavement was also discovered in Long Lane (GLSMR 040197). There are a number of other roads in the search area (GLSMR 081766, 040409).

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• Moderate potential: for Roman burials. The Crossrail site is within the known extra-mural cemetery to the north-west of the City. Numerous inhumations and cremations have been recorded in the search area, including some within the Crossrail site (BAA87, BAR79, CKA02, SWH86, WES89, GM165, GM409; GLSMR 040167, 040222, 040235, 040288, 040234, 040244, 040242, 040248, 040249, 081791, 040294, 040181, 040289, 040250, 040257, 040275, 040276, 040277, 040282, 040297, 040400, 040402, 040290). • Moderate potential for Roman occupation and related activities outside the City walls, found extensively within the search area including: - ditches (ABP94, BAD89, BTM98, CLO83, EEL90, ELP90, GPO75, HSN99, KEB92, LBT86, SNO01) - dumping, pits and surfaces (AGT79, BAR79, GPO75, HST92, KEB92, KEW98, SNO01) - quarries (ABP94, BAA87, FUL89, FUV01, HSN99, SWH86, WES89, WSI97. WGF29, GLSMR 040001) - agricultural features (ABP94) and buildings (GLSMR 081769). Three excavations revealed Roman buildings within the search zone, c 300m from the Crossrail site (BAR79, GPO75, KEB92). A Roman industrial complex of hearths and pits was also recorded 150m south of the site (WES89). However, it is considered that the probability of occupation features reduces in the direction of the Crossrail site. • Moderate potential for medieval buildings. The search area was well-developed in the medieval period, with extra-mural settlement concentrated around West Smithfield and Clerkenwell Road, and intensive settlement within the city walls to the south. The area was home to several religious orders which possessed large precincts, many of which have been subject to excavation, and an intricate system of conduits supplying water (eg GLSMR 080405). These include: The Priory of St John, Clerkenwell 200m to the north of the Crossrail site (ASS90, AYB95, BAD89, COW89, GPC00, JON89, SJL90, SJS86, SNQ99, GM411, GLSMR 080481, 080436, 080437); The centred c 150m to the north-east of the Crossrail site (GSW90, PCC92, PRR98, TEZ88, GLSMR 080538, 080405, 080477, 080482): the Crossrail site is partially within the outer court and a Black Death cemetery of Charterhouse (Barber & Thomas 2002, Figs 15 & 17); St Bartholomew’s Priory and Hospital (on the site of the modern St Bartholomew’s Church and Hospital) within 50m of the Crossrail site to the south (BTM98, HAS90, KHN85, LOG82, SBG87/94, WGF61, GLSMR 041240); and St Mary Clerkenwell (originally a nunnery) 250m north-west of the Crossrail site (CLW82, CLC94, GLSMR 082088). A mill was attached to St Mary Clerkenwell (080458). A number of secular buildings, such as Inns of Chancery, taverns and domestic residences, from the period have also been discovered or documented within the search area (AGT79, AME92, BAA87, CEV02, CKA02, CTN86, EEL90, ELP90, ELY85, ENG84, JER83, PLM85, SJG95, WES89, WSI97, GLSMR 080466, 041226, 041242, 041253, 202768, 082056, 082058, 082055, 041275, 107

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080460, 080464). The medieval village of Holborn, known from Domesday onward, lay to the south-west of the Crossrail site, but may have encroached into the study area (GLSMR 082059). The overall rating reflects the fact that most of these resources are outside the Crossrail site. • Moderate potential: Medieval roads crossed the search area, for example Farringdon Road, Long Lane, Chicke Lane (now Cowcross Street), Duklane (Little Britain) and Clerkenwele Strete (now St John Street), and many road surfaces have been recorded in excavation (AGS85, LLN86, LOG82, SJG95, GLSMR 041244, 082021, 082082, 082083, 082084, 082085, 080412, 080420, 040409). There are also post-medieval roads (LLN86, SJG95, GLSMR 082082, 080412, 080420, 212469). • Moderate potential for other medieval discoveries throughout the search area, eg a tile kiln 50m to the north of the Crossrail site (GLSMR 080390), a spread of domestic yard features and general occupation (AGT79, ALB89, ASS90, AYB95, BAA87, BRI86, CLK86, COW89, ENG84, FTL98, FUR87, HSN99, LBT86, LOG82, PCC92, SJU99, TCR96, WES89, WGF29, GLSMR 080411), ditches (ABP94, AGT79, HSN99, PRR98, SFH00, GLSMR 082064), quarry pits (ABP94, AGR02, CIN91, FUR87, PRR98, TCR96) and garden features (BMW01, BRI86, BSI93, CTN86, SJG95). • Low potential for Saxon activity including burials and possibly occupation, between the 5th and 7th centuries. This may have been located on the higher ground overlooking the Fleet, but it is uncertain whether such activity might continue down the valley sides (COW88/COW89; JON89; Sloane & Malcolm in prep, 31; Vince 1990, 109). Further afield, ditches and other occupation features were found 300m south of the Crossrail site (KEW98). Current Farringdon and Barbican stations and all the tracks and other Visited ? status of land railway infrastructure including former goods depots adjacent Yes to Farringdon Road are within cuttings. The Lindsey Street area is heavily built-up, most buildings being between 3 and 7 stories. Past impacts Archaeological monitoring of Thameslink 2000 trial work at Farringdon (FNG02) suggests that no archaeological remains are likely to survive within the area of the railway cuttings. This includes an area of former sidings beneath Cardinal Tower (48−52 Cowcross Street; 2a, 2b and 4−10 Farringdon Road, and part of 47−53 Charterhouse Street), which has a double basement, with an adjacent NCP car park also at double basement level.

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• High importance: low potential for Early–Middle Saxon occupation. Reasons: national importance and rarity of remains of this period; group value with Lundenwic settlement, and contribution to published priorities (eg Museum of London 2002, 48, 85, 88). However, there is uncertainty over the presence of such resources and survival quality may be variable (see under Incorporated Mitigation, below). • High importance: moderate potential for the medieval religious institutions and associated burial grounds. Reasons: St Mary Clerkenwell only: statutory protection as a Scheduled Ancient Monument. Remainder: statutory protection for burial grounds, potential to contribute to published priorities (eg Museum of London 2002, 86); supporting data (historical documentation and archaeological records); historical association with the religious orders; group value with other religious houses of the same Orders, nationally and internationally, diversity and complexity of multi- phase resources, showing evolution of the monastic houses up to and following the Dissolution. However, survival quality may be variable (see under Incorporated Mitigation, below) • Moderate importance: moderate potential for evidence of the topography and palaeo-environment of the Fleet valley, including its management and reclamation. Reasons: potential to contribute to published priorities (eg Museum of London 2002, 79–80). Such data would also have group value with that further south in the Fleet valley; assisting reconstruction of the former landscape. • Moderate importance: moderate potential for prehistoric remains. Reasons: the local rarity of any possible in situ evidence in this area, although it is likely to be fragmented. • Moderate importance: moderate potential for Roman occupation outside the City, including buildings, burials, roads and related agricultural and industrial activity. Reasons: statutory protection for burials; potential to contribute to the published priorities (eg Museum of London 2002, 80–81); supporting documentation from other extra-mural archaeological remains; group value with extra- mural remains and also by contrast with intra-mural remains. For burials, see also Site 291. • Moderate importance: moderate potential for medieval secular occupation (outside the City and the religious precincts) including buildings, roads and related yard, garden and industrial activity (eg tile making) and commercial ventures (eg wharves, revetments on the Fleet waterfront). Reasons: potential to contribute to published priorities (eg Museum of London 2002, 81–2); they may have diversity exhibiting development of the extra-mural area over time; and group value with archaeological records from other sites in the area.

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• Moderate importance: high potential for post-medieval urbanisation. Reasons: diversity of multi-phase resources; historical supporting data; historical association with notable people, events or socio-economic developments; contribution to published priorities (eg Museum of London 2002, 80 & 82). Impact Two new below-ground ticket halls (eastern and western). Much of the work at the western ticket hall will take place within the existing railway cutting/ cut and cover tunnel, which is regarded as having removed all archaeological deposits. In addition there will be access and grouting shafts. The archaeological assessment at this site is not comprehensive, being based entirely on drawings, and further consideration is recommended (see Additional Information, below). Any impact of demolition on standing buildings is considered separately, under the Heritage and Townscape specialist assessments. Western Ticket Hall • Below-ground station concourse on the site of Cardinal House. Impact: These works are unlikely to have an archaeological impact, as previous work within the basement of Cardinal House has shown that archaeological remains are unlikely to survive (FNG02). Eastern Ticket Hall • Acquisition of 33–37 Charterhouse Square for construction of stair and lift shaft to concourse interchange level. The detailed design for this work will not be undertaken until after bill submission. However extensive work between the present basement and Crossrail platform levels is likely to be required. Impact: removal of all archaeological deposits surviving beneath the basement. • Demolition of 38–42 Charterhouse Square and construction of construction/escape shaft (Fox and Knot Street). Impact: Removal of all archaeological deposits surviving beneath the basement of the existing buildings within the footprint of the shaft. • Below-ground station concourse between Lindsey Street and Hayne Street. Impact: removal of all archaeological deposits surviving underneath the basements of the existing buildings and not already removed by the cut and cover construction of the Metropolitan line and the basements of Smithfield Market which extend under Lindsey Street. • Demolition of 3 Hayne Street and construction of ventilation shaft. Impact: removal of all archaeological deposits surviving underneath the basement of the existing building. • Compensation grouting: ○ Grout shafts at the rear of 67–69 Cowcross Street, Green Hills Rents, and St Johns Street, extending below the base of the terrace gravels, with associated construction compounds. Impact: the shafts would completely remove potential archaeological remains within their footprints. Foundations in

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the compounds for accommodation (c 0.4–0.8m deep), and batch plant (c 0.5–1.0m deep) are likely to have no or minimal archaeological impact. ○ Possible permeation grouting of the terrace gravels around the grout shaft at St John Street (the gravels are not present at the other shafts), would be likely to affect only the bases of any deeper cut features surviving within the gravels (eg wells). The impact would be the loss of information value, by consolidating the archaeological deposits to a degree which prevents future access and investigation. ○ Grouting of the underlying London Clay, conducted from within the Fox and Knot construction shaft and from the existing basement level of Smithfield Market would have no additional impact. There will be no impact on St Mary Clerkenwell or the burial grounds of St John’s and St Bart’s. Magnitude of Moderate, with potential for a Significant impact impact before mitigation Additional Geotechnical data and engineering drawings/levelled survey data, when information available. This will clarify archaeological survival (in relation to below- required ? ground configuration of the existing station/rail lines and the extent and depth of basements elsewhere - particularly for the eastern concourse around Lindsey Street and Hayne Street), in turn allowing the mitigation strategy to be developed. Incorporated The generic data gathering and mitigation measures, as described in the mitigation incorporated mitigation, would be applied to this Crossrail site. Initially, DDBA and/or field evaluation would be required to establish levels of survival. Pending this Additional Information (see above) the survival quality of any Saxon or medieval remains is predicted to be variable and locally poor, due to the extent of existing basements and below-ground railway infrastructure in the area. The potential for such remains being present (particularly any of high importance) is therefore only low to moderate. For example, the Crossrail eastern concourse works are adjacent to (but mainly outside) the outer precinct of the medieval London Charterhouse, away from the main inner nucleus of monastic buildings and cemetery. The main potential is for the precinct boundary, probably marked by an early 16th-century brick wall (Chris Thomas pers comm.). Preservation by record is therefore considered the most appropriate mitigation strategy for the Crossrail Farringdon station site and archaeological excavations will be required, particularly for the eastern ticket hall and nearby works. Residual None impact after The incorporated mitigation measures would constitute preservation by incorporated record. mitigation

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Site specific None required mitigation Residual None impact after site specific mitigation Significance Non-Significant of Residual Impact Engineering Engineering Information provided by Crossrail sources ES Scheme Description Historical / A 200m search of GLSMR and LAARC around the Crossrail site. Archaeological Greater London Industrial Archaeology Society (GLIAS) database v.2.65 sources Barber B and Thomas C 2002, The London Charterhouse. Basil Holmes (Mrs) 1896, The London Burial Grounds. Sources Sloane, B, & Malcolm, G, 2004 Excavations at the Priory of the Order of the Hospital of St John of Jerusalem, Clerkenwell, London. Vince, A, 1990 Saxon London: an archaeological investigation Richard Horwood 1799, A Map of the Cities of London and Westminster. John Ogilby 1676, A Large and Accurate Map of the City of London. John Rocque 1746, A Map of the Cities of London and Westminster and Borough of Southwark. Researcher R W-B, Date 21/12/04 NJE, JD-M, JC

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Site 229 Farringdon Crossover Cavern

Site name Farringdon Crossover Cavern Site no. 229 Route Section Central Window C6 Location Barbican Centre, Aldersgate Street to Moorgate, City of London NGR 532120 181860 to 562260 181810 Proposed Underground crossover cavern 150m in length to the west of Barbican Works Station. Access shaft and associated worksite on east side of Aldersgate Street, immediately south of the junction with Beech Street. Geology & Taplow Thames terrace gravel, normally overlain by brickearth Topography (Langley Silt Complex), recorded in the vicinity although often truncated by later activity (eg quarrying). This area probably lies on the edge of the brickearth capping of Ludgate Hill. Topographically, the area is relatively flat to the north with a general slope down towards the Thames in the south but a slight gradient upwards to Ludgate Hill in the south-west.

Baseline • Part of the Roman city and fort walls and the medieval city wall fall resources within the search area and are Scheduled Ancient Monuments (LO 26C, LO 26D, LO 26G, LO 26H, LO 26J, LO 26Q, LO 26S). These include gates, bastions, access bridges and turrets. The wall has also been found in excavations at APG86, BHC02, WFG3, WFG4, WFG17, WFG23, GM11, GM209. The City walls do not extend to the Crossrail site. • The Crossrail site is within the City of London, which is considered to be equivalent to an archaeological priority zone. Those parts of the search area which lie in the LB of Islington fall within the St Luke’s Archaeological Priority Area. • Burial Grounds: St Giles Church and churchyard (GLSMR 200685, BG 225, Basil Holmes 1896, 317) lie 30m to the south of protective works. The burial ground is shown on the 1676 Ogilby and later maps. Two further burial grounds lie c 170m north of Crossrail works and are shown on the 1799 Horwood map. Thomas’s Burying Ground (GLSMR 082255, BG 238) was on the eastern side of Golden Lane and another on the western side is listed as 18th-century (GLSMR 082256, BG237). A Jewish burial ground (GLSMR 041264, BG 236) was located in the Silver Street area c 125m south of works. The Crossrail site does not extend to these burial grounds. • The search area for this site encompasses significant resources inside the City walls. However, those marked as low potential are unlikely to occur outside, within the vicinity of the Crossrail works. Construction of the Barbican development has also significantly reduced the potential for archaeological survival.

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• Moderate potential for Roman burials, although the main extra- mural cemeteries lie to the north and west (GLSMR 040222). • Moderate potential for other Roman activity, found within and outside the City walls including ditches (CLO83, LBT86); quarries (BNH88, CPG90, CSU96, LBT86, WFG18); dumping, pits gullies and surfaces (LBT86, WFG3, WFG4, GLSMR 041245, 040410, 040032, 040035). A Roman coin hoard was discovered 100m to the south of the Crossrail site (GLSMR 040221). • Moderate potential for other medieval activities outside the City walls, including domestic yard features, general occupation and dumping (AGT79, CPG90, LBT86, LEE87, LOG82, PWN92, WFG17, WFG18, GM215, GLSMR 041243, 041249, 041255, 041257, 041263, 041444, 041258, 041244, 041242, 041252), ditches (AGT79), quarry pits (AGR02, BUW98, CET86, CIN91, CSU96), water supply (GLSMR 080416) and garden features (BMW01, CTN86). The ground to the north of the city wall was known as Moorfields Marsh. The deposits have been identified on a number of excavations (BNH88, WTC76, GLSMR 041445). • Moderate potential for post-medieval settlement and related activity across the whole search area. Buildings from the 16th to 19th centuries, including significant documented structures, have been widely recorded (BTM98, CLO83, CTN86, GLY01, HAS90, LBT86, LOG82, MED89, SBG87/94, GLSMR 041242, 041247 & 041246 (Brewers Hall), 041252 (Neville’s Hall), 041253 (Trinity Hall), 041262 (Barber Surgeons Hall), 212473). A playhouse, the Fortune Theatre, was also present in Golden Lane from 1600 (GLSMR 080483). Other masonry features such as outhouses and wells are common (ADS98, AGT79, BUW98, CIN91, CSU96, GLH00, GSW90, LOG82, GLSMR 041265) and an icehouse was found in Little Britain (LBT86). Other evidence includes pits, surfaces, dumps and cesspits (ADG95, AGE88, CAR89, CET86, CIN91, FOS95, MDE88, MED89, PWN92, SBG87/94 GM107, GM215, GLSMR 041249, 083441); quarrying for brickearth and gravel (LIT89) and gardens (BUW98, CAR89, CSU96). • Low potential for prehistoric features. In situ remains have been recorded in the City and its environs, but not within the search area, although isolated artefacts indicate the possibility. These include Neolithic flakes and a polished axe (GLSMR 041134, 041127), a late Bronze Age socketed axe 150m north of the Crossrail site (GLSMR 041142), late Bronze Age/early Iron Age pottery from adjacent to the Crossrail site (GLSMR 041158), an Iron Age bronze mask from London Wall (GLSMR 041175) and an Iron Age spearhead (GLSMR 08034).

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• Low potential for the City ditch, excavated at a number of sites. Roman - CGT77, WFG3, WFG4, WFG17, WFG18, WFG23, GM11, GM209, GM107, GLSMR 047478, 040487, 040413/04. Medieval - CGT77, MRL98, WFG17, WFG18, GM11, GM209, GM107, GLSMR 040474, 047478, 040483, 040486, 040487, 040413. A timber structure, possibly a bridge or quay, was found in the ditch (GLSMR 041267). Post-medieval: - WFG17, WFG18, GM11, GM209, GM107, GM215, GLSMR 040474, 047478, 040486, 040487). The ditch may have been re-dug to strengthen Civil War defences (WFG17, GLSMR 041898). • Low potential for Roman occupation. Buildings were mainly within the City walls and Cripplegate fort area and they have often been truncated by later basements (LEE87, GLSMR 040031, 040033, 040484). • Low potential for the Roman and later roads recorded within the search area. Roman: SBG87/94, WFG3, WFG23, GLSMR 041244, 080361, 040033, 040409. Medieval: AGS85, ALD82, LEE87, LLN86, LOG82, GLSMR 041244, 041256, 080420. Post-medieval: (LLN86). • Low potential for Saxon remains. The City ditch was reused in the late Saxon period (GLSMR 040413/04). Saxon occupation has been found in the search area (GLSMR 041267, 041257) some less than 200m to the south of the Crossrail site, including a layer of late or post-Roman ‘Dark Earth’, buildings and occupation features (LBT86, LEE87). • Low potential for medieval buildings. St Bartholomew’s Priory and Hospital (on the site of the modern church and hospital) lies less than 150m to the south-west of the Crossrail site (BTM98, HAS90, SBG87/94, WGF61, GLSMR 041240). St Giles Church stands on Fore Street less than 100m away (GLSMR 200685) within the site of St Giles Hospital. St Alphages Church lay 150m to the south-east of the Crossrail site (APG86 GLSMR 041251, 200795 041250), and was originally the chapel of the Priory of St Elsing Spital founded c 1329. A number of secular buildings, such as Inns of Chancery, taverns and domestic residences, from the period have also been discovered or documented within the search area (AGT79, CTN86, LBT86, LEE87, WFG3, GLSMR 080391, 041242, 041247 (Brewers Hall), 041252 (Neville’s Hall), 041253 (Trinity Hall), 041446, 040484). None of these lie within the Crossrail site or ground settlement contours. Current The site lies in a heavily built-up area in the Barbican Visited ? status of land complex, constructed on different levels. Defoe House is Yes eight stories and surrounded by the Barbican highwalk. Aldersgate Street is in use as a public highway. Past impacts With the exceptions of Aldersgate Street and possibly Beech Street, it is likely that most archaeological remains were destroyed by the construction of the Barbican centre.

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Importance of All the resources discussed here have their importance enhanced by the baseline formal identification within either an archaeological priority zone in resources the London Borough of Islington, or within the City of London, the whole of which is considered equivalent to an archaeological priority zone. • High importance: Roman and later city walls. Reasons: statutory protection as Scheduled Ancient Monuments; diversity of multi- phase resources; group value with other Scheduled sections of the city walls; historical and archaeological supporting data; historical association with key events. Outside the Crossrail site and settlement contours. • High importance: low potential for medieval ecclesiastical and other buildings and medieval and later burial grounds. Reasons: (see Site 207), but these resources are outside the Crossrail site and ground settlement contours. • Moderate importance: moderate potential for Roman activity outside the City walls including ditches, pits, quarries and burials. Low potential for Roman and later city ditch, and for extra-mural Roman roads, buildings and occupation evidence. Reasons: The diversity, complexity and coherence of the Roman remains is such as to have potential for contributing to published priorities eg: “Examining Roman London’s role as a centre of manufacture, warehousing and commerce”; “Refining theories of trade specialisation over time, and zonation in the Roman period”; “Investigating evidence for the operation in the Roman period of economic and market mechanisms, and the relationship between personal wealth and social hierarchy” (Museum of London 2002, 83). They will also have group value with the extensive body of Roman data from excavations in the capital. For burials, see also Site 291. • Moderate importance: low potential for Saxon remains. Reasons: local rarity of Saxon remains. • Moderate importance: moderate potential for medieval evidence outside the City walls, including domestic occupation, yard and garden areas, quarrying and other activities related to the development of marginal land. Reasons: understanding the relationship of the City to its immediate hinterland, hence group value with other fieldwork and potential to contribute to published priorities: “Understanding the nature and extent of urban development …”; “Understanding what London and its region looked like to its medieval inhabitants and visitors” (Museum of London 2002, 58–59). • Moderate importance: moderate potential for later Roman and medieval Moorfields Marsh. Reasons: origins as part of the Walbrook stream system, with medieval drainage/reclamation prior to urbanisation, hence complex, diverse multi-phase resource demonstrating a changing pattern of use on marginal land adjacent to 116

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the City. Possible palaeo-environmental potential including contribution to published priorities “Understanding London’s hydrology and river systems and tributaries …” (Museum of London 2002, 79). • Moderate importance: moderate potential for post-medieval urbanisation. Reasons: (see Site 207). • Moderate importance: low potential for prehistoric remains. Reason: the rarity of in situ evidence from the City of London, although low probability of being present and likely to be fragmented by later activity. Impact • The impacts below are based entirely on drawing no 1D0300- C1W11-C00-P-0000. There is currently no detailed engineering information available. • Construction of a 7.0m ID shaft in Aldersgate Street. Impact: The shaft will remove all archaeological deposits within the footprint of the shaft not previously truncated by services and other modern intrusions in the road. • Construction of conveyor loading hopper, gantry crane (c 0.5–1.0m deep), elevated conveyor footings (c 0.5–0.9m deep) and elevated storage bunkers in Farringdon Crossover Worksite. Impact: these are unlikely to have an archaeological impact, unless they have footings more than c 1m deep. • Sewer Diversion at Aldersgate Street. Impact: Some open cut work to the sewer invert 6.8m below ground level may be required. This would completely remove any surviving archaeological deposits in the footprint of the open cut. Magnitude of Moderate, with potential for a Significant impact. impact before mitigation

Additional Levels of archaeological survival beneath Aldersgate Street. information required ? Incorporated The generic data gathering and mitigation measures, as described in the mitigation incorporated mitigation, would be applied to this Crossrail site. Initially DDBA would be required to establish levels of survival beneath the existing truncation from previous development. However evaluation in advance of excavation is unlikely, given the large number of services likely to be present beneath Aldersgate Street, which will need diverting before any groundworks can commence. Residual None impact after The incorporated mitigation measures would constitute preservation by incorporated record for resources of moderate importance. mitigation

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Site specific None required mitigation Residual None impact after site specific mitigation Significance Non-Significant of Residual Impact Engineering Engineering Information provided by Crossrail sources ES Scheme Description Historical / A 200m search of GLSMR and LAARC from the Crossrail site. Sources Archaeological Basil Holmes (Mrs) 1896, The London Burial Grounds sources John Ogilby 1676, A Large and Accurate Map of the City of London Richard Horwood 1799, A Map of the Cities of London and Westminster Researcher R W-B, JD- Date 21/12/04 M, JC

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Route Window C7

Site 208 Liverpool Street Station

Site name Liverpool Street Station Site no. 208 Route Section Central Window C7 Location Fore Street to Liverpool Street, City of London NGR 532660 181700 to 533200 181530 Proposed There will be a Western Ticket Hall at Moorgate and an Eastern Ticket Works Hall at Liverpool Street, an escape shaft at Blomfield Street and additional construction compounds at Finsbury Circus and Liverpool Street. Geology & Taplow Thames terrace gravel, normally overlain by brickearth where Topography the natural ground surface has not been truncated by later activity. In general, the ground surface slopes down to the south. The area was crossed by multiple tributaries of the Walbrook stream, in particular immediately to the north-east of Finsbury Circus. The Walbrook valley was more pronounced to the south of the search area, but there are minor dips in ground level to the north. BGS mapping shows alluvium from the Walbrook extending north into the area of Blomfield Street.

Baseline • The Roman and medieval city wall is a Scheduled Ancient resources Monument (LO 26A, LO 26J, LO 26M, LO 26N, LO 26P) and it ran along the line of London Wall, passing less than 50m south of the Crossrail site, and partly within the ground settlement contours (May 2003). It has been recorded in a number of excavations. Roman: AOP99, AXE86, BAS88, BLM87, BTB89, BXA77, CAP86, HSD89, LON82, LWL87, WFG17, WFG23, WOD86, WOE94, GM108, GM109, GM253, GM228 GLSMR 040033, 040412, 040489, 040493, 040495, 040496, 040499, 041922, 041924, 041925, 041926, 041928, 041929, 041930, 041932, 041933, 041935; Medieval: BLM87, LWL87, WFG17,WFG23, WOD86, GM72, GM109, GLSMR 040412, 040488, 040489, 040491, 040492, 040493, 040494, 040495, 040496, 040498, 040499, 041927, 041929, 041930). • The Roman Amphitheatre, partially preserved at the Guildhall, is a Scheduled Ancient Monument (SAM 13201, GLSMR 042871, 042948) but is outside the Crossrail site and settlement contours (May 2003). • The Armourers’ and Brasiers’ Livery Hall, built 1840, is a Scheduled Ancient Monument (SAM LO32) and Grade II* listed building. It lies within the 1mm settlement contours (May 2003).

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• The garden in the centre of Finsbury Circus lies within the Crossrail site, and is a Grade II registered Park/Garden. It was laid out in 1815–17 as one of London’s first public parks, but was bisected by the cut and cover Metropolitan Railway tunnel in 1875. The garden was re-planned in 1909, when the layout of entrances was changed and the central bowling green was added in 1925 (GD2274; GLSMR227002). • The entire search area is within the City of London, (considered to be equivalent to an archaeological priority zone); the St Luke’s Archaeological Priority Area (LB of Islington), or an Area of Archaeological Priority (LB Hackney). • Burial Grounds: the medieval Bethlehem Hospital precinct, including the cemetery (GLSMR 044693, BG 208, Basil Holmes 1896, 323) is bisected by Liverpool Street (see below) and possibly adjacent to Crossrail construction works on the southern side of the street. There was also an extra-parochial burial ground founded by the City of London in 1569 on land formerly belonging to the Hospital and thought to be located north of what is now Liverpool Street and west of the station, c 50m to the north of Crossrail works (GLSMR 042904, LSS85). Excavations in 1985 at Broad Street Station (LSS85) removed some 400 burials. The cemetery was in use up to 1720 and is shown on Rocque’s map of 1746. St Boltoph’s without Bishopsgate (church and churchyard, BG 209) are located c 50m south of construction works, and within the May 2003 settlement contours (Basil Holmes 1896, 316). All Hallows church and churchyard (GLSMR 041557, 044517, BG 226, Basil Holmes 1896, 316) is located c 75m south of construction works and within the May 2003 settlement contours. St Mary Moorfields Catholic church and former churchyard are located on the north side of Eldon Street, c 100m from the Crossrail works (GLSMR 044657, BG 210, Basil Holmes 1896, 319). The site of St Alphege’s churchyard (GLSMR 200795, BG 211, Basil Holmes 1896, 317), shown on the 1676 Ogilby and 1746 Rocque maps, is located outside of the Crossrail site and settlement contours; c 200m to the west of the construction works. • High potential for the Roman and later Walbrook stream, including the development of Moorfields Marsh (possibly as a result of construction of the Roman City wall) with associated water management, drainage and reclamation. The stream and its tributaries cross the search area and have shaped its topography. In addition to former channels and associated overbank flood deposits, water management features such as timber revetments and piling have been discovered (ACW74, AST87, BLM87, COLS5, FIN81, MGT87, MRL98, TEL83, TRM86, WCH95, GLSMR 040142, 040641, 040647, 040648, 040650, 040657, 040658, 040694). During 120

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the Roman period many of the channels were filled in (ACW74, AST87, AUF88, BLM87, CAP86, CHL84, COE89, COLS5, COV87, FIN81, KEY83, KHS98, LIG88 & LHO88, LOW88, LSS85, LWA84, LWB89, MGT87, MOH88, MRG95, MRL98, NEB87, OLE98, OPT81, RIV87, TGM99, TGT00, TRM86, WCH95, GM45, GM74, GM77, GM119, GM120, GM121, GM122, GLSMR 040629, 040631, 040641, 040644, 040648, 040649, 040650, 040651, 040653, 040654, 040655, 040658, 041442, 041902, 041905). Late Roman and medieval marsh deposits and consolidation dumping have been recorded along Moorgate and Coleman Street, around Finsbury Circus and to the north (ACW74, BLM87, CAP86, FINP78, FIP92, KHS98, LIG88, LHO88, MRL98, OLE98, OPT81, VER90, WCH95, XRD92, GLSMR 040644, 041440, 041442, 041445). Within these deposits, drainage and water management features, such as timber-lined culverts and ditches, have been discovered (CEM88, CHL84, COT88, ELD88, FIB88, GWS89, GYE92, LOW88, LSS85, LWA84, LWL87, MAS78, MOH88, MRG95, NEB87, RIV87, TEL83, GM122, GLSMR 040499, 041549, 041922). • High potential for the extra-mural Roman cemetery that occupied much of the north of the search area. Many sites have yielded inhumations and cremations. Some are adjacent to the Crossrail site itself (ADM81, BHS87, BLM87, BRO90, BSP91, BSY91, CAP86, COT88, ELD88, FIB88, HSD89, LOW88, MOH88, MRL98, NEB87, RIV87, GLSMR 040130, 040195, 040196, 040224, 040237, 040238, 040239, 040240, 040245, 040247, 040252, 040254, 040256, 040260, 040262, 040263, 040279, 040280, 040284, 040287, 040295 burial in a vault, 040296, 040401, 040403, 040404, 040406, 040407, 040656, 041899, 041904, 041906, 041929, 081697, 081698). • High potential for other Roman activity. Road surfaces, particularly related to Moorgate and Bishopsgate, have been found on many sites close to the Crossrail site (BHS87, BIS82, BOM93, COV87, ELD88, FIB88, GAG87, GYE92, JBL86, KEY83, LDW84, LOW88, MGE96, MOG86, OPS88, OPT81, RIV87, TGM99, VLT86, GM109, GLSMR 040033, 040131, 040652). Other features include gravel and brickearth quarrying (ADM81, BHS87, BIP88, BIS82, ELD88, ISH88, JBL86, MGA00, MOG86, MRL98, NEE02, OBE96, OPS88, WGF50) and agricultural soils (BHS87, COV87, JBL86). Industry has been demonstrated on a number of sites within the search area including leatherworking, glass-making and pottery- making (AUS87, GYE92, LOW88, MGT87, MRG95, OPT81, GM119).

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• High potential for post-medieval urbanisation. Most of the area around Moorfields was settled and buildings, often with cellars, are present in many parts of the search area (ADM81, AST87, BAS88, BPG98, BSY91, COA86, FIS96, GAG87, GUY88, GYE92, JBL86, KHS98, LWA84, MOO80, MRL98, NEB87, NEE02, OPS88, WOM94, VLT86, GLSMR 041490 -Winchester House; 042873 - Girdlers Livery Hall; 044645 - tenements in “Petty France”; 044985 - the Bull Inn). The Bethlehem Royal Hospital was relocated from the vicinity of Liverpool Street to the area of the Crossrail site in 1676, with the new building occupying the London Wall frontage. The grounds were encroached on throughout the post-medieval period. The Hospital was outside the Crossrail site. Associated evidence such as external masonry features, pits and dumping is common (AST87, BEI02, BG76, BHS87, BSY91, BUN88, CAP86, CLM96, COT88, FIB88, FIP92, FIS96, FNB02, FOS95 FSQ98, GAG87, GYE92, ISH88, LIG88 & LHO88, MGA00, MGT87, MOA99, MOG86, OPT81, WCH95, WOE94, WOM94, XRD92, GM28, GM43, GLSMR 044454). Evidence of the Great Fire of 1666, including burnt building rubble, has been identified within the City (FNB02, GAG87, GUY88, GYE92, GM3). Industrial processes have been identified on several sites, all within 200m of the Crossrail site (BRO90 glass-making, FIP92 brick manufacture, FSQ98 glass-making and bell foundry, GLSMR 041443 lime burning at the Crossrail site). Garden features from post-medieval properties may occur in the search area (OPT81). The Great Fire did not extend north of the City Wall in the Moorgate–Bishopsgate area, and thus related deposits lie outside the Crossrail site. • Moderate potential: prehistoric material, a proportion of which was in situ, has been recorded, eg: Palaeolithic to Neolithic flint flakes (AUS87, MRL98, GLSMR 041134, 041136), Mesolithic antler picks (GLSMR 041114, 041115), Neolithic axes (GM315, GLSMR 041116, 041126), Late Bronze Age activity (BIP88), a Bronze Age knife (GLSMR 041152), a Bronze Age ingot (GLSMR 080082) and Late Iron Age pottery within 50m of the Crossrail site (RIV87, FIP92, MRL98). Iron Age artefacts include a mask found on London Wall (GLSMR 041175) and a horse fitting (GLSMR 041174). The Iron Age pottery suggests that a settlement lay in the area of the Crossrail site. Recent archaeological work has produced a Mesolithic flint core and flake from the gravel fill of a palaeochannel (THY01). • Moderate potential for the Roman and later defensive ditch. Roman: BAS88, BLM87, BRO90, BUN88, CAP86, HSD89, LON82, ‘possible vestiges’ at MRL98, WFG17, GM109, GLSMR 040497. Medieval: BLM87, BRO90, BTB89, BUN88, COT88, HSD89, MRL98, WFG17, GM28, GLSMR 040413/04, 040487, 040494, 040497, 041936. Post-medieval: CAP86, MRL98, WOM94, GM16, GM28, WFG17, GLSMR 040494, 040498 (occasionally with evidence of recutting to strengthen the defences during the Civil 122

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War). The ditch lay within areas of protective works in the southern edge of the Crossrail site. • Moderate potential (outside the City walls) for Roman building remains and related occupation features, including pits, cesspits, structural features such as postholes, surfaces and hearths. Buildings, extra-mural: BLM87, MRL98, intra-mural: ACW74, AST87, AUF88, BIS82, BOM93, BPA88, CAM76, CEM88, COV87, GAG87, GYE92, KEY83, LOW88, MGE96, MGT87, MOG86, OPT81, TEL83, TGM99, WCH95, WFG50; GM77, GLSMR 040628, 040633, 041022, 041025, 041026, 041027, 040179. Occupation features, extra-mural: BHS87, BLM87, BSY91, ELD88, FIP92, ISH88, VLT86, GM315, GLSMR 041903; intra- mural: AUF88, AUS87, BIP88, BIS82, CHL84, COA86, COV87, GAG87, GWS89, GYE92, KEY83, LDW84, LWA84, MGA00, MGE96, MOA99, WOE94, WFG50, GM3, GM77, GM121, GM198, GLSMR 040630, 040640, 040642, 040643, 040645. • Moderate potential for medieval religious houses and churches. St Mary Bethlem Hospital, founded in 1247, lay either side of Liverpool Street (but mainly north of it beneath what became Liverpool Street and Broadgate stations) between New Broad Street and Bishopsgate (LSS85, NEB87: a ditch at NEB87 may have marked the southern boundary of the precinct, the limits of which are not certain). Approximately 200m to the south of the Crossrail site lay the Friary of St Augustine, or Austin Friars (GWS89, OBE96, OBR94, OBT95, WGF50, GLSMR 041489) the precinct of which ran up to London Wall. Other medieval churches in the vicinity include All Hallows on the Wall less than 100m to the south of the Crossrail site (041557), and St Alphege which was originally a hospital and priory (GLSMR 041250, 041251, 200795) c 200m from the Crossrail site. The friary and churches lay outside the Crossrail site. • Low potential for Saxon occupation. The City was abandoned in the early and middle Saxon period in favour of a settlement to the west at Lundenwic in the vicinity of the Strand and Covent Garden. Desertion often shows in the archaeological record as a thick layer of ‘Dark Earth’ containing few occupational features and found in the vicinity of the Crossrail site (BIS82, BOM93, GAG87, GYE92, OPS88, PTD88, WCH95, VLT86, WGF50). Late Saxon settlement is also poorly represented in the search area, apart from a thriving centre recognised at the Guildhall, 300m to the south-west of the Crossrail site, where buildings and occupation material were abundant (GYE92, WGF50, GM2, GLSMR 041259). However this settlement is probably confined to the former Roman amphitheatre, beyond the Crossrail site (see above). Chance finds of artefacts have been made in the locality (GLSMR 080134). This occupation does not appear to extend to the Crossrail site, which would have lain within the Moorfields marsh at this time.

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• Low potential for medieval secular occupation. This occurs primarily inside the City walls to the south, where numerous buildings have been excavated (AST87, BIS82, BTB89, GAG87, GUY88, GYE92, ISH88, OPS88, TEL83, VLT86, GM3, GM41, GM77, GM120, GM145, GLSMR 040498, 041261, 041326, 041446, 041522, 041550). These include the Guildhall with its chapel and its precinct, and the house and market of Blackwell Hall (GAG87, GUY88, GYE92, PTD88, GLSMR 041289, 041301, 041466, 041468, 041471, 041498, 041499, 200711). Occupation also included pits, wells, structural features, surfaces and make-up dumps (ADM81, AUF88, AUS87, BAS88, BEI02, BG76, BHS87, BIP88, BLM87, BSY91, CAP86, CEM88, CHL84, COA86, FIB88, FIS96, FSQ98, GAG87, GUY88, GWS89, GYE92, ISH88, JBL86, MGA00, MGT87, MOG86, MOH88, OBE96, OPS88, OPT81, WCH95, WGF50, GM2, GM3, GM41, GM315, GLSMR 041324, 041325, 041472, 041479, 041480, 041503, 041521, 044453). • Low for other medieval activity. Roads crossed the search area (BSY91, CME85, GYE92, GLSMR 041256, 080419, 081606). Industry included tanning (ELD88), bronze-working (GUY88, OPT81, GM2), glass-making (MGE96), and other processes (BIS82, GAG87, GYE92, MGA00). Agricultural activity has also been recorded in the search area (BHS87, JBL86, NEE02). Quarry pits were fewer in the medieval period (WOM94). However, in the north, Moorfields (including most of the Crossrail site) remained open, marshy, ground. The moated site of Finsbury Court was located here, within 200m north of the Crossrail site (VER90, GLSMR 080399). Current Crossrail works are situated within and around Moorgate Visited ? status of land Station, Moorgate, Finsbury Circus and the south area of Yes Liverpool Street Station. The area is heavily built-up with the exception of Finsbury Circus, the central area of which is a bowling green and gardens. The railway lines and concourse of Liverpool Street Station are in a deep cutting, with further deep areas for Tube access and a ticket hall to the south. At Moorgate, Moor House is currently being redeveloped and it is understood that its design incorporates provision for Crossrail at basement level. The buildings surrounding Moorgate station are generally 5– 6 storey and those on the south side of Liverpool Street are 3– 4 storey. Past impacts LUL and mainline cut and cover tunnels and cuttings, especially the Metropolitan and Circle line. In particular, there is no likelihood of archaeological survival in the block that encloses the ‘Arcade’ ticket hall site, which has been truncated by a combination of basements and the LUL line. Many of the buildings in this area are also likely to have extensive basements which will have partially or completely removed potential

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archaeological remains. For example, all archaeological remains at Moor House have been excavated during redevelopment (J. Butler, supervisor MRL98, pers comm) and the AMRO Bank Building, which covers much of the proposed Western Ticket Hall, is believed to have a 4m deep basement. However, the Moor House excavations indicate that archaeological deposits extend down to c 8.4m OD (c 5m below ground level) and probably deeper in a Walbrook tributary. There is thus some potential for archaeological survival beneath single depth basements in this area. Importance of All the resources discussed here have their importance enhanced by the baseline formal identification within either an archaeological priority zone in resources the LB of Hackney or Islington, or within the City of London, the whole of which is considered equivalent to an archaeological priority zone. • High importance: the Roman and medieval city wall. Reasons: statutory protection as Scheduled Ancient Monuments; group value with other parts of the defences; historical supporting data; key feature of the layout and history of the City; contribution to published priorities (eg Museum of London 2002: 71, 82). The wall lies c 30m south of the Crossrail site (section SAM LO26P). • High importance: Armourer’s and Brasiers’ Livery Hall. Reasons: statutory protection as a Scheduled Ancient Monument. This 1840 standing building is outside the Crossrail works, but will itself be subject to protective works, and mostly lies within the 1mm settlement contour (May 2003). • High importance: moderate potential for medieval and later religious establishments, including hospitals, churches and burial grounds. Reasons: (see Site 207). On current information these resources lie largely outside the Crossrail site, although St Botolph’s and All Hallows churches and churchyards fall within settlement contours (May 2003) only. • Moderate importance: moderate potential outside the city walls (the Crossrail site) for Roman buildings and occupation evidence, including the city ditch. Reasons: (see Site 229). • Moderate importance: moderate potential for prehistoric remains. Reasons: the local rarity of any in situ prehistoric evidence, although survival quality is likely to be poor. Residual material would be of low importance. • Moderate importance: high potential for Roman and later Walbrook stream system, including Moorfields marsh. Reasons: (see Site 229). • Moderate importance: high potential for Roman burials from the extra-mural cemetery. Reasons: (see Site 291). • Moderate importance: low potential for Saxon occupation. Reasons: local rarity of Saxon remains. This occupation does not appear to extend to the Crossrail site, which would have lain within

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the Moorfields marsh at this time. • Moderate importance: low potential outside the city walls (the Crossrail site) for medieval secular buildings, occupation evidence and related activities such as roads, industry and agriculture. Reasons: (see Site 229). • Moderate importance: high potential for post-medieval urbanisation and industry. Reasons: diversity of multi-phase resources; supporting historical documentation; historical association with notable people, events or socio-economic developments (eg , Bethlehem Hospital); potential to contribute to published priorities (Museum of London 2002, 69 & 74). • Moderate importance: moderate potential for former layouts of the Grade II listed gardens at Finsbury Circus. Reasons: statutory protection; historical supporting data; contribution to published priorities (see Site 292). However the original Regency gardens have been fragmented by construction of the Metropolitan Line and later re-landscaping. Impact In addition to the new eastern and western ticket halls, there will be an escape shaft at Blomfield Street, construction compounds (worksites) in Finsbury Circus (including a temporary access shaft) and Liverpool Street. Western Ticket Hall (Moorgate Worksite): • Construction of Moorgate Box c 32m x 32m x 38m deep to include western end ticket hall entrance escalator, escape/vent shafts and MIP access. The piled box extends beyond the limits of the present bank building into Moorfields. Impact: Removal of all archaeological deposits surviving within the footprint of the box; including those beneath existing basements and beneath disturbance caused by existing utilities under Moorfields. • Compensation grouting conducted from within the Moorgate box would have no additional impact to that of the box. • New street level entrance to Moorgate ticket hall at southern end of Moorfields. Entrance goes down to ticket hall level 7.75m OD from ground level of c 13.50m OD. Impact: Removal of all archaeological deposits surviving outside the Moorhouse development and beneath disturbance caused by existing utilities under Moorfields, within the footprint of the entrance. This could possibly include part of the City ditch but not the City Wall. • Construction of temporary pile caps, lowering of existing pile caps and other groundworks beneath the basement of 21 Moorfields. Impact: Partial or complete removal of all archaeological deposits surviving beneath the existing basement of 21 Moorfields and in the footprint of the proposed groundworks.

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• Temporary road deck and pile box construction beneath Moorgate for the escalator box. Impact: Removal of all archaeological deposits surviving beneath disturbance caused by utilities under Moorgate, within the footprint of the box. • Moorgate Ticket Hall sewer diversion. Impact: Three new manholes are proposed in Fore Street Avenue. They will be dug from existing ground level to the invert level of the sewer (c 7.50m deep) These will completely remove all surviving archaeological deposits in the footprint of the manholes. • Diversion of the London Bridge sewer under Moorgate. Impact: The construction of two manholes 6m x 3m down to London Clay will completely remove all surviving archaeological deposits. This precedes the construction of the escalator box. Diversion of other utilities in advance of these works may also partially remove surviving archaeological deposits. Finsbury Circus Worksite: • Construction of temporary access shaft to tunnel level in Finsbury Circus Gardens. Impact: Removal of all surviving archaeological deposits in the footprint of the shaft. • Finsbury Circus construction compound. Details of the impact of any footings and groundworks that may be required in the construction compound (‘worksite’) will not be available within the timescale of the EIA, but, if required, works such as preparatory ground reduction and footings for plant, accommodation, etc are likely to partially or completely remove potential archaeological remains. Blomfield Street Worksite: • Blomfield Street construction compound. Details of the impact of any footings and groundworks that may be required in the construction compound (‘worksite’) will not be available within the timescale of the EIA, but if required works such as preparatory ground reduction and footings for plant, accommodation, etc may partially or completely remove potential archaeological remains. • Construction of a piled box to a depth of c –25m OD. The box will contain MIP lifts, ventilation and emergency access shafts. Impact: Removal of all archaeological deposits surviving beneath existing basements within the footprint of the piled box. Liverpool Street Worksite: • Construction of piled box (c 80m x 13m x 7m deep with additional escalator shaft) for main passenger route to Liverpool Street Ticket Hall. Impact: Removal of all archaeological deposits surviving beneath existing utilities within the footprint of the piled box.

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• A Grout shaft at New Broad Street, extending below the base of the terrace gravels, with associated compound (worksite). Impact: the shaft would completely remove potential archaeological remains within its footprint. Foundations in the compound for accommodation (c 0.4–0.8m deep), and batch plant (c 0.5–1.0m deep) are unlikely to have an archaeological impact. • Possible permeation grouting of the terrace gravels around the grout shaft, would be likely to affect only the bases of any deeper cut features surviving within the gravels (eg wells). The impact of permeation grouting, if required, would be the loss of the information value of potential archaeological remains, by consolidating the deposits to a degree which prevents future access and investigation. ‘The Arcade’ (Liverpool Street/Old Broad Street): • MIP Lift. Impact: none - it is understood that there is no likelihood of archaeological survival in the block including and surrounding the ‘Arcade’. All Areas: • Other utility diversions. Impact: Details of the impact of minor service diversions will not be available within the timescale of the EIA, but these are likely to partially or completely remove potential archaeological remains. • Settlement mitigation (protective works). Impact: Details of these works are not currently available, and the impact cannot be determined at this stage. Crossrail construction would have no direct impact on the City Wall, the Roman amphitheatre, or Armourer’s Hall. Settlement issues and associated protective works to Armourer’s Hall will be dealt with in the Heritage and Townscape technical report. On current information it is unlikely that there would be an impact on remains of either the medieval St Mary Bethlem Hospital (as there is no likelihood of archaeological survival at the Arcade ticket hall), or its post-medieval successor. Magnitude of High, with potential for a Significant impact impact before mitigation Additional Survey data on the levels/extent of existing basements etc in order to information gauge archaeological survival and refine the mitigation strategy. required?

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Incorporated The generic data gathering and mitigation measures, as described in the mitigation incorporated mitigation, would be applied to this Crossrail site. Initially, DDBA and/or field evaluation would be required to establish levels of survival. This is likely to lead to extensive archaeological excavation, constituting preservation by record. Residual None impact after The incorporated mitigation measures would constitute preservation by incorporated record. mitigation Site specific None required mitigation Residual None impact after site specific mitigation Significance Non-Significant of Residual Impact Engineering Engineering Information provided by Crossrail sources ES Scheme Description Historical / A 200m search of GLSMR and LAARC around the Crossrail site. Sources Archaeological Greater London Industrial Archaeology Society (GLIAS) database v.2.65 sources Basil Holmes (Mrs) 1896, The London Burial Grounds John Ogilby 1676, A Large and Accurate Map of the City of London John Rocque 1746, A Map of the Cities of London and Westminster and Borough of Southwark Researcher R W-B, Date 11/01/2005 JD-M, PM, JC

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Site 293 Spitalfields

Site name Spitalfields: ground settlement between search Site no. 293 areas 208 & 209 Route Section Central Window C7 Location Catherine Wheel Alley, City of London to Commercial Street, LB of Tower Hamlets NGR 533520 181710 Proposed Tunnels only (1–10mm settlement predicted). Works Geology & Thames (Taplow) gravel terrace overlain by brickearth (Langley Silt Topography Complex). Ground levels lie at c 13.8m OD, sloping down southwards towards the Thames.

Baseline • Scheduled Ancient Monument LO 162, the Priory and Hospital of resources St Mary Spital lies a minimum of c 65m to the north of the May 2003 settlement contours. (The Scheduled area excludes the outer precinct, see below). • The majority of the site lies in either the City of London, which is considered to be equivalent to an archaeological priority zone, or in an Area of Archaeological Importance in the LB of Tower Hamlets. • Burial Grounds: the medieval priory and hospital of St Mary Spital contained a cemetery (GLSMR 08093409, BG 233) with another, associated with a chapel, to the south (GLSMR 08093403 and 08093418, BG 234). Site SRP98 excavations recorded over 10,000 burials. 3000 burials were partly excavated from what may have been a post-medieval plague pit (GLSMR 084001). These all lie outside of the settlement contours. High potential for Roman activity, including burials from the eastern Roman cemetery which extended across the search area. (CUT78, FLG82, SPT82/85, STO86, BHS87, BOS87, MDX87, BSY91, SRP98, SSA01; GLSMR 040130, 040280, 040236–9, 080808, 080838, 080791, 080809): ditches, rubbish pits, quarry pits, wells (ART76, NRT85, BUS86, STO86, SPQ87, MSE88, SSQ88, NRF92, BOS97, BFL97, BGE98, SRP98, and possibly buildings (GLSMR 040132). • High potential for medieval buildings, occupation and related activity in the outer precinct of the medieval Priory of St Mary Spital in the area of Port Street, Sandy’s Row, Widegate Street, and Gun Street (ART76, BFL97). Also for other medieval activity outside the Priory precinct such as quarry, rubbish, and cess pits (CUT78, BHS87, MSE88, BSY91).

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• High potential for the post-medieval artillery ground which occupied the southern end of the former outer precinct of the priory, including the boundary walls, quarry pits, cannon and musket balls (STE95, BFL97; GLSMR 081039, 081059, 222392). • High potential for post-medieval urbanisation, including that post- dating the Artillery Ground, such as quarry pits, buildings, and wells (site codes ART76, CUT78, BUS86, BHS87, MCO87, MDX87, CRI88, MSE88, ALN89, ARY89, BIY94, BFL97, MSX98, LEY99, CPN01; GLSMR 081060). • Moderate potential for a plague pit of possibly post-medieval date in the vicinity of 37–39 Artillery Lane (ARL76). • Low potential for prehistoric artefacts, probably redeposited in later features, eg a Neolithic polished stone axe from Liverpool Street Station and Iron Age pottery from Spital Square (SPT82; GLSMR 041126). • Low potential for Saxon remains. The original place name is Lolesworth (‘Lull’s Enclosure’) suggesting a farmstead in the general area (GLSMR 080914). Saxo-Norman pottery from excavations at the Priory of St Mary Spital suggest that quarry pits may have been dug in the Spitalfields area in the mid-late 11th century. Current status Built-up area. Visited ? of land No Past impacts The western part of Spitalfields Market, approximately west of the eastern side of Crispin Street and north of Brushfield Street, has been, or is in the process of being, completely excavated (SPM96, SRP98). Importance of • High importance: the Priory and Hospital of St Mary Spital. the baseline Reasons: statutory protection, the hospital is a Scheduled Ancient resources Monument (see also Site 207). The Scheduled area lies a minimum of c 65m to the north of the May 2003 settlement contours. • Moderate importance: low potential for prehistoric remains. Reason: the local rarity of in situ prehistoric evidence from the City of London and immediate environs, although they are likely to be fragmented by later activity. Residual material would be of low importance. • Moderate importance: high potential for Roman activity, including burials, outside the Scheduled Ancient Monument of St Mary Spital. Reasons: (see Site 208). • Moderate importance: high potential for medieval occupation and related activity in, and beyond, the outer precinct of the Priory and Hospital of St Mary Spital. Reason: The diversity and coherence of the medieval remains is such as to have potential for contributing to the published priorities including the following research objectives: “Understanding the nature and extent of urban development and the social and economic relationship of the core 131

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to its region”; “Understanding what London and its region looked like to its medieval inhabitants and visitors” (Museum of London 2002, 58–59). • Moderate importance: high potential for the Artillery Ground and post-medieval urbanisation. Reasons: as per Site 208, above. • Moderate importance: low potential for Saxon occupation. Reasons: local rarity of Saxon remains. Impact The only known structural archaeological remains between search areas 208 and 209 which might be affected by ground settlement are the below-ground remains of the 16th-century wall of the Artillery Ground, the only accessible, known, sections of which would be built into the basements and foundations of later buildings, and this issue is thus inseparable from the assessment of the impact of ground settlement on the current buildings in this area. It was decided in consultation with representatives of English Heritage on 1.12.03 that this issue would be dealt with as part of the assessment of settlement impacts on the existing buildings (see the Heritage and Townscape technical report ), not as a separate archaeological issue. Severity of See the Heritage and Townscape technical report Impact Mitigation See the Heritage and Townscape technical report Additional N/A information required ? Residual See the Heritage and Townscape technical report Impact Magnitude of See the Heritage and Townscape technical report Residual Impact Significance of See the Heritage and Townscape technical report Residual Impact Engineering Engineering Information provided by Crossrail sources Historical / A 300m radius search of GLSMR and LAARC. Sources Archaeological Greater London Industrial Archaeology Society (GLIAS) database v.2.65 sources Thomas C, Sloane B and Phillpotts C 1997, Excavations at the Priory and Hospital of St Mary Spital Researcher NJE, JD-M, Date 21/12/04 JMCB, JC

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Route Window C8

Site 209 Hanbury Street

Site name Hanbury Street Site no. 209 Route Section Central Window C8 Location Hanbury Street, LB of Tower Hamlets NGR 533970 181890 Proposed Intervention and ventilation shaft, and TBM launch site. The above Works ground buildings comprise a ventilation outlet and a maintenance room. Geology & Taplow Thames terrace gravel, normally overlain by brickearth where Topography the natural ground surface has not been truncated by later activity (eg quarrying). The ground surface is relatively level and lies between 13m and 14m OD.

Baseline • The Tower Hamlets Areas of Archaeological Importance at resources Spitalfields and Whitechapel Road lie outside the Crossrail site, at the edges of the search area to the west and south. • There are no Scheduled Ancient Monuments within the search radius. • Burial Grounds: Christ Church, Spitalfields and its churchyard (BG 212, Basil Holmes 1896, 296) lies on the corner of Commercial Street and Fournier Street, c 150m south-west of the Crossrail works and immediately outside the settlement contours. Burials within the church crypt have been removed (CAS84). • High potential for post-medieval urban development. The foundations of 18th-century houses have been excavated in the vicinity (QAK02, QAT95, SPE95). Other occupation features included rubbish pits, quarry pits and wells (QAK02, QAT95, SPE95). There was a courthouse at Hanbury Street (GLSMR 081062) and a brewery (Trumans, now listed) at Brick Lane to the west of the Crossrail site (XRB92 (this wide-ranging survey does not have a location spot on the mapping for this route window), GLSMR 083523, 222233). • Moderate potential for medieval and later roads including Brick Lane (GLSMR 081599) and Spital Street and related activity. The area was largely agricultural until the 17th century. Agricultural soils were uncovered in Brick Lane, close to the Crossrail site and 80m to the south east (SPE95). A medieval cut feature was recorded (XRB92) and there have been numerous chance finds of medieval artefacts (GLSMR 080929, 080933, 080978, 081031, 081033, 081034, 081035, 081038).

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• Low potential for Roman burials. The extra-mural cemetery lay mainly to the west, the nearest having been found c 200m west of the site (GLSMR 080809). • Low potential for Saxon remains (see Site 293). • Low potential for a medieval building, Corbet Court, unlocated but possibly in the area (GLSMR 081049). Current Site works are in a built-up area between Hanbury Street and Visited ? status of land Princelet Street, occupied by a variety of buildings, car Yes parking and yards, including Britannia House, a 4-storey modern brick structure. Past impacts Many of the existing buildings are likely to have single-storey basements.

Importance of • Moderate importance: high potential for post-medieval urban the baseline development. Reasons: (see Site 208). resources • Moderate importance: low potential for Roman burials. Reasons: local rarity of evidence for the extent of the cemetery in this area, (see also Site 291). • Moderate importance: low potential for Saxon remains. Reasons: local rarity of evidence for Saxon settlement, despite place-name evidence. • Low importance: moderate potential for medieval roads, agriculture and artefacts. Reasons: largely rural area, uncertain location of occupation eg Corbet Court. Unclear whether the chance finds reflect in situ features, therefore limited potential to contribute to published priorities. Impact A rectangular intervention and vent shaft would be constructed following the demolition of the existing buildings on site. • Demolition of 68–80 Hanbury Street (Britannia House), 80–102 Hanbury Street, and the extensions to 63–65 Princelet Street including pile removal for Britannia House. Impact: the proposed removal of piles would partially remove any archaeological deposits surviving beneath the basement of the building. • Excavation of ventilation shaft within piled perimeter walls. Impact: This would remove all archaeological deposits surviving beneath the basement of Britannia House that have not been disturbed by the pile removal. • Details of the impact of service diversions will not be available within the timescale of the EIA, but these are likely to partially or completely remove potential archaeological remains.

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• A construction compound (Hanbury Street Worksite) on the corner of Princelet Street and Hanbury Street. The impact of footings for a tower crane (c 1.5 to 2.0m deep) would completely remove potential archaeological remains, and those for a batching plant (c 0.5–1.0m deep) would partially remove them. Magnitude of Moderate with potential for a Significant impact impact before mitigation Additional Survey data on the levels/extent of existing basements etc in order to information gauge archaeological survival and refine the mitigation strategy. required ? Incorporated The generic data gathering and mitigation measures, as described in the mitigation incorporated mitigation, would be applied to this Crossrail site. Initially DDBA and/or field evaluation would be required to establish levels of survival. Residual None impact after The incorporated mitigation measures would constitute preservation by incorporated record. mitigation Site specific None required mitigation Residual None impact after site specific mitigation Significance Non-Significant of Residual Impact Engineering Engineering Information provided by Crossrail sources ES Scheme Description Sources Historical / A 300m search of GLSMR and LAARC around the Crossrail site. Archaeological Greater London Industrial Archaeology Society (GLIAS) database v.2.65 sources Basil Holmes (Mrs) 1896, The London Burial Grounds Researcher R W-B/ Date 21/12/2004 JD-M, PM, JC

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Site 231 Pedley Street Access Shaft and Mile End Conveyor (to Brady Street)

Site name Pedley Street Access Shaft and Mile End Site no. 231 Conveyor (to Brady Street) Route Section Central Window C8 Location Access shaft at Pedley Street; existing railway viaduct between Pedley Street and Brady Street, LB of Tower Hamlets (see Site 238 for impacts east of Brady Street). NGR 534130 182220 to 534660 182300 Proposed Temporary access tunnel; shaft and ramp; spoil conveyor; construction Works compounds (‘worksites’). This site is continued as Site 238, Brady Street to Mile End Park. Geology & Taplow Thames terrace gravel, close to the boundary with the older Topography Hackney terrace to the north. The Taplow gravels are capped by brickearth (Langley Silt Complex) c 100m to the south, but BGS mapping does not show this extending to the Crossrail site. The ground surface rises slightly to the north at c 12m–13m OD.

Baseline • There are no Scheduled Ancient Monuments within the search area. resources • There are no archaeological priority zones in the search area. • Burial Grounds: the parish church and burial ground of St Matthew (1743) lie in St Mathew’s Row, c 175m north of the railway (BG 224; Basil Holmes 1896, 294 and Rocque’s map of 1746). Brady Street Jewish cemetery, in use between c 1795–1858 lies c 35m south of the proposed construction compound at Scott Street (BG 213; 1894 Ordnance Survey; Basil Holmes 1986, 156). It originally covered a much larger area (c 4 acres) than is shown on modern maps. These burial grounds lie outside the Crossrail site. • High potential for one of London’s first railways, the Eastern Counties, later the Great Eastern. It opened from the London terminus, Shoreditch, in 1840. This station (renamed Bishopsgate in 1847) was at Bishopsgate Goods Yard, west of the Crossrail site, where archaeological recording of railway structures has been carried out for the East London Line Project (BGY03). Here, surviving remains of the 1840 viaduct are listed, as far as Brick Lane, but they originally extended further east, to Mile End. Additional elements of the original railway survive, incorporated within later reconstruction of the viaducts and sidings (SEL92, GLSMR 083125, 800028, 800029, 800100). The original 1839–40 viaduct probably ran through the main area of proposed demolitions, south of the existing GEML tracks (but not the area of demolition of the stub of the 'spur' east of Hemming Street). Survival quality is unclear, but may well be reduced across much of the area that would be affected by the proposed demolitions: what appears to be spoil from the demolition of the 136

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formerly adjacent goods depot has been used to create a mound to the south of the viaduct. The viaduct here appears to lack a parapet.

The Eastern Counties Railway also had a large goods depot on either side of the main line at Pedley Street (Stanford’s map of 1862) and there were extensive sidings to the east (Spitalfields Coal Depot) the entrance to which is still extant west of Tent Street (Ordnance Survey map of 1894). In 1866, the Great Eastern Railway constructed the Coal Drop Viaduct, a quarter-mile spur extending southwards from the main-line viaduct. It comprised c 50 arches each with longitudinal dividing walls and twin openings in crown of each cell (GLIAS database). Only a short spur of this viaduct survives. These disused railway structures fall within the Crossrail site but are not listed. • Moderate potential for the 17th-century Civil War fortifications around London, which passed through open fields in the vicinity, as shown on Vertue’s map of 1738 (GLSMR 081625, 081626, 081630, 081631). Although the precise route of the defences is unknown, a recent reconstruction places them c 125m west of the Crossrail shaft (Smith & Kelsey 1996, Fig 3), with a small fort near Brick Lane, possibly around its junction with Bethnal Green Road, or alternatively at the junction of modern Swanfield Street and Rhoda Street (Smith & Kelsey 1996, 129 & 132). • Moderate potential for post-medieval urbanisation. This area was on the outskirts of urban London until the 19th century (as illustrated by the presence of the Civil War defensive circuit). The original 18th-century Bethnal Green workhouse lay south-east of St Mathew’s church, on the south side of Cheshire Street, with almshouses to the south (at the east end of Pedley Street). Both are shown on Greenwood’s map of 1830, and the almshouses were demolished for the railway in 1839. This map also shows Tent Street Chapel at the east end of that street. Remains of a 16th/17th-century house, including a cellar, were discovered c 150m west of the Crossrail site along with wells, channels and pits (GRT93). Later buildings were observed 300m to the south and west (QAT95, SPE95, XRB92) and 17th to19th-century pits, soakaways, dumps and wells have been recorded (BEP02, CIB02, QAK02). There was a post-medieval Courthouse on Hanbury Street (GLSMR 081062). Agricultural and horticultural soils have been found in the search area (SPE95, XRB92). • Low potential for Palaeolithic remains. Animal bone was recovered in Busby Street c 200m NW, in the area of Hackney gravels (GLSMR 080727), whereas the Crossrail site occupies the younger Taplow terrace where only reworked or redeposited remains could be present. • Low potential for Saxon remains, see Site 293, above. Beads of the period have been found in Brick Lane (GLSMR 080897).

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• Low potential for a medieval building and chance finds see Site 209, above. Current The site extends east from Pedley Street to Brady Street and Visited ? status of land consists of disused railway land; including viaducts, sidings Yes and scattered buildings, adjacent to the operational Great Eastern Main Line at viaduct level. Past impacts Construction of the viaduct piers will have completely removed earlier remains, although there is likely to be archaeological survival between them, within the railway arches.

Importance of • High importance: high potential for remains of the 1839–40 the baseline Eastern Counties (later the Great Eastern) Railway viaduct, if in resources good condition. Reasons: group value with other early railways (including Brunel’s Great Western); supporting documentary data and historical association and contribution to published priorities (Museum of London 2002, 81). Remains of the 1839–40 viaduct that are not in good condition, eg where heavily damaged, later widening of the viaduct (c 1891), and other historic railway infrastructure is of moderate importance. • Moderate importance: low potential for Saxon evidence. Reasons: (see Site 209). • Moderate importance: moderate potential for 17th-century Civil War defences of London and for subsequent urbanisation. Reasons: defences, which to date have not been accurately located: local rarity, supporting data, historical association and contribution to published priorities (see Site 204); urbanisation: diversity and group value: change and development of former rural villages and their surroundings, as a result of the urban expansion of London; for defences: historical supporting data. • Low importance: low potential for Palaeolithic remains. Reasons: reworked or redeposited artefacts have limited potential to contribute to published priorities. • Low importance: low potential for medieval occupation, roads, and artefacts. Reasons: (see Site 209). Impact Temporary works (but permanent impacts on any archaeological resources affected): tunnel (no impact) and access shaft; roadway access ramp to viaduct level; spoil conveyor at ground and viaduct level, east to Mile End Park (see Site 238 for impacts east of Brady Street); local demolition of existing disused railway viaduct; construction compounds. • Temporary access shaft, 15m in diameter and 35m deep (from ground level). Impact: complete removal of potential archaeological remains within its footprint, which are likely to include a section of the 1839–40 viaduct, although its survival quality may well be reduced in this area.

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• Spoil conveyors at viaduct level and in construction compounds: the conveyor will rise from ground level at the shaft, and in the construction compound west of Granary Road. It will then run eastwards on the viaduct level, beside the existing operational railway lines (see Site 238 for the conveyor east of Brady Street). The design of the conveyor supports (c 0.5–0.9m deep) will not be determined within the timescale of the EIA, but they are unlikely to have an impact upon either the fabric of the viaduct in the area west of Brady Street, or potential archaeological remains below ground level in the construction compounds. • Demolition and reduction down to Pedley Street level of the south side of the existing viaduct (ie including the 1839–40 viaduct between Pedley Street and the active GEML lines to the north), over a length of c 210m. Impact: this is likely to remove the remains of the 1839–40 viaduct, and of the former Eastern Counties Railway Goods Depot. The survival quality of the 1839–40 viaduct is unclear in this area, and may well be reduced across much of the area that would be affected by the proposed demolitions. The former Goods Depot, between the viaduct and the northern edge of Pedley Street, has been mostly demolished. • Local investigation of the viaduct foundations. This may partially or completely remove any surviving archaeological remains below the original 1830s ground surface and between or around the viaduct piers. • New access ramp from ground to viaduct level, between Hemming and Tent Streets, requiring demolition of part of the surviving stub of the spur of late 19th-century viaduct that formerly lead into the Spitalfields Coal Depot. Although details will not be available within the timescale of the EIA, there may also be an impact on railway infrastructure where the ramp meets the viaduct (as above), in addition to the removal of c 50% of the surviving spur of a late 19th- century viaduct. The ramp is unlikely to have an impact on potential archaeological remains below ground level. • Grouting of terrace gravels around the access shaft and viaduct piers. Although details of these works are not currently available, they are likely to affect only the bases of any deeper cut archaeological features surviving within the gravels (eg wells). The impact would be the loss of the information value of potential archaeological remains, by preventing future access for investigation.

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• Construction compounds at Pedley Street shaft site (for site accommodation, spoil stockpile, grout plant, and materials storage) and at Valance Road/Scott Street (spoil handling, later storage of tunnel segments and other materials). Preparatory ground reduction (c 0.5m deep), footings for accommodation (c 0.5–0.8m deep, and grout plant (c 0.5–1.0m deep), may damage or partially remove buried railway structures. • Details of the impact of service diversions will not be available within the timescale of the EIA, but these are likely to partially or completely remove potential archaeological remains. Magnitude of Moderate, with potential for a Significant impact impact before mitigation Additional Geotechnical and levelled survey data, including layout of railway information viaducts, in order to refine the mitigation strategy. required ? Incorporated The generic data gathering and mitigation measures, as described in the mitigation incorporated mitigation, would be applied to this Crossrail site. Initially, DDBA and/or field evaluation would be required (including a structural appraisal of the existing viaduct and any other historic railway features affected by the scheme, and determination of the condition of the 1839–40 viaduct and remains of the later goods depot). Further archaeological investigation is likely, in particular for the access shaft. Residual There is potential for a residual impact of moderate magnitude if well- impact after preserved remains of the original 1839–40 viaduct survive within the incorporated area of demolitions. mitigation Site specific Demolition will be undertaken carefully, and where possible, demolition mitigation will cease if substantial well-preserved elements of the 1839–40 viaduct are encountered (to allow preservation in situ). Should preservation in situ not be possible, or where survival condition is reduced, then the remains of the viaduct should be the subject of the appropriate level of recording from those specified by RCHM(E) 1996, to constitute preservation by record. In addition, it is recommended that other Crossrail works affecting the fabric of the existing railway viaducts and other infrastructure are minimised, and if possible are of a reversible nature, subject to reinstatement on completion. Residual None: if potential well-preserved elements of the 1839–40 viaduct are impact after not demolished (ie preserved in situ). site specific mitigation

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Significance Non-significant: if potential well-preserved elements of the 1839–40 of Residual viaduct are not demolished (ie preserved in situ). Impact Engineering Engineering Information provided by Crossrail sources ES Scheme Description Historical / A 500m search of GLSMR and LAARC from the Crossrail site. Archaeological Greater London Industrial Archaeology Society (GLIAS) database v.2.65 sources Map of London from an Actual Survey made in the Years 1824,1825 & Sources 1826, C and J Greenwood Stanford’s Library map of London and its Suburbs, 1862 Basil Holmes (Mrs) 1896, The London Burial Grounds Smith, V, & Kelsey, P, ‘The Lines of Communication: The Civil War Defences of London’, in Porter, S, 1996, London and the Civil War, 117– 148. 1914 Ordnance Survey map Researcher R W-B, JD- Date 21/12/04 M, PM, JC

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Site 238 Mile End Conveyor: Brady Street to Mile End Park

Site name Mile End Conveyor: Brady Street to Mile End Site no. 238 Park Route Section Central Window C8 & C8A Location Between Brady Street and Mile End Park, LB of Tower Hamlets Pedley Street to Sand End Sidings NGR Between 534660 182300 and 536240 182820 Proposed Spoil conveyor at viaduct level, from the Pedley Street shaft east to the Works Sand End Sidings, and then to and from a spoil handling and stockpile facility in Mile End Park. This site is a continuation of Site 231 Pedley Street to Brady Street. Geology & BGS mapping indicates that the entire site lies on Thames gravel Topography (Taplow terrace). The ground surface rises slightly to the west, from c 11m to 13m OD.

Baseline • There are no Scheduled Ancient Monuments within the search area. resources • An archaeological priority zone based on the presence of a Roman road from London to Colchester, which crosses the search area in RW C8A. Two parts of the Crossrail site fall within the zone: east of Portelet Road for a distance of c 300m; and a strip c 20–30m wide along the north-western side of Mile End Park. • Burial Grounds: The following graveyard may fall within the Crossrail site: ○ Globe Fields Methodist Chapel, with its school and cemetery, lay mainly on the north side of the later railway and is shown there on the 1914 Ordnance Survey map (RW C8A: BG 235, Basil Holmes 1896, 301). However, the burial ground was by then much reduced in size and Basil Holmes states that land was taken for construction of the railway. The Greenwood and Stanford maps (1830 and 1862 respectively) suggest that the original boundaries extend south beneath the railway, into the area of proposed conveyor works.

The following graveyards are outside the Crossrail site: ○ Victoria Park Cemetery, a children’s cemetery mainly on the site of the present Meath Park c 40m north of the railway. It was in use from 1845 to the late 19th century and then became the park (RW C8A: BG 241, Basil Holmes 1896, 295; GLSMR LO71210). ○ Jewish Cemetery in Bancroft Road, shown on Greenwood’s map of 1830 and the 1914 Ordnance Survey and still extant c 40m south of the railway (RW C8A: BG 242 Basil Holmes 1896, 301; GLSMR LO71225). 142

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• Remains of the 1839–40 viaduct are known to survive within the core of the existing Eastern Counties Railway, later Great Eastern Railway, viaduct, and at places is exposed on the northern and southern faces. It was widened to differing degrees at a number of places along its length in c 1891. Notably, it is exposed and in good condition in the southern face of the viaduct north of Bancroft Road and the Bancroft Road bridge. (RW C8A). Another stretch is exposed on the northern face between Cambridge Heath Road and Globe Road (RW C8 to C8A). • High potential for 19th-century railway infrastructure from the Eastern Counties Railway generally as per Site 231, eg potential for further remains of the 1839–40 viaduct incorporated within later reconstruction, including the bridge over the Regent’s Canal. In addition, remains of the following could be present within the Crossrail site: ○ Three former stations: Devonshire Street (1839–1843); location uncertain, but possibly on the east side of the underbridge at Bancroft Road (formerly Devonshire Street) (RW C8A); replaced by Mile End (1843–1872) – west side of Cambridge Heath Road and south side of viaduct (Stanford map 1862) (RW C8); Globe Road (1884–1916) – built following subsequent slewing of the tracks to create a station on the north side of the viaduct between Globe Road and Morpeth Street (Ordnance Survey 1894) (RW C8A). ○ Mile End and Devonshire Street goods depots lay between Bancroft Road and the Regent’s Canal (RW C8A), either side of the railway viaduct (1894 Ordnance Survey). There were two components, viaduct level coal and goods sidings on the south side (Stanford map 1862) and later lines down to ground (canal) level on the north side. The latter provided access into Devonshire Street depot and then passed back beneath the railway and upper sidings, into a further ground level coal depot on the south side. Adjacent wharves and hoists allowed freight transfer between rail and canal at both levels. • High potential for post-medieval urbanisation: ○ A number of wealthy merchants had houses in the northern part of the green at Bethnal Green (see medieval, below). The Tudor mansion Bethnal House and St George’s Chapel, first mentioned in 1520, are located 250m and 500m north of works respectively (GLSMR LO3998; LO3939). Bethnal House became an asylum in 1727 and is shown on Stanford’s map of 1862. ○ Until the 18th century the site area remained largely rural, on the fringes of urban London to the west, with small-scale local ribbon development either side of Cambridge Heath Road, around Bethnal Green village (RW C8A) as shown on Rocque’s map of 1745. Horwood’s map of c 1799 indicates piecemeal, 143

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mainly residential, development spreading eastwards along principal roads between Brady Street (in RW C8) and Portman Place (in RW C8A), and also in an area corresponding to the eastern side of Mile End Park (RW C8A). The railway was subsequently built over late 18th-century properties between Cambridge Heath Road and Globe Road (RW C8 & C8A), and later properties elsewhere. ○ Mile End Old Town Workhouse (now part of the ) was constructed in 1858 and lies outside the Crossrail works, c 200m to the south, on Bancroft Road. • Moderate potential for Roman activity along the projected routes of two Roman roads in the search area, including farmsteads, small settlements, burials and field systems. The suggested line of the Roman London to Colchester road crosses the railway in the vicinity of Moody Street and Meath Gardens, and continues through Mile End Park (all in RW C8A). A second road has been recorded c 325m to the north of the Crossrail site (GLSMR LO7589). A nearby Roman inhumation (GLSMR LO23245), pottery (VKG02) and, c 500m NE of Mile End Park, ditches, with a more substantial amount of Roman pottery and building material (RMW02), all confirm the potential for settlement and scattered burials along its route. • Moderate potential for medieval roads, agriculture, and settlement. The works cross the southern part of the village of Bethnal Green documented from the 12th century, although the place name has Saxon origins, suggesting an earlier settlement (GLSMR LO3948). The main focus of settlement was to the north, towards the intersection of the Cambridge road (Cambridge Heath Road) and the road to the original Lea crossing at Bow (Old Ford Road). However, a probable medieval timber structure was recorded c 375m to the south of the works and Globe Road was also a medieval route (site code QMC90; GLSMR LO9176; RW C8A). Otherwise the area was largely rural. • Moderate potential for canal infrastructure. The Regent’s Canal opened in 1820 and was built to link the Paddington Branch of the Grand Junction Canal (1801) with the Thames at Limehouse (Site 214, below). The proposed works cross the canal in RW C8A but there are no known major features, such as locks or (non-railway) bridges, in the immediate area of the Crossrail site. None are shown on this section of canal on Greenwood’s map of 1830. The main potential is for below-ground remains of later structures linking to the Eastern Counties Railway, such as wharves or footings of hoists, as above. None were visible above ground during the site inspection visit.

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Current status The Crossrail site extends for c 1.5km from Brady Street in Visited ? of land the west to Mile End Park in the east. It consists primarily of Yes disused railway land (including viaducts, sidings and scattered buildings); plus the operational Great Eastern Main Line at viaduct level, Regent’s Canal and public open space within Mile End Park. Past impacts Construction of the viaduct piers will have completely removed earlier remains, although there is likely to be archaeological survival between them, beneath the railway arches.

Importance of • High importance: known remains and high potential for other the baseline sections of the 1839–40 Eastern Counties (later the Great Eastern) resources Railway viaduct, where in good condition. Reasons: group value with other early railways (including Brunel’s Great Western); supporting documentary data and historical association and contribution to published priorities (Museum of London 2002, 81). Although the southern section of the viaduct north of Bancroft Street and the Bancroft Street bridge have been recommended for listing (as has a stretch between Cambridge Heath Road and Globe Road), this has not yet been enacted. Later widening of the viaduct, c 1891, and other historic railway infrastructure is of moderate importance. • Moderate importance: Globe Fields Chapel burial ground. Reasons: statutory protection of burials, supporting documentary data and historical association; contribution to published priorities (eg Museum of London 2002, 85). • Moderate importance: moderate potential for Roman road system and associated settlement, agriculture and scattered burials. Reasons: local rarity, and group value if associated with the road; contribution to published priorities (see Site 202). • Moderate importance: moderate potential for medieval settlement, roads and agriculture. Reasons: historical and archaeological supporting data; contribution to published priorities (Museum of London 2002, 80) • Moderate importance: moderate potential for features associated with the Regent’s Canal, principally relating to its interface with the later Eastern Counties Railway. Reasons: group value with other canal infrastructure and with the railway; historical supporting data and contribution to published priorities (Museum of London 2002, 69). • Low importance: high potential for post-medieval urbanisation Reasons: site primarily rural, on the periphery of urban London, until development (largely residential) began in the 18th century. Survival quality of the latter is likely to have been reduced by extensive railway works and modern building development. Impact A conveyor on or adjacent to the viaduct would transport spoil to Sand End Sidings, and from there to and from a stockpile at Mile End Park. 145

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• Conveyor: the conveyor is to be constructed at viaduct level, beside the existing operational railway lines. In certain areas, it will need to run along the extreme southern edge of the viaduct or outside it. Here the conveyor structure will be supported either by brackets onto the external viaduct face or from ground level, via adjacent freestanding steel columns. The design of the conveyor supports will not be determined within the timescale of the EIA. The conveyor route runs eastwards along the southern edge of the viaduct, before diverging along the southern perimeter of the sidings, and crossing under the Great Eastern main line viaduct arches and over the Regents Canal. Still at high level, it enters the stockpile area in Mile End Park, over the present climbing centre access road. Impact: ○ Footings supporting the conveyor, on the viaduct and at ground level: although details are not currently available, there would be local foundations, generally c 0.5–0.9m deep, which are unlikely to affect potential archaeological remains. Foundations could be more substantial where bridging structures are required at ground level, where the conveyor crosses the railway, canal, and access road. If such deeper foundations are required, they are likely to partially or completely remove potential archaeological remains. ○ Attachments to the face of the viaduct: the design of these will not be available within the timescale of the EIA, but the bolts would not exceed 0.5m in length and 50mm in diameter, and there would be no additional impact on the existing structure other than the holes required for the bolts. They would, therefore, cause minor damage to the face of the viaduct. This would have an impact upon the later 19th-century structure, of moderate importance. If used in the area adjacent to Bancroft Road this would have an impact upon the original mid 19th-century viaduct, which forms the southern face of the structure at this point, and is of high importance. • The existing sidings layout at Mile End will require alteration and upgrading. Details not yet available, but as works would occur at viaduct level (principally track layout) the impact is likely to be minor and restricted to any localised historic railway features. • Mile End Park spoil handling/stockpile area: details of any hard standing, access road etc not currently available, but the impact is likely to be minor for superficial ground works, since this area has previously been developed for residential housing, with factories beside the canal, as shown on the 1914 Ordnance Survey.

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Magnitude of Potentially Low in RW C8, Moderate in RW C8A, with potential for impact before a Significant impact mitigation (this assessment of the magnitude may be revised once details of the possible fixings to the face of the viaduct become available) Additional Geotechnical and levelled survey data, particularly existing canal and information railway infrastructure, in order to refine the mitigation strategy. required? Incorporated The generic data gathering and mitigation measures, as described in the mitigation incorporated mitigation, would be applied to this Crossrail site. Initially, DDBA and/or field evaluation would be required (including a structural appraisal of the existing viaduct and any other historic railway features). Residual Moderate, with potential for a Significant impact impact after Potential for damage to southern face of the stretch of 1839–40 viaduct incorporated north of Bancroft Road. mitigation (this assessment may be revised once details of the possible fixings to the face of the viaduct become available) Site specific It is recommended that works into the existing viaduct structure should mitigation be minimised wherever possible. In particular, where the conveyor would be located adjacent to the viaduct, it is recommended that stilts at ground level are used wherever feasible to support the conveyor in preference to attachments to the face of the viaduct, minimising damage to the existing viaduct structure, especially to the stretch of 1839–40 viaduct north of Bancroft Road. Where such works are unavoidable, any damage to historic fabric should be suitably reinstated on removal of the temporary works. Residual None impact after (depending on design and implementation of site-specific mitigation) site specific mitigation Significance of Non-significant Residual (depending on design and implementation of site-specific mitigation) Impact Engineering Engineering Information provided by Crossrail sources Sources ES Scheme Description

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Historical / A 500m search of GLSMR and LAARC from the Crossrail site Archaeological Greater London Industrial Archaeology Society (GLIAS) database v.2.65 sources Basil Holmes (Mrs) 1896, The London Burial Grounds John Rocque, 1746 Map of London and the surrounding area Richard Horwood, 1799 A Map of the Cities of London and Westminster Map of London from an Actual Survey made in the Years 1824, 1825 & 1826, C and J Greenwood Stanford’s Library map of London and its Suburbs, 1862 1914 Ordnance Survey map Researcher PM, JC Date 21/12/04

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Site 210 Whitechapel Station

Site name Whitechapel Station Site no. 210 Route Section Central Window C8 Location Vallance Road to Cambridge Heath Road, LB of Tower Hamlets NGR 534690 181920 Proposed Station construction, new ticket hall, vent shaft and emergency escape. Works Geology & Brickearth (Langley Silt Complex) over Taplow Thames terrace Topography gravel. Present ground surface lies between 11m and 13m OD, with a very gentle slope down to the east. The upper surface of natural gravels has been recorded from 8.70m OD in the south of the Crossrail site to 9.75m OD in the north (ABR 93). Much of the brickearth had been removed by quarrying. There is a possibility of localised alluvium from a former stream channel (see baseline resources), but it is not mapped by the BGS and is unlikely to be extensive.

Baseline • There are no Scheduled Ancient Monuments within the search resources area. • Parts of the Crossrail site are within an Area of Archaeological Importance, designated by the London Borough of Tower Hamlets to encompass the line of the Roman Road between London and Colchester. • Burial Grounds. A Quaker burial ground in Vallance Road Gardens may originally have extended further to the south (GLSMR 082268, BG 214, 1799 Horwood map, Basil Holmes 1896, 297). [Note: the mapping for this assessment shows the maximum possible extent, equating to the area marked ‘Quakers Burial Ground’ on Horwood’s map of 1799. However, it is unclear whether the southern part of that area actually formed part of the burial ground: note also possible finds of human remains on the south-west corner of Vallance Road and Durward Street]. The Crossrail works do not extend to this burial ground. Brady St Jewish burial ground (GLSMR 083767, BG 213) lies within the search area but outside the Crossrail site. It is shown on the 1799 Horwood map, with much the same boundaries as on more recent OS maps. The Old Montague/Davenant Street burial ground lies within the search area but outside the Crossrail site (GLSMR 081050, BG 215, Rocque map 1746, Horwood map 1799, Basil Holmes 1896, 296). It was associated with almshouses (later a Workhouse) fronting Whitechapel Road. Another burial ground in Hanbury Street (GLSMR 082267, BG 216, Basil Holmes 1896, 297) on the north side of Old Montague Street is located outside the Crossrail site and is referred to as the 149

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Mile End New Town burial ground. • During the Great Plague of 1665 the parish of St Dunstan’s Stepney acquired c 1.25 acres of waste on the north side of Whitechapel Road near Stonebridge (see under Black Ditch, below) for use as an emergency burial ground (BG 240). Its location was recorded by Sir in 1673 (Lyson, 1811). Basil Holmes (1896,127) locates it on the north side of Mile End Road, south of the junction of Lisbon and Collingwood Streets, which could place it within the possible Cambridge Heath Road Ticket Hall (see below) or the Sainsbury’s Car Park Worksite. • St Mary Moorfields Catholic church (Site 208, above) had an additional burial ground in Whitechapel, referred to as being in Dog Row (Cambridge Heath Road) off Whitechapel Road, placing it in the general vicinity of the Crossrail site (Walker 1839). However, it had disappeared by the later 19th century and its exact location is unknown (Basil Holmes 1896, 144 and Appendix). • The London Hospital burial ground (BG 217, Basil Holmes 1896, 297) is located c 200m south of the proposed protective works. It has also been suggested that land to the south of the hospital was used for plague burials related to Stepney Pest Fields (Basil Holmes 1896, 301). This area is beyond the Crossrail site, on the south side of Whitechapel Road. • Moderate potential for Roman and medieval roads. The projected line of the Roman road from London to Colchester runs through the Crossrail site. The road remained on the same alignment until the early 12th century, when it was relocated southwards, to the present Whitechapel Road route. Cambridge Heath Road also has medieval origins (GLSMR 081045) and medieval pottery (GLSMR 080978) has been found adjacent to Whitechapel Road. • Low potential for the 16th-century Red Lion theatre, constructed c 1567 and probably the first purpose-built Tudor playhouse. Although the location is unclear, some sources would place it on or adjacent to the Crossrail site, near the junction of Cambridge Heath Road and Whitechapel/Mile End Road (Blatherwick 1998; GLSMR 084541). However, documentary research commissioned by Crossrail at the request of English Heritage has concluded that the theatre is unlikely to have lain within the proposed Crossrail works, and was probably on the southern side of Whitechapel Road (Appendix 2). • Moderate potential for a post-medieval manor house, possibly of medieval origin, at the junction of Sidney Street and Adelina Grove (150m south-east of, and outside the Crossrail site) – see Site 294, below.

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• Moderate potential for Civil War earthwork defences of London, which passed through the surrounding area and included a fort (the Mount) south of Whitechapel Road, on the site of the present Royal London Hospital and outside the Crossrail site (NRN92, QMY02, GLSMR 081625, 081626, 081628, 081630, 082772; Smith and Kelsey 1996, 129). The Crossrail works do not extend to the likely location of the defences. The evidence indicates that they lay further west. • Moderate potential for the ‘Black Ditch’, once a natural watercourse but probably culverted from the medieval period. It originated in the Shoreditch and Spitalfields area (possibly as part of the upper Walbrook system) and is clearly of some antiquity, forming the boundary between the parishes of St Mary, Whitechapel and St Dunstan, Stepney. It ran from north to south, through the area of the Sainsbury’s Car Park construction compound (‘worksite’), crossing the main Whitechapel Road highway, where there was a stone bridge (Barton 1992). It became a notorious open sewer, shown as ‘Common Sewer’ on Gascoyne’s map of 1703. The eastern edge of this feature has been recorded close to the Crossrail site, although its width and depth were not established (ABR93). There was also a large pond (the Ducking Pond) in Durward Street, just west of Brady Street, shown on Rocque’s map of 1746. • Moderate potential for post-medieval agriculture, industry and general urbanisation. Map evidence suggests market gardening in the area from the 17th century, away from the main street frontages (the site is shown as Simkin’s Gardens on Gascoyne’s map of 1703). Garden and horticultural features, a pond and plough marks have been recorded in the area (BDY95, DUR96, WHD92). There was also 15th to 17th-century infill and levelling, probably as a result of quarrying for brickearth throughout the post-medieval period (ABR93, BSW94, NWK01, OMT01, WHD92). Horwood’s map of 1799 shows the Drapers’ Company almshouses on Whitechapel Road and Trinity almshouses on the Dog Row (Cambridge Heath Road) frontage, founded c 1698 and 1711 respectively (Lyson 1811). The latter are shown as Captain Fisher’s almshouses on Rocque’s map and are not the present listed Trinity House almshouses and chapel (founded c 1695) which lie further east beyond the Crossrail site. The increased urbanisation of the area is evidenced by 18th-century yards, rubbish disposal and cess pits (BSW94, FIG01, MAP98). Parts of the Crossrail site were also industrialised from the 18th century. Horwood’s map of 1799 shows a small brewery (established c 1760) to the rear of the almshouses. It was rebuilt as Albion Brewery in 1808, and was enlarged throughout the 19th century, the 1894 OS map showing a range of industrial structures across the majority of the Crossrail site, east of Brady Street. Listed brewery buildings (including the ornamental 1880s gatehouse) remain on the south side of the Crossrail site at Albion Yard, 151

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Whitechapel Road. To the west (on the north side of Durward Street, approximately where it crosses the present East London Line), a malt distillery is recorded in 1786, when it was supplied with a Boulton and Watt steam engine. It is shown on Horwood’s map of 1799 and in 1832 was described as the second largest in England. The large open plot lying between the distillery and what is now Brady Street on Horwood was occupied by a Manure Works on the 1873 Ordnance Survey map. • Moderate potential for railway infrastructure. The area around the Crossrail site was intersected by the lines of three 19th-century railway companies. The first was the Great Eastern Railway (GER), opened in 1841. Its Spitalfields Coal Depot was entered by sidings, running on a viaduct from the GER main line southwards (to the east of present Granary Road) as far as the north side of Durward Street, opposite the present Whitechapel station. It was one of a series of extensive railway goods yards supplying the demands of the capital, in this case for domestic fuel. The yard, offices and the entrance and weighbridge on Bucks Row (Durward Street) are shown on the 1873 Ordnance Survey map. The second was the East London Railway, extended north-west from Wapping to link with the GER lines at Shoreditch in 1876. It is shown on the 1894 OS map, traversing the Crossrail site from Whitechapel station and passing beneath the coal depot (into which its own sidings were also added). The final route was the Metropolitan District Railway, extended eastwards as far as Whitechapel in 1884. Its line and separate station, facing Durward Street (west of the ELR station fronting Whitechapel Road) are also shown on the 1894 map. These resources do not extend into the areas of the proposed Crossrail works. • Low potential for Roman burials. A single cremation from Whitechapel (Hall 1996 Fig 9.2 and Table 9.3, no. E4) is likely to have been associated with the road, but no others are listed from the search area in the GLSMR. Current status The site is bisected north-west/south-east by the East Visited ? of land London Line (ELL) in a partially open cut. It also contains Yes large buildings such as a school, sports hall, supermarket and blocks of flats, interspersed with open areas. East of the railway, open ground surrounds Swanlea School and there is also a large car park for the supermarket on Brady Street. The site of the possible Cambridge Heath Road Ticket Hall, on the corner of Cambridge Heath Road and Mile End Road, consists of four plots of open land, comprised of the beer garden of public house, and the car parks of the public house, a supermarket, and for 333–5 Whitechapel Road.

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Past impacts Whitechapel station, railway cutting and suburban development. Evaluation fieldwork on part of the site has suggested that industrial activity (including brickearth quarries and the extensive basements of late 19th/early 20th-century phases of Albion Brewery) will have significantly reduced the survival of earlier archaeological features (ABR93). The ELL is in an 8m deep cutting. The District Line platforms are in a cutting approximately 3m below street level (Durward Street).

Importance of • High Importance: Vallance Road Quaker burial ground. Reasons: the baseline statutory protection, human remains can only be excavated after resources gaining a Home Office Licence or through a condition in the enabling Parliamentary Act. Burials are able to contribute significantly to published priorities (see Site 203). Potentially good survival quality of burials within open gardens, and considerable historical association with Quaker faith (including possible presence of named individuals) and historical supporting data. The Crossrail works do not extend to this burial ground. • High importance: Brady Street Jewish burial ground. Reasons: statutory protection, social values, the Jewish religion has a high regard for the sensitivity of burial grounds. The known extent of the burial ground lies outside the Crossrail site c 12m outside an area of temporary landtake (construction compounds etc). • High importance: low potential for the 16th-century Red Lion theatre. Reasons: national rarity of Tudor theatres; potential to contribute to published priorities (Museum of London 2002, 86); considerable historical supporting data; and group value with the excavated remains of later Tudor theatres such as the Rose and the Globe. It is most likely that the theatre was located outside the Crossrail site (see Appendix 2). • Moderate Importance: a 17th-century mass-burial pit from the Great Plague of 1665 that may be located on the Crossrail site Reasons: statutory protection, human remains can only be excavated after gaining a Home Office Licence or through a condition in the enabling Parliamentary Act. Burials are able to contribute significantly to published priorities (see Site 203). • Moderate importance: moderate potential for the Civil War defences. Reasons: (see Site 204). The Crossrail works do not extend to the likely location of the defences • Moderate importance: moderate potential for evidence of medieval/post-medieval Black Ditch/Common Sewer. Reasons: potential to contribute to published priorities, eg ‘understanding how water supply and drainage provision was managed’ (Museum of London 2002, 82).

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• Moderate importance: moderate potential for post-medieval urbanisation including 18th and 19th-century industry, almshouses, other buildings, back yard areas and associated activity such as brickearth quarrying. Reasons: potential to contribute to published priorities, but survival quality and coherence of the earlier phases reduced by damage from late 19th/20th–century building development. • Moderate importance: moderate potential for 19th-century railway infrastructure. Reasons: as for Site 238, above, but survival quality of early phases likely to be reduced by later reconfiguration of the railway layout around Whitechapel station. • Moderate importance: moderate potential for Roman and medieval road to Colchester. Reasons: potential for contributing to published priorities (Museum of London 2002, 82). • Moderate importance: moderate potential for a post-medieval manor house. Reasons: historical supporting data, The Crossrail site and settlement contours do not extend to this location. • Moderate importance: low potential for occasional scattered Roman burials along the Roman road line. Reasons: (see Site 291). Impact The station is comprised of three main elements, each with major structures having an impact on potential archaeological deposits. The Durward Street Shaft (Essex Wharf Intermediate Concourse), includes two box shafts, the vent shaft, and a street-level building. An interchange link between the District Line station and Crossrail will be constructed. A temporary construction shaft would be located on the east side of Brady Street. The Crossrail scheme proposes the construction of a western ticket hall known as the Court’s Street Ticket Hall, which includes a street level ticket hall constructed over the District Line Connection with connections to the District Line and ELL and a vent shaft in Cambridge Heath Road. However, provision is also made for an alternative eastern ticket hall to be known as the Cambridge Heath Road Ticket Hall, which includes a box shaft with a street level ticket hall with a single basement but no interchange to the District Line. If constructed, this eastern ticket hall would still require the construction of the Durward Street Shaft. A further scenario is that the Cambridge Heath Road Ticket Hall would be constructed first, with provision made for the later construction of the Court’s Street Ticket Hall. Other works that would have an impact on potential archaeological deposits comprise construction compounds (worksites) for the sites above, the construction of a new school caretaker’s house and an electrical substation at Essex Wharf. The Scheme Whitechapel Station Western (Court’s Street) Ticket Hall 154

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• The ticket hall in Court’s Street will be constructed over the District Line Connection boxes and accessed by escalators to the west and escape stairways and MIP lifts to the east. Most works fall within the limits of the District Line Connection boxes. Impacts would result from: Ticket Hall deck columns and roof support stanchions located outside the District Line Connection boxes. These would partially remove potential archaeological remains. District Line Connection (District Line Link Worksite) • Works within the cutting will have no impact. Proposed works outside the existing cutting are: ○ Two cut and cover boxes will be constructed (one on each widened platform). The impact would be to completely remove any potential archaeological remains within their footprints. The southern box will be excavated down to the intermediate concourse level. The impact of this would be to completely remove archaeological remains within the footprint of the box. ○ Piling for a temporary crash deck and working platform over north platform and District Line tracks. The impact of the piling would be to completely remove archaeological remains within the footprint of the piles. ○ A new north wall will be constructed in Durward Street behind the existing brick retaining wall of the north side of the station to allow space for an escalator shaft. The impact of the wall would be to completely remove potential archaeological remains outside the existing limits of the LUL station. ○ The construction compound for all work associated with the District Line works will be serviced from a site in Durward Street and will be used for site accommodation and storage, the impact of which is limited (c 0.4 to 0.8m), but may partially remove potential archaeological remains. ○ A construction compound for the Court’s Street Ticket Hall, with footings for a tower crane (c 1.5 to 2m deep), site accommodation, storage and hoardings. Impact: these are likely to partially remove potential archaeological remains with footings for the tower crane likely to completely remove archaeological remains within their footprints. • Durward Street Worksite (Essex Wharf Intermediate Concourse). At the Durward Street Shaft the site is in two parts on each side of the East London Line (ELL), impacts would result from:

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• The construction to the west of the ELL of a box (c 26m x 10.5m) using secant piles or diaphragm walls and descending to at least 13m. The impact of the construction of the box would completely remove potential archaeological remains within its footprint. • Construction of a deep cut and cover box (c 57m x 22m, and over c 30m deep) to the east of the East London Line (ELL), and containing a ventilation shaft. The impact of the construction of the cut and cover box would be to completely remove potential archaeological remains within its footprint. • The underpass below the ELL will be constructed as a jacked structure with a jacking chamber in the east box, below the level of potential archaeological remains, and therefore would have no impact. • The inclined escalator to the Crossrail platforms will be constructed from the eastern box. The roof of the escalator shaft will lie at c 3m OD or 10m below ground level, and therefore would have no impact on archaeological remains. • The construction compounds for the Essex Wharf Intermediate Concourse are in two parts on each side of the ELL. Impacts would result from: ○ The site to the west of the ELL occupies the car park and sports centre. Disturbance is unlikely outside the limits of the western box and it is unlikely that there would be an archaeological impact. ○ The site to the east of the ELL will be used for plant, site accommodation and storage. The site extends to an electricity substation and the grounds of Swanlea School. ○ Disturbance outside the limits of the eastern box: a tower crane (2m deep foundation with piles) would completely remove potential archaeological remains within its footprint, footings for accommodation and other minor works are unlikely to have an archaeological impact. ○ The construction of a new caretakers house (foundations c 1.5m) would either partially or completely remove potential archaeological remains within the footprint of the foundations. ○ A new electrical substation may partially or completely remove potential archaeological remains within its footprint. Brady Street • A temporary (access) construction shaft east of Brady Street will be 15m in diameter and c 25m deep. The impact of this shaft will be to completely remove any potential archaeological remains within its footprint.

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Cambridge Heath Road • Cambridge Heath Road vent and escape shaft to be located in the same location but with a smaller area as the Cambridge Heath Road ticket hall in Variation 1, constructed within the Sainsbury’s Car Park worksite. The impact of the ventilation shaft, escape and EIP works would be to completely remove any potential archaeological remains within its footprint. • Sainsbury’s Car Park construction compound (worksite), with footings for a travelling gantry crane (c 0. 6 to 1.0m deep), batching plant (c 0.5–1.0m deep), conveyors, spoil bunkers and a hopper (c 0.5m to 0.9m deep). Impact: these are unlikely to remove potential archaeological remains. • Compensation grouting: ○ A Grout shaft within the Sainsbury’s Car Park Worksite (construction compound), extending below the base of the terrace gravels, with associated works in the compound. Impact: the shaft would completely remove potential archaeological remains within its footprint. Foundations for site accommodation (c 0.4–0.8m deep), and batch plant (c 0.5– 1.0m deep) are unlikely to have an archaeological impact. • Possible permeation grouting of the terrace gravels around the grout shafts, would be likely to affect only the bases of any deeper cut features surviving within the gravels (eg wells). The impact of permeation grouting, if required, would be the loss of the information value of potential archaeological remains, by consolidating the deposits to a degree, which prevents future access and investigation. Variation 1 Whitechapel Station Eastern (Cambridge Heath Road) Ticket Hall (Sainsbury’s Car Park Worksite) • At the ticket hall in Cambridge Heath Road, a ground level ticket hall and a shallower box adjacent to the deep box, will be constructed. Impacts would result from: ○ A box shaft (c 32m x 19.5m and over 29m deep) will be constructed. The impact of the shaft would be to completely remove any potential archaeological remains within its footprint. ○ An additional shallower box shaft c 14m deep adjacent to the deep box will accommodate the escalator upper machine chamber. The impact of the construction of the shaft would be to completely remove any potential archaeological remains within its footprint.

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○ A ticket hall extending beyond the box shaft, at street level and having a basement over part of its footprint, with a formation level c 6m below ground level. Both parts of the ticket hall are likely to be founded on pad foundations, which would rest on the terrace gravel. The impact of the basement would be to completely remove potential archaeological remains. Foundations for the remaining non-basemented part of the ticket hall would completely remove potential archaeological remains locally, within their footprints. Variation 1 does not include an interchange to the District Line. Variation 1A Whitechapel Station Eastern Ticket Hall Option with District Line Link. • The Cambridge Heath Road Ticket Hall (Sainsbury Car Park worksite) with District Line link infrastructure constructed from the District Line Link worksite. The impact of works associated with the ticket hall would be as for Variation 1 and impact for works associated with the District Line Link would be as for the principal scheme. Variation 2 • The Cambridge Heath Road Ticket Hall would be constructed first, but with provision for the subsequent construction of the Court’s Street Ticket Hall. The impact of works would be as for the principal scheme, with the exception of the Cambridge Heath Road vent and escape shaft, which would be replaced with the impact for the ticket hall in Cambridge Heath Road as in Variation 1. The Crossrail site would have no impact upon the Vallance Road Gardens Quaker burial ground, the Brady Street Jewish burial ground, nor the Old Montague/Davenant Street burial ground. Magnitude of High, with potential for a Significant impact impact before mitigation Additional Levelled site survey and geotechnical data to refine mitigation information strategy. required?

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Incorporated The generic data gathering and mitigation measures, as described in mitigation the incorporated mitigation, would be applied to this Crossrail site. Initially, DDBA and field evaluation would be needed. English Heritage/GLAAS have advised that field evaluation of the Whitechapel Ticket Hall site should take place as early as possible after approval of the Crossrail scheme (consultation meeting: 13.7.04) particularly with regard to possible survival of the Tudor Red Lion theatre. Although subsequent research has suggested that the theatre lay outside the Crossrail site, field evaluation is nevertheless likely to lead to further archaeological excavation, given the scale of proposed Crossrail groundworks. Residual None impact after The incorporated mitigation measures would constitute preservation incorporated by record, as confirmed with English Heritage and GLAAS mitigation (consultation meeting: 13.07.04). Site specific None required mitigation (Crossrail have redesigned part of these works in order to preserve archaeological remains in situ by relocating the vent shaft originally within the Quaker burial ground at Vallance Gardens to the Durward Street shaft). Residual None impact after site specific mitigation Significance of Non-significant Residual Impact Engineering Engineering Information provided by Crossrail sources Sources ES Scheme Description Historical / A 500m search of GLSMR and LAARC from the Crossrail site. Archaeological Greater London Industrial Archaeology Society (GLIAS) database v.2.65 sources Basil Holmes (Mrs) 1896, The London Burial Grounds. Blatherwick, S, 1998 London’s Pre-Restoration Purpose-Built Theatres of the Sixteenth and Seventeenth Centuries, unpub rep for English Heritage. Hall, J, 1996 ‘The cemeteries of Roman London: a review’, in Bird, J, Hassall, M & Sheldon, H (eds), 1996 Interpreting Roman London: papers in memory of Hugh Chapman, Oxbow Monograph 58, 57–84 Lyson, 1811, Environs of London Phillpotts, Dr C, 2004 Red Lion Theatre, Whitechapel, Documentary Research Report, Crossrail rep 1E0418-C1E00-00004 Smith, V, & Kelsey, P, ‘The Lines of Communication: The Civil War Defences of London’, in Porter, S, 1996, London and the Civil War, 117– 148.

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Walker, GA, 1839 Gatherings from Graveyards Joel Gascoyne, 1703, A Map of the Hamlet of Mile End New Town. John Rocque 1746, A Map of the Cities of London and Westminster and Borough of Southwark. Richard Horwood 1799, A Map of the Cities of London and Westminster. Researcher R W-B, Date 26/01/05 JD-M, RC, PM HK, JC

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Site 294 Redman’s Road

Site name Redman's Road: ground settlement between Site no. 294 search areas 210 & 211 Route Section Central Window C8 Location Jubilee Street to Assembly Passage, Stepney, LB of Tower Hamlets NGR 535270 181880 Proposed Tunnels only (1–10mm settlement predicted). Works Geology & The site lies on the Taplow Thames gravel terrace. Brickearth (Langley Topography Silt Complex) is shown on the BGS geology mapping in the surrounding area, c 100m for the settlement contours, and could survive in this location. The site lies at c 10.6m OD, where the ground slopes down to the east and south, towards the confluence of the river Lea and the Thames.

Baseline • There are no Scheduled Ancient Monuments or archaeological resources priority zones in the 300m-radius search area. • High potential: remains of post-medieval settlement along Mile End Road, itself in use from the 12th century (MLE92; GLSMR 505022–4). This includes almshouses, of medieval origin, within the settlement contours (GLSMR 081077). • Moderate potential: A post-medieval manor house, of probable medieval origin, was situated south of the junction of Sidney Street and Adelina Grove, c 70m south of the settlement contours (GLSMR 081006; plan of Mercer’s company landholdings in Stepney 1615). Only related features such as gardens or outbuildings are likely to extend to the settlement contours. • No potential: The line of a Roman and early-medieval road from London to Colchester runs 100 to 350m outside of the settlement contours (GLSMR 080895). Current status Built up area. Visited ? of land No Past impacts N/A

Importance of • Moderate importance: high potential for medieval and post- the baseline medieval settlement (including moderate potential for outbuildings resources or gardens etc of a post-medieval manor house). Reason: potential for contributing to published priorities (eg Museum of London 2002, 81–82); and supporting data in the form of historical documentation. Impact There are no known structural archaeological remains between search areas 210 and 211 which might be affected by ground settlement.

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Magnitude of None impact before mitigation Mitigation N/A Additional N/A information required ? Residual None Impact Magnitude of None Residual Impact Significance of Non-Significant Residual Impact Engineering Engineering Information provided by Crossrail sources

Sources Historical / A 300m radius search of GLSMR and LAARC. Archaeological Greater London Industrial Archaeology Society (GLIAS) database v.2.65 sources Plan of Mercer’s company landholdings in Stepney 1615. Researcher NJE, J D-M, Date 21/12/04 JMCB, JC

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Route Window C9

Site 211 Stepney Green

Site name Stepney Green vent shafts Site no. 211 Route Section Central Window C9 Location Stepney Green to Church of St Dunstan, Stepney, E1, LB of Tower Hamlets NGR 535780 181640 Proposed A single below-ground, diaphragm-walled box (containing vent shafts, Works plant space etc); two construction compounds. These works have been the subject of an initial phase of consultation with English Heritage, Greater London Archaeology Advisory Service (GLAAS). This consultation will continue. Geology & Taplow Thames gravel terrace. The site rises to the south and lies at Topography between c 9m and 10m OD. The south-western part of the site is raised to c 11m OD.

Baseline • There are no Scheduled Ancient Monuments in the search area. resources • The eastern boundary of the Crossrail site abuts the western side of the Stepney Village Area of Archaeological Importance, as defined by LB of Tower Hamlets. Protective works at St Dunstan’s Church fall within the AAI. • Burial Grounds: the medieval and possibly Saxon St Dunstan’s church, and its churchyard (BG 218) are c 130m east of the main Crossrail site (GLSMR 222665, Basil Holmes 1896, 300), but fall within the ground settlement contours; the church is subject to protective works. Worshippers from the non-conformist institutions within the Crossrail site were also buried there. [Note: the northern extent of this burial ground as mapped in the figures accompanying this archaeology technical report is the maximum possible extent, based on Rocque’s map of 1746, and thus includes land to the north of Durham Row. It is unclear if the line shown on that map is inaccurate (which appears possible), or if the northern boundary of the burial ground had moved slightly to the south by the time of Horwood’s survey in 1799.] A ‘plague pit’ was discovered in 1923 to the rear of the Police Court (GLSMR 080937, BG 219). The SMR grid reference of TQ 355 816 seems to be incorrect, as the 1914 OS map shows the Police Court on the site of the modern magistrates court, at TQ 35525 81420. This places the find c 280m south-west of the Crossrail site.

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• Standing building remains on the Crossrail site include the entrance to a c 1811 Baptist Chapel (or Academy), with associated gate piers, at the north-eastern corner of Garden Street and the northern wall of the 1862−3 Congregational Church south of King John Street. An arched doorway attached to the church wall and a gate pier formed parts of an open passageway adjacent to the church. Boreholes have shown that foundations from the church survive beneath an artificially raised platform, south of the standing remains (see under Current Status, below). There is a High Potential for below-ground remains associated with these buildings. Both groups of remains are part of a non-conformist tradition on this site associated with Worcester House and dating back to the 17th century (see below). An appraisal of these remains has been carried out for Crossrail (Appendix 2). • High potential for Worcester House and non-conformist places of worship. Worcester House is known from the late 16th century and lay east of Garden Street, within the Crossrail site. It could have medieval origins. Under Edward I, Parliament met several times at the mansion house of Henry Wallis, Lord Mayor of London, placed in the High Street or what is now Stepney Way, adjacent to the site (GLSMR 080936). The presence of Worcester House has been confirmed by archaeological investigation, which uncovered (but did not remove) foundations of the main house and polygonal gatehouse tower (WOR85). Worcester House sheltered several prominent non-conformists in the 17th century, and Stepney Meeting House was built in the southern part of its grounds in 1674. This served a notably early congregation of Dissenters founded in 1644, the second-oldest permanent Protestant non-conformist congregation in London. From c 1811 the Baptist Academy also stood at the north-eastern corner of Garden Street, and the Meeting House was replaced by the Congregational Church in 1862–3 (see standing remains above). The southern part of the site also contained a Sunday School by 1870, when the remainder was occupied by terraced houses. • High potential for the documented Saxon and medieval village of Stepney (Stebenhede) focused around the church and High Street, in the vicinity of the Crossrail site (GLSMR 080898). Wealthy merchants lived here and medieval and Tudor buildings fronted Stepney Green and High Street (GLSMR 080936). Stepney High Street and White Horse Lane are original Saxon and medieval streets (GLSMR 081074) and Salmon Lane to the south-east was also a medieval road (GLSMR 081601). A late Saxon pit and medieval occupation, including post holes, pits, a ditch and a hearth, have been excavated 50m east of the Crossrail site (SHS79, GLSMR 083448) and pottery found 300m to the east (WHH94).

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• Moderate potential for Late Bronze Age/Early Iron Age activity. Fragments of two jars, possibly part of a funerary deposit, were found in a pit and ploughsoil c 50m east of the Crossrail site (SHS79, GLSMR 080734). • Low potential for chance finds of prehistoric artefacts of other dates have been made in the search area including a knapped flint (WHH94). Current status The Crossrail site is centred on Garden Street, a narrow Visited ? of land cobbled road, with Stepney Green Park to the west, Yes comprising grassed areas with shrubs, hedges, trees and a sports field. East of Garden Street is Stepping Stones Urban Farm, a public amenity divided into small animal enclosures. The area is generally flat with the notable exception of the farm, parts of which have been raised c 0.5 to 1m above the surrounding streets. In particular, the ground where the Congregational Church originally stood is c 1m or more higher than that to the north and east. This suggests that the floor of the church was raised above its contemporary ground level and indeed a basement is documented, probably filled with demolition debris (the church was damaged by bombing in WWII). Crossrail borehole SG11R encountered what appear to be brick foundations from the church, c 0.7m thick, at c 1.2m below ground level. Past impacts The area west of Stepney High Street including the Crossrail site and the present sports fields beyond it (Stepney Green) was previously cleared of terraced housing, probably as a result of WWII bomb damage. However experience at similar sites elsewhere suggests that the associated below-ground damage will be limited.

Importance of • High importance: known resources and high potential for the baseline medieval and post-medieval Stepney church and churchyard. resources Reasons: statutory protection of burials; formal identification within AAI; group value with associated settlement; potential to contribute to published priorities (eg Museum of London 2002, 85). Within the ground settlement contours and the church is subject to protective works. • High importance: known resources and high potential for Worcester House, associated gardens, yards, and related structures including non-conformist chapel, Congregational Church and Baptist Academy. Reasons: good survival quality; archaeological and historical supporting data; diversity and group value of the sequence of secular occupation and religious establishments; historical association with prominent owners and the origins and development of non-conformism; potential to contribute to published priorities (eg Museum of London 2002, 86).

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• Moderate importance: moderate potential for Late Bronze Age/Early Iron Age remains that suggest settlement and possibly funerary activity in the vicinity. Reasons: in situ funerary evidence of these periods is notably rare and fragile/vulnerable, although survival quality has probably been degraded by later activity, and it is uncertain if the earlier finds were actually from burials. Fragmentary or residual evidence would be of low importance only. • Moderate importance: high potential for evidence of Saxon, medieval and post-medieval Stepney village. Reasons: there is a known historic settlement nucleus around the church, High Street and Worcester House with multi-period diversity; archaeological and historical supporting data; and the potential to contribute to published priorities (eg Museum of London, 2002, 48, 80–82). Impact Construction of a diaphragm-walled box (containing two vent shafts, plant space etc) with two associated construction compounds (‘work- sites’) at Stepney Green and Stepping Stones Farm. • Construction of diaphragm wall box c 62m x 28m x 14.5m deep. Impact: Removal of all archaeological deposits within the footprint of the box. It is not currently known whether the remains of Worcester House extend into the north-eastern part of the box. The twin shafts below this level would have no additional impact. • A temporary access shaft 10–12m in diameter will be sunk to tunnel level west of Garden Street to allow for tunnel excavation. Impact: Removal of all archaeological deposits within the footprint of the shaft. • Eastern Construction Compound (Stepping Stones Farm): ○ Preparatory works are subject to detailed design but will probably include topsoil stripping to a depth of at least 0.2m and varying ground reduction across the sloping site, to a sufficient depth to allow the insertion of hard standing to create a level working surface around the piled box that will support movement of heavy construction plant. The precise depths have not been determined at this time. Impact: ground reduction has potential to damage or partially remove below-ground remains, including the known remains of Worcester House, and potential remains of its gardens and associated Non-Conformist structures, including the 1674 Stepney Meeting House. There is also potential for damage to the above-ground remains of the Baptist College/Academy and the Congregational Church from works and machine movements in the compound. ○ Footings for Site accommodation (c 0.4–0.8m deep), a mobile concrete batch plant (c 0.5 to 1m deep) and a dewatering system (c 1m deep). Impact: footings for these structures have potential to partially remove potential archaeological remains. ○ Works and vehicle movements have potential to damage the 166

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standing remains in the eastern construction compound. Impacts in the eastern compound are to be removed by careful consideration of formation levels, location of plant etc (see mitigation, below). • Western construction compound (Stepney Green): ○ Tower crane base (outside the box): pile cap up to 2m deep (from reduced compound formation level) with piling below. Impact: the combined effect would be to completely remove potential archaeological remains within its footprint. ○ Footings for the Bentonite silo/lagoon (c 0.5m to 0.9m deep) and site accommodation (c 0.4–0.8m deep), gantry crane (c 0.6m to 1.0m deep), other structures, and possibly preparatory ground reduction have potential to partially remove potential archaeological remains. • Ground settlement from tunnelling and excavations for the vent shaft. The Congregational Church and the Baptist Chapel lie within the 40mm and 10 to 20mm settlement contours, respectively (May 2003). Impact: see the Heritage and Townscape Technical Report. It is not likely that there would be a significant impact upon these remains, however this will require consultation with English Heritage. • Diversion of water main, sewer and other services. Impact: details of the impact of these service diversions will not be available within the timescale of the EIA, but may partially or completely remove potential archaeological remains. Magnitude of Moderate with potential for a Significant impact impact before mitigation Additional Survey and geotechnical data in order to clarify potential information archaeological survival, in particular where the ground level has been required? raised at Stepping Stones Farm (some data is available from the 1985 excavations and 2003 boreholes), but also in the Stepney Green construction compound. Incorporated The generic data gathering and mitigation measures, as described in the mitigation incorporated mitigation, would be applied to this Crossrail site. They are likely to include archaeological field evaluation, and this may lead to excavation, producing preservation by record, of: • the vent shafts box, and (subject to further assessment) the western compound. Because this area appears to be beyond the main building nucleus of Worcester House, the remains here are predicted to be of moderate importance. • any areas within the eastern compound where impacts cannot be mitigated by site specific measures (see below). • impacts within the western construction compound.

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• other works outlined above, such as service diversions (subject to further assessment). Residual Moderate impact after The preference for preservation in situ for the resources of high incorporated importance in the eastern construction compound. mitigation Site specific Because of the presence and potential for remains of high importance, mitigation site specific measures are proposed, primarily to address the impact of temporary works in the eastern construction compound. Site specific measures to remove or reduce impacts via good design and construction practice would achieve preservation in situ wherever feasible for high importance resources within the eastern construction compound. Following initial consultation with EH and GLAAS, it is proposed that these measures should include: • Detailed desk-based assessment - examination of survey and geotechnical data, historic maps, archives of previous archaeological investigation etc in order to clarify the likely location and levels of surviving archaeological features, particularly Worcester House and associated structures. • Intensive archaeological field evaluation on the site of the eastern construction compound, sufficiently prior to the works to enable site specific mitigation measures to be enacted in this area. • Use of the above data in preparing appropriate design responses to achieve preservation in situ (the preferred option), wherever feasible in the eastern construction compound. These measures would principally be the determination of suitable formation levels, and the provision of a protective layer of granular material, a minimum of 0.3m deep, over the known and potential below- ground remains of high importance (dwg. no. 1D0300-C1W15- C00-P-09320 Rev R2). • Crossrail has started this process with a redesign of the distribution of works between the two construction compounds, which has removed those requiring substantial excavations, such as the tower crane base and Bentonite lagoon, from the eastern construction compound where high importance resources are present, to the western one where they are not predicted (dwg no. 1D0300- C1W15-C00-P-09300 Rev R1, dwg no. 1D0300-C1W15-C00-P- 09204 Rev A1 and dwg no. 1D0300-C1W15-C00-P-09205 Rev A1).

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• In addition, protective works, such as propping and hoarding, for the standing structures (walls of the 19th-century Baptist Chapel/College and congregational Church), would be enacted (dwg no. 1D0300-C1W15-C00-P-09300 Rev R1, dwg no. 1D0300- C1W15-C00-P-09204 Rev A1 and dwg no. 1D0300-C1W15-C00- P-09205 Rev A1) and, if required, suitable remedial measures would be implemented. • Dewatering within the eastern construction compound would have an impact on existing archaeological remains and if required, suitable remedial measures implemented. • Additional archaeological investigation (preservation by record) for any works where preservation in situ is not achievable. Mitigation of settlement damage to the standing remains is to be dealt with in the Heritage and Townscape Technical Report. The buried remains of Worcester House might also be affected, but it is unlikely that there would be a significant impact upon these remains. Residual None (if the above measures achieve preservation in situ for all high impact after importance resources). site specific mitigation Significance of Non-Significant (if the above measures achieve preservation in situ Residual for all high importance resources). Impact Engineering Engineering Information provided by Crossrail sources ES Scheme Description Historical / A 500m search of GLSMR and LAARC around the Crossrail site. Archaeological Greater London Industrial Archaeology Society (GLIAS) database v.2.65 sources Sources Basil Holmes (Mrs) 1896, The London Burial Grounds Mills, P, 1982, Excavations at Stepney High Street, E1, Trans LAMAS Vol 33 1982, 324–330 Falcini, P, Unpublished archive for Worcester House excavations (WOR85), held by London Archaeological Archive & Research Centre. Researcher R W-B Date 21/12/2004 JD-M, PM, JC

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Route Window C10

Site 214 Lowell Street

Site name Lowell Street vent shaft Site no. 214 Route Section Central Window C10 Location Commercial Road to Basin Approach (opposite Lowell Street), LB of Tower Hamlets NGR 536430 181080 Proposed Single diaphragm-walled rectangular box containing vent shaft and Works emergency evacuation shaft. Geology & Taplow Thames terrace gravel. The Crossrail site is relatively level at Topography c 9m OD.

Baseline • There are no Scheduled Ancient Monuments in the search area. resources • Part of the search area (but not the Crossrail site) falls within the Limehouse Docks Area of Archaeological Importance. • Burial Grounds: The Limehouse settlement was part of Stepney parish until 1730, when St Anne’s church was consecrated. In 1800 part of the churchyard was taken for Commercial Road, the bodies being re-interred south of the church, laid out as gardens in 1887 (GLSMR 222299, BG 221). This resource is c 275m east of the Crossrail site and outside the settlement contours (May 2003). • There was also a small 19th-century non-conformist chapel and burial ground in Grenade Street c 350m to the south-east (GLSMR 084056). This is outside the Crossrail site, but within the settlement contours. • High potential for 19th-century transport infrastructure. Commercial Road was a toll road opened in 1804, to take heavy goods traffic between the East and West India Docks and the City. Regent’s Canal Dock opened in 1820 (GLSMR 222821). Originally a rectangular basin, it was repeatedly enlarged, to the point where it largely superseded the earlier (c 1770) docks of Limehouse Cut, to the east. The changing relationship between the two dock systems can be seen by comparing Greenwood’s map of 1824–6 with the 1914 Ordnance Survey. The Crossrail site is located on the north side of Regent’s Canal Dock, behind the North Quay. The canal itself, with its locks, is close to the site on the west (GLSMR 084436, 084437, 212873). One of the hydraulic pumping stations for the canal, built to power cranes and other machinery when the docks were enlarged in 1852, stood on the Crossrail site until demolished in 1994 (GLSMR 222821). The Grade II listed accumulator tower for a second pump house, added in 1869 when a new ship lock was installed, survives just east of the Crossrail site, at Mill Place. The 170

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Crossrail site also includes two viaducts from the London and Blackwall Railway (LBR), which opened as far as the East India Docks at Blackwall in 1840. It was initially a cable railway powered by stationary steam engines and converted to conventional running in 1849. The southern of these viaducts is the original 1838 structure and is listed to the west of the Crossrail site, where it spans part of Regent’s Canal Dock. It now carries the Docklands Light Railway. The second (disused) viaduct, on the eastern part of the Crossrail site, is the Limehouse Curve, part of the 1849 extension of the LBR to Bow. • Moderate potential for post-medieval urbanisation: Rose Lane was the principal road linking the settlements of Ratcliffe and Limehouse prior to its replacement by Commercial Road. The original road line is still apparent on the 1914 OS map and it passes through the Crossrail site. 17th to 19th-century features were found to the south and west of the Crossrail site, including dumped levelling, walls, pits and cellars (BCR02, BTR75, NRS97, OSW94). However, prior to the 19th century, the settlement focus was further south, Rocque’s map of 1746 and Horwood’s of c 1799 showing the site area as fields. • Moderate potential for post-medieval industry and commerce. The 18th-century Limehouse porcelain factory lay 450m to the south- west (LLK89) and 16th-century Dunbar Wharf with later warehousing was south-east of the Crossrail site (NWT96). 16th- century timber revetments were found at and Victoria Wharf (OSW94, VIT96) the latter with a slipway and evidence of 16th and 17th-century trading. A sugar refinery stood in Butcher Row (GLSMR 081583). However these resources were associated with the Thames and its docks, Horwood’s map of 1799 showing the site area as a mix of residential properties and open land, with timber yards adjacent. • Low potential: Medieval activity is evident in the search area. The medieval flood defences were noted in Narrow Street (NRS97) and a backfilled creek, ditches and flood/reclamation deposits in Butcher Row (BTR75, GLSMR 080923, 081585, 081587). Ploughmarks and medieval pottery were also found in Narrow Street (NHU99). Medieval roads crossed the search area including Limehouse Causeway and Poplar High Street (GLSMR 081072), (GLSMR 080871) and Salmon Lane (GLSMR 081601). Limehouse was a medieval village, the centre of which was probably 300–400m to the south-east of the Crossrail site (GLSMR 080962). It possessed a wharf and shipyard, certainly extending into the post-medieval period (GLSMR 081582), and documented lime kilns (GLSMR 081557). Medieval wharves operated along the river bank including Ratcliff Wharf (GLSMR 081560). However these resources are focused on the small villages of Ratcliffe and Limehouse and on the commercial Thames frontage along Narrow Street, away from the Crossrail site.

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• Low potential: for prehistoric remains. A number of prehistoric flints were excavated 450m to the south-east of the works area (LLK89). • Low potential: Roman pottery has been found in the south-west and south-east of the search area (LLK89, GLSMR 082203). Current A built-up but recently cleared area on the south side of Visited ? status of land Commercial Road, north of Limehouse Basin. To the south is Yes a brick railway viaduct, in use, with another (disused) to the east. The area comprises open ground with concrete slab and walls from a demolished building and its yard. The western side of the site may have been raised in level. Past impacts Construction of the railways and former warehouses between Commercial Road and the dock, shown on the 1914 Ordnance Survey map, will have damaged earlier deposits, especially if the latter had basements.

Importance of • Moderate importance: low potential for medieval settlement the baseline generally and particularly for medieval and later Limehouse village resources with its church and churchyard. Reasons: statutory protection for burials, formal identification (AAI), group value, supporting data and potential to contribute to published priorities, but (apart from the 19th-century chapel and burial ground at Grenade Street) these resources fall outside the Crossrail site and settlement contours. • Moderate importance: high potential for industrial archaeology features of the 19th-century railway, canal and dock systems. Reasons: group value and historical supporting data. Transport infrastructure is a key feature of the history of the settlements of Ratcliffe and Limehouse, which is based on trade and commerce, especially shipping. • Moderate importance: moderate potential for other post-medieval urbanisation, including industrial and commercial activity such as warehouses, timber yards and rope manufacture, associated with the docks and shipping. Reasons: group value and historical supporting data. Trade and commerce is a key feature of the history of the area; potential for contributing to published priorities (eg Museum of London 2002, 74, 82). Such activity did not spread to the area of the site until the 19th century. • Low importance: low potential for prehistoric and Roman artefacts. Reasons: probably redeposited in secondary contexts and therefore limited potential to contribute to published priorities. Impact Intervention shaft and associated construction compound (Lowell Street Worksite). • Construction of shaft c 20.9m x 19.0m. Impact: Removal of all surviving archaeological deposits in the footprint of the shaft.

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• Construction of basement c 29.1m x 25.6m. Impact: Removal of all surviving archaeological deposits in the footprint of the basement not otherwise removed by the construction of the shaft. • Construction compound would include a perimeter hoarding (foundation depth: 0.8m to 1.5m), tower crane (foundation depth: 1.5m to 2.0m), Bentonite plant (foundation depth: 0.5m to 0.9m) and may require ground reduction. Impact: Footings of structures would either partially or completely remove potential archaeological remains within their footprints. Ground reduction might also partially remove potential archaeological remains. • Dewatering: would comprise an outer circuit of sub pumps in boreholes just beyond shaft perimeter and a sheet-piled cut-off wall inside the borehole line. Impact: the cut-off wall would damage all surviving archaeological deposits in its line. • Diversion of utilities: Details of the impact of service diversions will not be available within the timescale of the EIA, but these are likely to partially or completely remove potential archaeological remains. Magnitude of Moderate with potential for a Significant impact impact before mitigation Additional Survey and geotechnical data to clarify truncation from previous information development, in order to refine the mitigation strategy. required ? Incorporated The generic data gathering and mitigation measures, as described in the mitigation incorporated mitigation, would be applied to this Crossrail site. Initially, DDBA and/or field evaluation would be required to establish levels of survival. Residual None impact after The incorporated mitigation measures would constitute preservation by incorporated record. mitigation Site specific None required mitigation Residual None impact after site specific mitigation Significance Non-Significant of Residual Impact Engineering Engineering Information provided by Crossrail Sources sources ES Scheme Description

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Historical / A 500m search of GLSMR and LAARC from the Crossrail site. Archaeological Greater London Industrial Archaeology Society (GLIAS) database v.2.65 sources

Researcher R W-B Date 21/12/2004 J D-M, PM, JC

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Site 230 Hertsmere Road

Site name Hertsmere Road Intervention Shaft Site no. 230 Route Section Central Window C11 Location Cannon Workshop Car Park, Hertsmere Road, LB of Tower Hamlets NGR 537180 180510 Proposed One-and-a-half storey building and basement above an intervention Works shaft, construction compound (‘worksite’), and surrounding landscaping. Geology & The site lies on alluvium, on the north-western edge of a large meander Topography loop of the Thames, which has created a peninsula, the Isle of Dogs, originally low-lying and subject to flooding. The alluvium usually comprises inter-bedded sand, clay-silt and peat, representing sediments accumulated in the Thames estuary as a result of rising Holocene sea level. This lies over Floodplain Thames terrace gravel. The site is presently relatively level at c 4.5m OD.

Baseline • There are no Scheduled Ancient Monuments in the search area. resources • Areas of Archaeological Importance (covering Limehouse Docks and Poplar) fall within the search area, but not the Crossrail site. • High potential for 19th-century industrial archaeology features associated with the West India Docks, opened in 1802. The Crossrail site is located behind the western quay of the northern (Import) dock, to the rear of the bonded warehouses and roadways that formerly surrounded it and just north of Limehouse Basin, the former dock entrance. North of the Crossrail site is the 1809 Excise Office, originally one of a pair of buildings that stood either side of the main gateway where Commercial Road entered the dockyard, as shown on Horwood’s map (1799–1819). Immediately west of the Crossrail site are the extensive 1825 workshops of the West India Dock Company, known as the Cannon Workshops (Grade II listed). Another original feature, the c 1803 Round House, an armoury for the Military Guard, survives immediately to the north of the Crossrail site, and is Grade II listed. It was one of a pair of towers guarding a subsidiary entrance into the dock compound, as shown on Greenwood’s map, 1824–6. There is potential for below-ground remains of the second tower, now demolished, within the Crossrail site. The original dock boundary ditch (Horwood 1799) and a later engine house (1894 Ordnance Survey map), may also fall within the site.

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• High potential for palaeo-environmental and topographic evidence. Prehistoric land surfaces, floodplains and peat deposits have been identified in the vicinity. What were probably Neolithic or Bronze Age trees were preserved in waterlogged deposits within the footprint of West India dock (GLSMR 080728, 080891). This woodland probably extended south of the search area, as evidence for Neolithic and Bronze Age forests, including tree stumps burnt in situ, was found on site MHR01. Periodic flooding of the search area in the medieval and post-medieval periods resulted in alluvial accumulation, infill for land reclamation and water management features, such as banks, ditches and culverts (APW01, CWF97, DGS95, LHC93, LKD94, MHW00, PPH02, WEF01, WIQ97). • Moderate potential for prehistoric timber trackways preserved within alluvial deposits (c 9 examples along Thames and tributaries, nearest example is AWF98, 1.3km to south). This stretch of the route lies close to the floodplain edge, and trackways are typically found within Neolithic and Bronze Age peat deposits adjacent to the river terrace. • Moderate potential for post-medieval industry and commerce. The area was focused on trade, shipping and the docks and to industrial activities such as lime kilns, from which Limehouse takes its name (GLSMR 081557) and malting kilns in Poplar High Street (PPH02). Wharves and shipyards (GLSMR 081558, 081582) timber yards, rope and sail manufactories and dry docks are shown extensively on the maps of Rocque (1746) and Horwood (1799). Warehouses, docks and foreshore features have been recorded (APW01, WEF01, BLK97). The 16th-century Dunbar Wharf with later warehousing (NWT96) and 18th/19th-century features relating to dry and wet docks and their associated buildings (CWF97) lay west of the Crossrail site. However many of these resources were associated with the main Thames riverfront west of the Crossrail site or the higher ground of Limehouse and Poplar to the north. • Low potential for human remains, probably prehistoric (reported as ‘Palaeolithic’, but this is now thought very unlikely), found in West India docks at the Crossrail site (GLSMR 080728) and near Poplar High Street, 300m to the north of the Crossrail site (GLSMR 080729). • Low potential for medieval and post-medieval settlement. Medieval roads crossed the search area (GLSMR 081595, 081600) but the original nucleus of Limehouse village was 400m west of the Crossrail site (GLSMR 080962). Although post-medieval occupation also occurs in the search area (cellars and pits - LKD94, PPH02 and the 19th-century Poplar workhouse, DGS95) the site itself was probably in a more marginal zone, beyond the principal settlements.

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Current Crossrail works are west of West India Dock North and Visited ? status of land Hertsmere Road. The Crossrail site lies in a small car park to Yes the south, slightly lower than the surrounding roads, indicating a certain amount of landscaping. The surrounding area is partially built-up, with open land adjacent to the dock. Past impacts There appears to have been minimal impact from 20th-century construction.

Importance of • High importance: moderate potential for prehistoric timber the baseline trackways. Reasons: potential to contribute to published priorities resources including the research questions “Understanding the relationship between the wooden trackways in the floodplain…”, “Understanding the relationship between landscape, river…” (Museum of London, 2002, 25 & 79); local rarity of such finds to date, supporting data from other excavated trackways; good survival quality of organic remains within alluvium; and the vulnerability of the wooden structures. • High importance: low potential for human remains, probably prehistoric, if in situ. Reasons: statutory protection and regional or greater rarity of in situ prehistoric human remains, and potential to contribute to published priorities (see Site 203). • Moderate importance: high potential for 19th-century industrial archaeology features associated with West India Docks. Reasons: key feature of the history of the area, rarity (given the extent of Docklands redevelopment), and the potential to contribute to published priorities (eg Museum of London 2002, 82). Remains of the demolished 1803 guard tower would have group value with the surviving example and with the 18th-century Cannon Workshops and other original dockyard buildings in the vicinity. [Possible impacts upon the Grade II listed Cannon Workshops and Grade II listed guardhouse, immediately to the west and north of the Crossrail site respectively, and of other listed Buildings in the vicinity, is to be dealt with in the Heritage and Townscape technical report]. • Moderate importance: high potential for prehistoric and later palaeo-environmental and topographic evidence, including medieval and later land reclamation and water management. Reasons: potential for understanding past river regimes, their environments, hydrology, chronology and the effect of human intervention and hence for contributing to published priorities (eg Museum of London 2002, 79, 80). • Moderate importance: moderate potential for post-medieval industry and commerce. Reason: group value with previous investigations, historical supporting data, key feature of the history of the area and hence potential for contributing to published priorities (eg Museum of London 2002, 74).

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• Moderate importance: low potential for medieval and post- medieval domestic settlement. Reasons: (as Site 214). However, the main occupation centres were outside the Crossrail site. Impact A basement structure around the head of the intervention shaft, the shaft itself, an associated construction compound (Hertsmere Road Worksite), and landscaping. • Basement. The approximately square (c 16m x 16m) basement for housing the shaft head and equipment rooms would extend from ground level (c 4.50m OD) to basement level (c –1.60m OD). The basement would be founded on a secant pile wall of 0.75m diameter piles, which would also provide temporary support during basement construction. Impact: construction of the pile wall would completely remove potential archaeological remains along the line of the wall. Subsequent excavation of material to a depth of c –2m OD for the basement would remove any potential archaeological remains present in the excavated area, where they have not already been removed by the pile wall. • The 9.0m internal diameter shaft below the basement, to below – 26m OD. Impact: complete removal of any archaeological remains within its footprint that had survived beneath the construction level of the basement. These would probably be confined to prehistoric evidence within the base of the alluvium or on the surface of the terrace gravels. • Possible ground remediation. If contaminated ground material is identified, ground remediation may be carried out. The details of any such remediation will not be available within the timescale of the EIA, but is likely to partially or completely remove potential archaeological remains. • Construction compound: in the Cannon Workshop car parking area and adjacent hardstanding, bounded by Cannon Drive and Hertsmere Road. Impact: preparatory ground reduction (c 0.5m), footings for site accommodation (c 0.4–0.8m deep), spoil hoppers (c 0.5–0.9m deep) and other works have the potential to disturb or remove remains of the demolished 1803 guard house located at the north of the worksite, and later industrial buildings. • Hard Landscaping, including access ramp, hard standing, tree removal and tree planting, and a revised car park. Impact: removal of any archaeological deposits to a depth of 0.5–0.7m. There is potential to disturb or remove remains of the demolished 1803 guard house at the northern end of the car park, and later industrial buildings.

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• Changes in groundwater level have been predicted at this site. The potential impact, if any, cannot be adequately quantified due to a lack of detailed information; in particular on present groundwater regime and on the nature of any surviving archaeological remains. However, there are no known resources of a type which might be adversely affected. • Utility diversions. Impact: Known utilities identified would not be affected, although it is possible that unrecorded services are located within the site. Details of the impact of service diversions will not be available within the timescale of the EIA, but these are likely to partially or completely remove potential archaeological remains. The Crossrail works are very unlikely to have an impact on remains of the medieval and post-medieval settlements at Limehouse and Poplar. Although these lay within the search area, they did not extend to the Crossrail site. Magnitude of Moderate, with potential for a Significant impact impact before mitigation Additional Survey and geotechnical information on the depth of the alluvial information deposits, and levels of survival beneath the existing truncation from required ? previous development, in order to refine the mitigation strategy. Incorporated The generic data gathering and mitigation measures, as described in the mitigation incorporated mitigation, would be applied to this Crossrail site. Initially, DDBA and/or field evaluation would be required to establish levels of survival. This is likely to lead to further archaeological investigation (to the base of the alluvium more than 7m below ground level in the case of the main box and shaft) constituting preservation by record. Residual None impact after incorporated The incorporated mitigation measures would constitute preservation by mitigation record for resources of moderate to high importance. In a consultation meeting on 28.7.04, EH and GLAAS agreed that preservation by record was suitable for prehistoric timber trackways.

Possible residual impact on remains of the demolished 1803 guard house, if it survives in good condition, sufficient to merit preservation in situ. Site specific If remains of the demolished c 1803 guard tower survive in good mitigation condition, these could require protective measures during the groundworks, followed by preservation in situ, either by reburial, or by permanent display within the landscaped area. Residual None impact after Possible positive impact if remains of the demolished c 1803 guard site specific tower are present and suitable for public display within the landscaped mitigation 179

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area, depending on land ownership issues, enhancing the setting of the existing contemporary buildings in the vicinity. Significance Non-Significant of Residual Impact Engineering Engineering Information provided by Crossrail sources ES Scheme Description Sources Historical / A 500m radius search of GLSMR and LAARC. Archaeological Greater London Industrial Archaeology Society (GLIAS) database v.2.65 sources Researcher R W-B Date 11/01/2005 J D-M, PM, JC

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Route Window C11

Site 215 Isle of Dogs Station

Site name Isle of Dogs Station Site no. 215 Route Section Central Window C11 Location West India Dock North, LB of Tower Hamlets NGR 537750 180430 Proposed New cut and cover station with two entrances, ventilation/emergency Works escape shaft, two construction compounds. Geology & As per Site 230, above. The main area of the site is relatively level and Topography lies at c 5 to 6m OD.

Baseline • There are no Scheduled Ancient Monuments in the search area. resources • The Poplar Area of Archaeological Importance lies outside the Crossrail site, c 250m to the north. • The West India Docks, with Nos. 1 and 2 warehouses, is now the only surviving example of the first intensive period of London dock construction, carried out between 1800–10. The North Dock (1802) is the largest open water expanse remaining from the West India Docks. The overall layout, other than the central section of the South Dock, survives intact, despite major development of the quays. The Docks were built to maximize the booming maritime trade with the West Indies and reflected Britain’s maritime power. Two enormous docks (North Dock and South Dock, previously the Import and Export Docks respectively) along with associated locks and basins, covered c 62 acres of water, and were at the time the largest of their kind in the world. In 1829 a third dock (South Dock) was added to the system by converting the unsuccessful City Canal (1800–5) that had been built across the Isle of Dogs as a by-pass for shipping. Nine vast sugar warehouses, two of which are extant, were designed by George Gwilt and built by William Adam, and extended more than half a mile along the northern quay of the Import Dock. The West India Quay ‘Banana Wall’, exposed at the west and east ends of the North Dock and preserved beneath existing buildings and the false quay on the northern side of North Dock, is a Grade I listed structure. A Grade II listed accumulator tower of c 1875, one of two surviving towers, is located at the east end of North Dock, within a proposed construction compound. • High potential for palaeo-environmental and topographic evidence, as per Site 230, above.

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• High potential for 19th-century industrial archaeology features associated with West India Docks. Features include warehouses and factory buildings (GLSMR 222426), the docks themselves, brick foundations, cobbled surfaces and timber structures (MBR00, MHR00, NWC95, WEF01, WIQ97). The Grade I listed walls (‘Banana Wall’) of the Import and Export docks are within the Crossrail site (WDA01, GLSMR 222746) as is the former eastern end of the dock with its bonded warehouses, roadway, ditch and entry basin as shown on Horwood’s map of 1799. The 1897 OS map shows a range of further features in this area including railway sidings and a junction dock and drawbridges south of the eastern basin. The later 19th-century Poplar docks lay to the east (GLSMR 800112). • Moderate potential for prehistoric timber trackways preserved within alluvial deposits, as per Site 230, above. • Moderate potential for alluvial deposition and land reclamation, as per Site 230, above. Reclamation was particularly prevalent in the 19th century when the dock system was being constructed (BLK97, COD95, PPR97). • Low potential for human remains, probably prehistoric (reported as ‘Palaeolithic’, but this is now thought very unlikely), found in West India docks at the Crossrail site (GLSMR 080728) and near Poplar High Street, 300m to the north of the Crossrail site (GLSMR 080729). • Low potential for medieval and post-medieval settlement and commerce. The medieval village of Poplar was the major settlement in the vicinity (GLSMR 080964, 081007). The church of St Matthias was established in the 16th century, c 350m north of the Crossrail site (GLSMR 222790). A 17th-century Almshouse stood on Bow Lane (GLSMR 222693). Medieval roads crossed the search area including Poplar High Street 300m north of the Crossrail site (GLSMR 081072), St Leonards Street (GLSMR 081594), Limehouse (GLSMR 081595) and Eastferry Road (GLSMR 081073). Settlement expanded during the post-medieval period. Occupation features include ditches, drains, culverts and other water management features (DGS95). Malting kilns and an associated cellar were discovered 350m to the north-west (PPH02). The Grade II listed 18th century Gun public house is c 600m to the east of the Crossrail site (CBD01). Poplar Workhouse, originally established in 1757, was recorded 250m north of the Crossrail site (DGS95). However these resources are focused on Poplar village, on higher ground to the north and are unlikely to occur on the Crossrail site, particularly given the major reconfiguration of the area during construction of the docks.

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Current status The works are mainly situated in and around West India Visited ? of land Dock North, south of Aspen Way and east of West India Yes Quay Station. The area is partially built up with open land around the docks. It is generally flat. Along the north side of the docks (east of the Docklands Light Railway bridge which houses West India Quay station) is a large open area, currently a car park and building site. To the south are the tower blocks of Canary Wharf. On the west side of the DLR bridge, north of the docks, is an open paved amenity space in front of the Port East Apartments. More tower blocks lie on the south side, with a pedestrian bridge crossing the dock. To the east is the West India and basin to the south of which is a warehouse. Past impacts The area has been very extensively redeveloped during construction of the docks and the more recent Canary Wharf complex. No archaeological remains are likely to survive truncation within the individual docks, which originally extended c 70m to the south of the current southern edge of the dock, formed by the Canary Wharf development. The docks have removed the alluvium and truncated the surface of the terrace gravels to c – 4 to –6.5m OD.

Importance of • High importance: the Grade I listed ‘Banana Walls’ of the import the baseline and export docks, partly located within the Crossrail site, along with resources the Grade II listed accumulator tower on North Dock, located within a proposed construction compound. Reasons: statutory protection, historical and archaeological supporting data, national rarity of this form of construction. [This resource is covered in greater detail in the Heritage and Townscape technical report, but it is included here for completeness]. • High importance: moderate potential for prehistoric timber trackways. Reasons: potential to contribute to published priorities including the research questions “Understanding the relationship between the wooden trackways in the floodplain…”, “Understanding the relationship between landscape, river…” (Museum of London, 2002, 25 & 79); local rarity of such finds to date, supporting data from other excavated trackways; good survival quality of organic remains within alluvium; and the vulnerability of the wooden structures. • High importance: low potential for human remains, probably prehistoric, if in situ. Reasons: statutory protection and regional or greater rarity of in situ prehistoric human remains, and potential to contribute to published priorities (see Site 203). • Moderate importance: high potential for 19th-century industrial archaeology features associated with West India Docks. Reasons: as per Site 230, above.

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• Moderate importance: high potential for palaeo-environmental and topographic evidence, including medieval and later water management and land reclamation. Reasons: as per Site 230, above. • Moderate importance: low potential for medieval and post- medieval settlement and commerce. Reasons: main resources not in the vicinity of the site and evidence likely to be fragmentary due to magnitude of past impacts. Impact The station will be constructed as a cut-and-cover box under the North Dock, with construction compounds (worksites) outside it. • Crossrail station. The station and eastern escape/vent shaft would form two separate islands in the eastern half of North Dock. The station and connecting shaft would be constructed using a cut-and- cover box under North Dock. The connecting bridges at surface level would rest on the existing modern quayside. There would be no impact: No archaeological deposits survive beneath North Dock (current ground level c 11.0m OD, base of North Dock c –5.0m OD.), as these will already have been removed in the construction of the dock. However, it is possible that some artefacts may be present within the dock itself, see next item. (The visual impact of the station development, and of any proposed overdevelopment, upon the historic character of what is the largest remaining expanse of open water of the West India Docks, is to be dealt with in the Heritage and Townscape technical report). • Suction dredging of North Dock. Impact: This has some potential for recovering 19th and 20th-century artefacts relating to the history of the Dock. • Spoil conveyor. This would take spoil from the station box to the barge-loading site to the south (Bellmouth Passage Conveyor Worksite). Impact: Conveyor supports and associated features are thought to have footing depths of 0.5m to 0.9m and are unlikely to remove or disturb below-ground archaeological remains, however the route of the conveyor should be placed to avoid any surviving dock infrastructure. • Two construction compounds: ○ North Quay Worksite (currently a car park). The site would be used for tunnel construction, and possibly for station entrances and vent shaft construction. ○ The Billingsgate (Eastern) worksite (currently a lorry park). The site would be used for construction of the station structure. Concrete batching plant. Within both compounds, general ground reduction of c 0.5m. Impact: potential to damage the Grade I listed Banana Wall. [This impact is to be covered in the Heritage and Townscape technical report]. Footings for temporary structures and plant (eg workshops, stores, welfare facilities, site offices, grout mixing plants, batch plants, conveyor

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supports etc) c 0.8m to 1.0m deep. Impact: potential to partially remove or disturb remains of the 19th and early 20th-century dock buildings, railways, etc, depending on the depth at which these survive. (The temporary works may have an impact upon the Grade II listed accumulator tower in the immediate vicinity: this is impact is to be assessed in the Heritage and Townscape technical report). Magnitude of Moderate with potential for a Significant impact impact before mitigation Additional Survey and geotechnical data to clarify truncation from previous information development, and so refine the mitigation strategy. required ? Incorporated The generic data gathering and mitigation measures, as described in the mitigation incorporated mitigation, would be applied to this Crossrail site. Initially, DDBA and/or field evaluation would be required to establish levels of survival. This is likely to lead to further archaeological investigation, constituting preservation by record. Residual None impact after The incorporated mitigation measures would constitute preservation by incorporated record for resources of moderate to high importance. In a consultation mitigation meeting on 28.7.04, EH and GLAAS agreed that preservation by record was suitable for prehistoric timber trackways. Site specific Metal detecting and/or other examination of silt removed by suction mitigation dredging for 19th and early 20th-century artefacts relating to the history of the docks, if the material is not significantly contaminated. Residual None impact after site specific mitigation Significance of Non-Significant Residual Impact Engineering Engineering Information provided by Crossrail sources ES Scheme Description Sources Historical / A 750m search of GLSMR and LAARC from the Crossrail site. Archaeological Greater London Industrial Archaeology Society (GLIAS) database v.2.65 sources Researcher R W-B Date 11/01/2005 J D-M, PM, JC

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Route Window C12

Site 234 Mile End Park Vent Shaft

Site name Mile End Park Vent Shaft Site no. 234 Route Section Central Window C12 Location The south end of Mile End Park and on the west side of Burdett Road, Mile End. NGR 536711 181795 Proposed Ventilation shaft and construction compound (worksite). Works Geology & The site lies on Taplow Thames terrace sand and gravel, and is mostly Topography relatively flat at c 9m OD.

Baseline • No Scheduled Ancient Monuments in the search area. resources • No archaeological priority zones in the search area. • Moderate potential for post-medieval urbanisation, including industry and railway infrastructure. The hamlet of Rhodes Well lay south-east of the Crossrail site, on Rhodeswell Road, between what is now St Paul’s Way and Ben Jonson Road. A group of buildings, including a large house and garden, is shown on Rocque’s map of 1746. Horwood’s map of 1799 shows the hamlet around Rhodes Well Common and the well itself which fed a large pond to the south-west of the works. This may have been a spring connected with the Black Ditch stream, which flowed south of St Paul’s Way and is shown on Greenwood’s map of 1827. However, these resources lie outside the Crossrail site, which was open land at this time - there were no buildings within c 100m of it. The surrounding area was entirely rural, although a number of rope walks, serving the docks and shipyards further south, are shown. More widespread occupation began in the 19th century (TRD00, HFD99). Industry included Huddart's Patent Cable Manufactory (GLSMR 800006) 250m to the south with an engine house, gasworks, rope works and warehouses (GLSMR 222432) and a further gasworks on the opposite side of the canal to the west (HFD99). The Regents Canal (1820) runs 275m to the west of the Crossrail site, with a lock in the search area (GLSMR 084451). The increasing population led to the foundation of four churches in the vicinity: St Luke’s, Burdett Road (1869) to the north of the Crossrail site; the parish church of St Paul’s, (1858; GLSMR 222820) c 125m to the south-east and a small non-conformist church and adjacent Mission Church to the west (1882 OS map). These are all shown on the 1914 OS map and none are indicated as having burial grounds. The Crossrail site itself was occupied by residential housing along Burdett Road, with a school and an unidentified works to the rear.

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The viaduct of the London and Blackwall Railway, Bow Extension (1849) forms the southern edge of the Crossrail site, but is not affected by the proposed works. Where it crosses Burdett Road (constructed in 1862) an LBR station was added in 1871. The structures of Burdett Road station (largely of wood) stood at viaduct level, accessed from the street via an entrance, booking hall and stairs built within one of the arches, on the east side of the road. The station was heavily damaged in the bombing raids of 1941 and did not re-open. The street level entrance was removed in a road widening scheme c 1984 and there are no extant station structures (LRR: 2001). The assessment of archaeological potential for earlier periods is constrained in this area by limited data from archaeological investigations. For example, because of the topographical location, on terrace gravels, there may be a low potential for prehistoric or later features. Current status The Crossrail site is located in Mile End Park, a public open Visited ? of land space, and an adjacent car park at the south-east corner Yes which previously housed residential properties at 182 to 194 Burdett Road, since demolished. The site lies on relatively flat ground although mounds 2–3m high occur along Burdett Road. Some low hollows planted with trees occur in the park and site area. Other clumps of trees are scattered around the site. The railway viaduct abuts the south-eastern boundary of site. Past impacts Light residential buildings.

Importance of • Low importance: moderate potential for 19th-century residential the baseline urbanisation and railway infrastructure Reasons: limited potential resources for contributing to published priorities. Impact Ventilation shaft and associated construction compound. • Construction of secant pile basement c 27m x 25m, from ground level (c 9.5m OD) to basement level (c 3.90m OD). Impact: Removal of any surviving archaeological deposits in the footprint of the basement. • Construction of shaft beneath basement. Impact: None. Basement formation level will already have removed all relevant deposits. • Utility diversion. Impact: Details of the impact of service diversions will not be available within the timescale of the EIA, but these are likely to partially or completely remove potential archaeological remains.

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• Tower crane outside the footprint of the basement, supported on a concrete base c 2m deep, with piled foundations beneath. Impact: the combined effect would be to remove any archaeological remains presently surviving within the footprint. • Construction compound (Mile End Park Shaft Worksite): although details are not currently available, works for the Crossrail temporary compounds such as preparatory removal of soil and existing surfaces for new hard standing and access road; services; and footings for accommodation, batching plant, security fencing etc. may partially or completely remove any archaeological remains presently surviving at shallow depths. However, in this case, levelling of the previous housing and landscaping for the park suggests that such shallow remains are unlikely to be present. • Tree removal. Impact: Details of these works are not currently available, but any archaeological impacts are likely to be small- scale and localised. Magnitude of Moderate with potential for a Significant impact impact before mitigation Additional Survey and geotechnical data to clarify truncation from previous information development, in order to refine the mitigation strategy. required ? Incorporated The generic data gathering and mitigation measures, as described in the Mitigation incorporated mitigation, would be applied to this Crossrail site. Initially, DDBA and/or field evaluation would be required to establish levels of survival, and clarify if there is potential for pre 19th-century remains. Residual None. Impact after The incorporated mitigation measures would constitute preservation by incorporated record. mitigation Site specific None required mitigation Residual None Impact after site specific mitigation Significance of Non significant Residual Impact Engineering Engineering Information provided by Crossrail sources Sources ES Scheme Description

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Historical / A 500m search of GLSMR, LAARC and for SAMs around the Crossrail Archaeological site. sources Greater London Industrial Archaeology Society (GLIAS) database v.2.65 Richard Horwood 1799 A Map of the Cities of London and Westminster John Rocque 1746, A Map of the Cities of London and Westminster and Borough of Southwark London Railway Record, No. 29:2001 Researcher PM, JC Date 21/12/2004

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Site 235 Eleanor Street Vent Shaft

Site name Eleanor Street Vent Shaft Site no. 235 Route Section Central Window C12 Location Between railway lines on the east side of Eleanor Street, Bromley by Bow. NGR 537386 182583 Proposed Intervention and ventilation shaft with a two-storey shaft head building Works at ground level, enabling, landscaping and protective works including a permanent protective wall, construction compound. Geology & The site lies on Taplow Thames terrace sand and gravel and is Topography relatively flat with a slight incline to the north-west, and lies at 9–10m OD.

Baseline • No Scheduled Ancient Monuments within the search area. resources • No archaeological priority zones in the search area. • Burial Grounds: The Tower Hamlets Cemetery, now Tower Hamlet Cemetery Park (BG220), lies c 220m to the south-west of the works, its extent is shown on current Ordnance Survey maps. • Moderate potential for post-medieval urbanisation. Sites PRS77 and GHP93 c 400m to the north-east revealed post-medieval activity. Greenwood’s map of 1824–6 shows the site as fields and it was built-up later in the 19th century. The area became a major railway intersection (Bow Junction) linking the lines of several independent railway companies. To the west of the Crossrail site is the viaduct of the London and Blackwall Railway, Bow Extension (1849) and, bounding the site to the south, the London Tilbury and Southend Railway (1852). East of the site lies the North London Railway (1853) with its major engineering depot (Bow Locomotive Works) east of Campbell Road (1893 Ordnance Survey map). The line that bounds the Crossrail site on the north side is the 1902 Midland and Metropolitan District Railway extension from Whitechapel to Bow and the LTSR. There is a further line across the Crossrail site, a former NLR loop (1853) linking it to the LBR. This disused track was roughly at grade, passing beneath the existing viaducts and it appears unlikely that any significant remains survive. The overall layout of the railway junction is shown on the 1914 Ordnance Survey map, the remainder of the Crossrail site having been developed for residential streets. • Low potential for prehistoric remains. Little evidence in the immediate vicinity of site, although a Bronze Age hoard of metalwork was found c 350m to the south-east of the Crossrail site in 1901 (GLSMR 080721) (the assessment of archaeological potential for these periods is constrained in this area by limited data from archaeological investigations).

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• Low potential for medieval activity. A settlement in the vicinity of Bromley Street (GLSMR 080961) was located c 375m to the north- east, and the Chapel of St Mary (GLSMR 222222), a medieval foundation, is located 500m to the north-east. Current status The site is on level ground between and around two Visited ? of land branches of railway line on viaducts. Part of the site in Yes Eleanor Road is in use as a caravan park and the other area, between the railway lines, is mainly fly-tipped waste ground. Some businesses occupy railway arches on the site. Past impacts Limited impacts from 19th-century and later residential buildings.

Importance of • Moderate importance: low potential for prehistoric remains. the baseline Reason: local rarity of in situ prehistoric remains from this area; resources potential to set the Bronze Age hoard in context; archaeological supporting data with finds from the western edge of the Lea Valley. • Low importance: low potential for medieval activity Reasons: area on the periphery of urban development until the 19th century: limited potential of agricultural soils for contributing to published priorities. • Low importance: moderate potential for 19th-century urbanisation, including railway infrastructure. Reasons: demolished railway and other limited evidence has little potential to contribute to published priorities. Impact The proposed works comprise the construction of an intervention and ventilation shaft with a two-storey head building (without basement). The area surrounding the head building would be landscaped and planted, and a permanent protective wall built. Associated works within the worksite include the construction of a number of temporary structures. • The 15m internal diameter (16.4m external diameter at lower levels) by c 36.7m deep intervention and ventilation shaft. The impact of the construction of the shaft would be to remove completely any archaeological remains within its footprint. The impact of a ring beam (1.00m by 1.00m) may partially remove any archaeological remains within its footprint. A slab (0.50m) is unlikely to have an archaeological impact. • The ground floor slab of the roughly rectangular, c 32.7m long by 17.8m wide, shaft head building would extend c 0.4m below existing ground level, except for the area around the top of the shaft (c 0.6m out from the shaft wall), where the slab would extend c 1m below existing ground level. Construction of the ground floor slab would not be deep enough to produce an archaeological impact, although the c 1m deep slab around the shaft head may partially remove any archaeological remains within its footprint. If piled foundations with pile caps are required, these are likely to remove

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all archaeological deposits in their footprint. If strip footings are used, these are likely to remove archaeological deposits to the depth of the footings. • Associated works include hard landscaping of the area between Rounton Road and the vent shaft with bollards and trees. This will entail ground reduction to a depth of 0.50m. It is anticipated that they would not entail substantial ground disturbance and are unlikely to have an archaeological impact. • Associated works include construction of a permanent protective brick wall at ground level, following the line along the District Line viaduct. The wall will have strip footings 1.00m deep by 0.50m wide. This is likely to remove any surviving archaeological deposits to the depth of the footings. • The construction compound (Eleanor Street Worksite) would include a tower crane, with a c 2m deep pile cap over mini-piles; The impact of the construction of the crane base would be to remove all archaeological deposits within the footprint of the base and mini-piles. Other works are unlikely to have an archaeological impact. • Following construction of the shaft, the worksite area would be reinstated as a caravan park. Details of these proposals will not be available within the timescale of the EIA. Magnitude of Moderate with potential for a Significant impact impact before mitigation Additional Survey and geotechnical data to clarify truncation from previous information development and levels of survival, in order to refine the mitigation required? strategy. Incorporated The generic data gathering and mitigation measures, as described in the Mitigation incorporated mitigation, would be applied to this Crossrail site. Initially, DDBA and/or field evaluation would be required to establish levels of survival. Residual None Impact after The incorporated mitigation measures would constitute preservation by incorporated record. mitigation Site specific None required mitigation Residual None Impact after site specific mitigation

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Significance of Non-Significant Residual Impact Engineering Engineering Information provided by Crossrail sources ES Scheme Description

Sources Historical / A 500m search of GLSMR, LAARC and for SAMs around the Crossrail Archaeological site. sources Greater London Industrial Archaeology Society (GLIAS) database v.2.65 Richard Horwood, 1799 A Map of the Cities of London and Westminster Researcher PM, JC Date 11/01/2005

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Route Window C13

Site 236 Pudding Mill Lane Portal

Site name Pudding Mill Lane Portal Site no. 236 Route Section Central Window C13 Location Between Bow and Stratford in the Lea Valley, extending east from Wick Lane to the Waterworks River. NGR 537400 183250 to 538150 183900 Proposed A cut-and-cover tunnel portal, with associated temporary works Works including a construction box across the River Lea. The DLR would be realigned, the existing embankment widened, and a new viaduct built. A new station would be constructed and the existing DLR station demolished. The development would have three construction compounds (‘worksites’). Geology & The site lies mainly on alluvium within the floodplain of the River Lea. Topography At the western end of the Crossrail site, a narrow band of Kempton Park Thames terrace gravels borders the Taplow terrace gravels, together forming part of the valley side overlooking the floodplain. Recent work (the Lea Valley Mapping Project) suggests that a palaeochannel entered the Lea Valley floor in this area. Lobes of soliflucted sediment exist in the extreme north-west and deep Pleistocene channels may have been followed by Holocene rivers, but in general this area appears to have ‘abandoned’ by the main axis of water flow through this part of the Lea Valley during the Holocene, and it is likely to have been a marshy wetland area, with ‘islands’ of higher gravel. Present ground levels vary considerably, from c 1m to 5m OD in the floodplain, up to 4m to 10m OD on the gravel terraces, due to railway and other construction.

Baseline • No Scheduled Ancient Monuments in the search area. resources • The site lies within either a LB of Tower Hamlets Area of Archaeological Importance or a contiguous LB of Newham Archaeological Priority Area, east of the Blackwall Tunnel Northern Approach. • Burial Grounds: a Baptist Chapel ground (BG300, GLSMR 084062, Basil Holmes 1896, 303) lies c 200m to the south of the works. • High potential for geoarchaeological and palaeo-environmental evidence within the alluvial river/marsh sequence, allowing reconstruction of Late Glacial and Holocene topography and landscape change. The Holocene marsh deposits should preserve evidence of the environment and activity on the adjacent gravel 194

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terrace, as well as the wetland itself (Lea Valley Mapping Project; and eg sites KDR00 and SBX00, 500m and 750m to north-east of Crossrail site). • High potential for medieval settlement and industry. The Old Ford fulling mill (GLSMR 080971) and a dye works (GLSMR 080903) were within the Bow Midland Yard Worksite West. Medieval roads pass to the north (GLSMR 081596) and 200m to the south of the site (GLSMR 080895), where a bridge (GLSMR 080909) was located. The medieval settlement around Bow (GLSMR 080942) and associated wharf (GLSMR 081590) were located c 100m– 200m to the south of the Crossrail site, with St Mary’s chapel (GLSMR 222222), and St Leonard’s Priory (GLSMR 080973) c 250m and c 350m to the south, respectively. • High potential for post-medieval industry using the waterways as a means of transport and as a source of power. Parts of the site were built on by the close of the 18th century (see Horwood 1799) and a number of factories were located in the area, the 1882 Ordnance Survey map showing a waterworks and soap works within the Crossrail site. Nineteenth-century mapping also shows reservoirs north of the railway (since filled in) and a gas works and tar works immediately south of the railway, all within the Crossrail site. Dumps of waste material associated with the Bow China Works (located c 200m to the east: GLSMR 061641, HW-PL94) occur in the Bow area. A footbridge (GLSMR 062823) over the River Lea referred to as Five Bells Bridge on Stanford’s map of 1862 was adjacent to the site and a bridge (GLSMR 062815) over the Bow Back River is located to the south. • Moderate potential for prehistoric remains. Dry land activity: Palaeolithic and Neolithic to Iron Age artefacts, including axes and spearheads have been found along the Lea Valley to the east and west of the works (GLSMR: 060922, 080724, 080733, 080825, 083500, 083501, 083690). At site LEK95 a poorly dated enclosure with post-built structures and pits revealed only pre-Roman artefacts (recovered from the redeposited natural brickearth). Site PNL98 recorded Bronze Age and Iron Age features and site PRB95 postholes and gullies provisionally dated to the late Bronze Age, and tentatively interpreted as evidence of settlement.

Wetland activity: prehistoric artefacts, timbers, land surfaces and associated palaeo-environmental evidence have been found within the alluvial sequence, where there is likely to be good organic preservation in waterlogged deposits. The wetland/dry-land interface is likely to have been a key area for Mesolithic exploitation. It also has considerable potential for Bronze Age, or possibly later, timber structures and/or trackways linking islands and higher ground across the marshes (see Geology and Topography, above). Bronze Age and Iron Age timbers have been found c 750m to the north-east (SBX00), including possible worked off-cuts, and outside the search area timber trackways or 195

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platforms (possibly crannogs) occur in the valley alluvium of the rivers Lea (GLSMR 060837, 060838, 060840) and Roding (BA- TS93) suggesting a background potential for in situ man-made structures. • Moderate potential for Roman remains on the terrace gravels. The Roman London to Colchester road (GLSMR 080875) ran c 100– 220m to north of the Crossrail site, surrounded by an agricultural landscape of ditched fields. Two ford sites were located between the two Bow Midland worksites (GLSMR 080859; 081571) and another possible causeway or ford may have lain within the Crossrail site (GLSMR 061651). A settlement and cemetery flanked the road on the gravel terrace at Old Ford, c 300–500m north-west of the Crossrail site (burials GLSMR 080824, 080757, 080758, 080799, 080802, 080815, 082408, site LEK95). However, other burials occurred closer to the Crossrail site, including GLSMR 080763 150m to the west. Finds include pottery, building materials, burials, a kiln, ditches, pits, field systems/cultivation and coins (sites AGH90, ARG91, UR74, LEK95, LFW01, PLN98, ROM80; GLSMR 080826). There is limited potential for Roman buildings on the Crossrail site, the nearest found to date being 350m to the north-west (GLSMR 082965, 083698; sites AGH90, PNL98). Other burials and field systems lay on the terrace gravels c 150m to the west of the Crossrail site. Few Roman finds have been made from the alluvium in the vicinity of the site, in what was probably marshy valley floodplain at this time. However, drainage for water meadows is likely and the Roman road must have traversed this area, possibly on a causeway, as above. • Low potential for Saxon activity. The Crossrail site was situated between Saxon settlements at Old Ford and Bromley, c 100–300m to the north, and 400m to the south of the Crossrail site respectively (GLSMR 080925, 080961). Saxon archaeological evidence from the vicinity is confined to a possible fence line and drainage gully on the terrace gravels c 385m to the north-west of the Crossrail site (PNL98). Excavations on the floodplain alluvium 750m to the north-east have revealed a timber and masonry bridge abutment or jetty dated to the 7th to 8th century (SBX00). Although boats of Iron Age, Saxon and later date have been found within the Lea valley river deposits, they were 2–9km north of the Crossrail site (GLSMR 060252, 060817, 060839, 061106, 080122, 080303, 080579, 080581/01, 081555, 082121).

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Current status The majority of the site is within an industrial area of Visited ? of land factories, workshops, warehouses and light industrial use Yes around Pudding Mill Lane and the River Lea. The Pudding Mill Lane DLR Station and tracks cross the site from east to west on a viaduct. The River Lea to the west and City Mill River to the east are canalised and below the general ground level. Historic maps show a now-infilled watercourse, Pudding Mill River, parallel to Pudding Mill Lane on its eastern side. The Blackwall Tunnel Approach and a number of roads cross the site. To the east the Northern Outfall Sewer is raised above ground level. Past impacts Nineteenth-century reservoirs, various canalised channels of the River Lea. The Blackwall Tunnel approach is in a slight cutting at the west of the site. A 19th-century gas works and tar works immediately south of the railway may have caused soil contamination. Importance of • High importance: moderate potential for in situ prehistoric timber the baseline structures. Reasons: (see Site 230). resources • Moderate importance: Baptist Chapel Burial ground. Reasons: statutory protection (human remains can only be excavated after gaining a Home Office Licence or through a condition in the enabling Parliamentary Act), historical supporting data. However, it lies c 150m outside the Crossrail site. • Moderate importance: high potential for palaeo-environmental evidence for Late Glacial and Holocene landscape change. Reasons: formal designation within an Archaeological Priority Zone; potential to contribute to published priorities (eg Museum of London 2002, 79 & 80) and archaeological supporting data aiding collective interpretation. Radiocarbon dates from these sequences would provide the first such information from the lower Lea Valley, allowing correlation with sequences in the Thames and other tributaries. • Moderate importance: moderate potential for prehistoric remains. Reasons: formal designation within an Archaeological Priority Zone, potential to contribute to published priorities (Museum of London 2002, 79). In the alluvium: survival quality of organic materials within a deposit type likely to preserve associated evidence of past environments and land use. • Moderate importance: moderate potential for Roman activity. Reasons: formal designation within an Archaeological Priority Zone, supporting data from other nearby sites; and the contribution to published priorities (eg Museum of London 2002, 82). Burials: (see Site 291). • Moderate importance: low potential for Saxon occupation. Reasons: local rarity of Saxon remains.

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• Moderate importance: high potential for medieval infrastructure, settlement, and industry. Reasons: formal designation within an Archaeological Priority Zone. Potential to contribute to published priorities (eg Museum of London 2002, 69, 74), and archaeological and historical supporting data. • Moderate importance: high potential for post-medieval industry and infrastructure. Reasons: formal designation within an Archaeological Priority Zone, potential to contribute to published priorities (including Museum of London 2002, 69, 74), extensive historical and archaeological supporting data. Impact The portal works comprise a TBM shaft at the tunnel eye with a cut and cover tunnel extending eastwards, as the track climbs steeply from the tunnel eye to reach the level of the existing elevated Great Eastern Main Line. The track would remain a covered section above ground, as a retained cut within the railway embankment, up to the Marshgate Lane bridge. Realignment of the DLR with a widened embankment, new viaduct, bridge, new station. Five new bridges and three construction compounds. • The River Lea protection box (to allow tunnelling beneath the river) immediately west of the proposed TBM shaft : ○ The insertion of sheet pile walls in front of the existing River Lea western wall (on either side of the proposed tunnel alignment); and in the centre and on the eastern side of the channel (alongside the existing sheet pile). On the western side of the river, the sheet would be faced with concrete to form a new permanent river wall. ○ Excavation of material within the River Lea protection box. This would be in two stages, covering a 25m long area spanning the width of the channel, to a maximum depth of 0m OD (the existing river bed lies at 2m OD). A base slab would be laid down at 0m OD (level of underside of slab) to allow boring for tunnel directly beneath slab (impact of tunnel bore not assessed as part of this site). The River Lea has been canalised along this section and survival of archaeological remains beneath the canal is uncertain, but is likely to be confined to prehistoric remains within the alluvium. The impact of excavation of material within the protective box would be to remove partially or completely any surviving archaeological remains beneath the base of the river. The impact of driving in the sheet piling would be to damage potential archaeological remains (particularly any in situ timber structures).

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• The Tunnel Boring Machine (TBM) shaft, with piled retaining walls, would entail excavation from existing ground level at 4.8m OD to a minimum of –6m OD (at the eastern edge of shaft) and a maximum of –11.5m OD (bottom of base slab beneath central sump). The impact of the shaft would be to completely remove potential archaeological remains within its footprint. • The cut and cover tunnel would slope steeply upwards from the eastern edge of the TBM shaft, from a maximum depth of –6m OD up to existing ground level (c 4.5m OD). For most of its length, construction would extend down to gravels beneath the alluvium. The tunnel would have a 1m wide diaphragm-wall on either side, the base of the walls extending down to c –9m OD. Along the eastern sections of the tunnel the diaphragm walls would be replaced by piled walls: the southern wall, east of chainage 14445, would have 0.75m-diameter piles at 2.0m intervals, that would extend down through the gravels. The northern wall would have 1.2m-diameter secant piles at 1m intervals, at a depth of c –9m OD (chainage14340 to 14395) and –4m OD (chainage 14395 to 14445). The impact of constructing the tunnel and its retaining walls would be to completely remove any surviving archaeological remains. • The covered retained cut section extends the tunnel ramp from ground level up to the present elevated railway level (c 10mOD). Construction of the north and south piled retaining walls is as per the tunnel (above) other than at the eastern end, where the cut is shallower and they would have a 1.5m deep base slab with 0.75m diameter piles at 2m intervals. Impact: the cut section lies within the existing railway embankment and would not extend beneath the existing ground level, although construction of the base slab may partly or completely remove potential archaeological remains (depending on formation levels). The retaining walls would remove completely any archaeological remains along their lengths. • The proposed viaduct would carry the new DLR station and two realigned DLR tracks. It would be supported on individual reinforced concrete columns, each founded on a pile cap c 6m square by 1m thick, supported by a group of eight 0.9m-diameter piles. Collectively, these foundations would completely remove any potential archaeological remains at each column location. • The widened DLR railway embankment would be founded on a reinforced soil layer extending c 1m below existing ground level, with a grid of bored concrete mini-piles beneath. The foundations for the reinforced concrete walls retaining the embankment would also be mini-piles (contiguous). The impact of these foundations would be to remove potential archaeological remains: completely in the case of the retaining walls and partially (locally) over the remainder of the embankment widening.

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• A new DLR station would be constructed at railway level on the south side of the new viaduct, with a possible ticket hall at ground level below. Both structures would be supported on foundations at ground level, consisting of pile caps c 6m by 2.5m by 2m deep, over single 1.5m-diameter piles. The impact would be to remove any surviving archaeological remains, completely or partially, within the area of each cap and pile. • The proposed escape stair and evacuation passage/pedestrian underpass would be partly located within the embankment, just west of the tunnel portal. Formation level for the underpass would be c 2.5m below existing ground level (locally deeper for a sump). The impact would be to remove partially or completely any archaeological remains within the footprint of the underpass. • Two new bridges over Marshgate Lane (south of existing GEML bridge). These would be of metal girder construction, with shared concrete abutments on each side of Marshgate Lane (founded on 0.45m-diameter piles). Depending on pile density, the impact would be to remove, partially or completely, any archaeological remains beneath the two abutments. ○ In order to accommodate the new bridges, Marshgate Lane and the sewer believed to run beneath it would be lowered by c 0.20m (re-grading option). However, if site investigation indicates that the road needs to be completely excavated and re- laid, the depth may be increased and temporary support (eg ground anchors) provided to the existing GEML bridge abutments. Impact: possible partial removal of any surviving archaeological remains, depending on extent of ground works that prove necessary. • The Northern Outfall Sewer Bridge would comprise a girder structure supported at each end by a pile cap over four 0.5m- diameter mini-piles. The impact of the new foundations would be to remove potential archaeological remains in the local areas affected, probably completely. • The City Mill River Bridge would comprise a reinforced concrete portal frame erected beneath the existing bridge and against existing abutments. It would be supported on each side by pile caps over 0.5m-diameter mini-piles. The width of the existing City Mill River would also be reduced by 1.6m, and a wall with 0.15m-diameter piles built on the eastern side of the channel (requiring the river to be temporarily stopped off). The impact of the bridge foundations, river wall and possibly the temporary works would be to remove potential archaeological remains in the local areas affected, either partially or completely.

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• The DLR bridge over the Northern Outfall Sewer and City Mill River Bridge would comprise a plate girder structure, supported on piled abutments (on the west side of the Sewer and the east side of the River) and a piled central pier. Impact: the piling would remove completely any archaeological remains within the local areas of the new foundations. • Associated works include the re-alignment of Barbers Road and Marshgate Lane, the diversion of utilities (gas, water, sewer, BT and electricity), alterations to signals and OHLE gantries, the dredging (if found to be required) and permanent narrowing of a section of City Mills River, and ground disturbance within construction compounds (worksites). ○ Cables. Electrical cables would be rerouted alongside the towpath to cross over the Crossrail tunnel then back to Barbers Road. Further cables in the towpath would be laid alongside existing ones. It is also proposed to construct a pair of cable bridges on piles to isolate cables from settlement. The impact of the cable trenches would be to partially remove potential archaeological remains, and piling would completely remove them locally. ○ A pylon on land east of City Mill River and west of Bridgewater Road. Impact: Each pylon leg will have a pile cap and 3 or 4 piles up to 10m deep. Impact: all surviving archaeological deposits will be removed in the local areas of new foundations. ○ The Hackney and Abbey Mills sewers will be diverted (see Site 239). The two sludge mains in the City Mills River towpath also require diversion to construct the Crossrail and DLR bridges. The impact would be to remove partially or completely potential archaeological remains, depending on the depth and level of excavation. ○ Diversion of utilities in Barbers Road, Pudding Mill Lane (south of Marshgate Lane and Greenway) and possibly lowering services in Marshgate Lane. Impact: details of the service diversions will not be available within the timescale of the EIA, but they are likely to remove potential archaeological remains, either partially or completely. ○ City Mills River: dredging and other works associated with water management and temporary diversion. Such work may partially remove potential archaeological remains.

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○ The proposals include dewatering of an area c 8m wide on either side of the River Lea protection box following the insertion of a temporary sheet pile cofferdam wall. The potential impact, if any, cannot be adequately quantified due to a lack of detailed information; in particular on present groundwater regime and on the nature of any surviving archaeological remains. However, there are no known resources of a type (such as waterlogged timber structures) which might be adversely affected. • Three construction compounds. Impact: above ground: demolition of 15 properties, including two late 19th/early 20th- century buildings noted on the site visit (further structural remains possible within areas not visible from public access). Below ground: footings for accommodation (c 0.4–0.8m deep) and Bentonite plant (c 0.5–0.9m deep) in the main tunnel compound, and accommodation (as above) in the City Mill River compound may partially remove potential post-medieval remains. • Preparatory ground reduction (c 0.5m deep) and possible ground remediation where contaminated ground has been identified (unknown depth). Impact: cannot be assessed until the extent and depth of any such works are defined. Magnitude of High, with potential for a Significant Impact impact before mitigation Additional Consideration of geotechnical/contamination and levelled survey data, information plus engineering drawings. This information will clarify both required? archaeological survival and the nature of impacts, allowing appropriate mitigation strategies to be developed. Incorporated The generic data gathering and mitigation measures, as described in the Mitigation incorporated mitigation, would be applied to this Crossrail site. Initially DDBA and/or field evaluation is required to establish levels of survival (including possible structural appraisal of areas affected by demolitions, for industrial archaeology potential) This is likely to lead to locally extensive archaeological investigations (where impacts have been identified) constituting preservation by record. It should be noted that affected archaeological remains, within the Lea valley alluvium, could extend to depths in excess of 4m below ground level. Residual None Impact after The incorporated mitigation measures would constitute preservation by incorporated record for resources of low to high importance. In a consultation mitigation meeting on 28.7.04, English Heritage confirmed that preservation by record constituted suitable mitigation for any impacts on prehistoric timber trackways. Site specific None required mitigation

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Residual None Impact after site specific mitigation Significance of Non-Significant Residual Impact Engineering Engineering Information provided by Crossrail sources ES Scheme Description Historical / A 750m search of GLSMR, LAARC and for SAMs around the Crossrail Archaeological site. sources Sources Greater London Industrial Archaeology Society (GLIAS) database v.2.65 Basil Holmes (Mrs) 1896, The London Burial Grounds Richard Horwood 1799 A Map of the Cities of London and Westminster Stanford’s 1862 Library map of London and its Suburbs 1882 Ordnance Survey map Researcher PM, JC, Date 11/01/2005 HK, JC

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Site 239 Hackney and Abbey Mills and Wick Lane Sewer Diversion

Site name Hackney and Abbey Mills and Wick Lane Site no. 239 Sewer Diversion Route Section Central Window C13, C13A Location Between Bow and Stratford in the Lea Valley, extending eastwards from Blackwall Tunnel Northern Approach (A102 road) to Pudding Mill Lane/Marshgate Lane and then to the south-east, towards Mill Meads. The site falls within the LBs of Tower Hamlets and Newham. NGR 537526 183250 to 538540 183144 Proposed Diversion of two existing sewers into a single 2.4m diameter sewer in a Works bored tunnel over c 1.3km long. Eight shafts within six construction compounds, and a new pumping station. Geology & The site lies almost entirely on alluvium within the floodplain of the Topography River Lea, other than the section west of Blackwall Tunnel Northern Approach, which lies on the Taplow terrace gravels and which forms the valley side. Recent work of the Lea Valley Mapping Project suggests that the top of the alluvium/gravel interface typically lies at c –5m OD, with the top of the alluvium at c 2–3m OD. The study revealed the possible presence of at least one deep, north–south aligned Pleistocene channel, the base of which lies at c –13m OD. The channel has the potential to contain fine-grained deposits that may include palaeo-environmental data of Late Devensian/Late Glacial date. It formed part of the topographic ‘template’ that influenced the course of later rivers. During the Holocene, this part of the Lea Valley appears not to have formed the main axis of water flow, and was probably a marshy wetland area with eyots (islands) of higher gravel. Present ground levels vary between c 3–4m OD.

Baseline • The search area contains one Scheduled Ancient Monument, resources Stratford Langthorne Abbey (SAM LO148; GLSMR 061139) located c 525m to the east of the Crossrail site (RW C13A). The Crossrail works would not affect this site. The Cistercian abbey was founded on the edge of the marshes in AD 1134, and later included a bake house, a number of mills, a kiln, slaughterhouse, tannery, barn, chapel, and gatehouse. It may have been abandoned in the 14th century due to flooding, and at the time of the Dissolution (1540) most of the buildings were demolished. The Scheduled area includes the site of the 1976 excavations, part of the abbey moat and precinct wall, and structural remains. The site also has evidence of earlier (Saxo-Norman) occupation. Archaeological investigations outside the Scheduled area in 1983 and the early 1990s revealed a corner of the Abbey church and parts of the cemetery, along with other structures (sites HW-LT94, HW-OP91, HW-GP94). The Crossrail site is unlikely to fall within the abbey 204

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precinct, although the Abbey Mills shaft site possibly fell within land under its ownership. • All works on the floodplain east of Blackwall Tunnel Northern Approach lie within a London Borough of Newham Archaeological Priority Area (RW C13 and C13A). • Abbey Mills pumping station lies c 85m to the north-east of the proposed Abbey Mills shaft and pumping station (RW C13A). The recently restored Grade II* listed (gates and gate piers Grade II) ‘Cathedral of Sewage’ was designed by Sir and E Cooper in Italian gothic style, and was completed in 1868. It stands next to the Northern Outfall Sewer, which was built in the 1860s to carry the increasing amount of sewage produced in London away from the capital. In 1995, an evaluation (site HW- AM95) revealed a linear feature at the western end of the site, which corresponded to Low Level Sewer No. 2, linked to the pumping station, and a ceramic pipe running roughly north-south was an overflow pipe, also of later 19th-century date. The latter followed the course of an earlier open sewer, the Mill Meads Common Sewer between Stratford and the Channelsea River. A small quantity of residual 17th and 18th-century pottery was retrieved [for possible impacts on the listed pumping station, see the Heritage and Townscape technical report]. • Burial Grounds: the Bow Baptist Chapel burial ground (BG300, GLSMR 084062, Basil Holmes 1896, 303) lies c 50m to the south of the proposed head manhole shaft and c 185m to the south-east of the proposed Wick Lane shafts (RW C13). St Mary’s, Bow (BG304, GLSMR 222222, Basil Holmes 1896, 302) lies c 150m to the south of the proposed head manhole shaft (RW C13). • High potential (all works on the alluvium, approximately east of the River Lea: RW C13 and C13A) for prehistoric and later palaeo- environmental evidence within the alluvial sequence. This includes potential for good organic preservation and information on the changing river regime and past environments, allowing reconstruction of Late Glacial and Holocene topography and landscape change (Lea Valley Mapping Project). • High potential (proposed Heron Industrial Estate and Pudding Mill Lane shaft sites: RW C13) for post-medieval industry. As early as 1424 parliament passed an Act allowing works to improve navigation of the River Lea, and for centuries the river served as an important goods highway into London, in particular for malt, flour, coal and gunpowder. During the mid 1700s the navigation was further improved with new cuts and locks. The land surrounding the Lee near Stratford was ideally placed for industries that were undesirable in residential areas of the city, such as slaughterhouses, tanning pits, factories, chemical works and gas works. Notable examples within the search area include the 18th-century Bow China Works (GLSMR 061641, HW-PL94: RW C13 and C13A),

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c 300m to the south/south-west of the Crossrail site and the West Ham Abbey Print Works, remains of which were recorded c 400m to the east of the Crossrail site (GLSMR 061940, site HW-OP91: CRW 13A). Standford’s map of 1862 shows the site of the Pudding Mill Lane shaft in an open area immediately south of a ‘Patent Tanning Works’ and by 1882 a number of buildings had been built on the site, possibly forming part of the ‘Brush and Mat Manufactory’ which had replaced the tanning works. The Ordnance Survey map of 1893 shows ‘St Thomas’s Mills (patent food)’ in the southern part of the site, alongside the now-infilled Pudding Mill River. Standford’s map of 1862 and the Ordnance Survey map of 1882 show the proposed Heron Industrial Estate shaft beside, or possibly within the footprint of, a large building (no longer extant) of the East London Soap Works, and immediately south of a small gas works. • High potential (all works west of the River Lea: RW C13) for below-ground remains of 19th-century residential development and an asylum. Standford’s map of 1862 and the Ordnance Survey map of 1882 show the proposed shaft sites within small plots of land for houses fronting Old Ford Road (now Blackwall Northern Approach) with private gardens to the rear, representing the expansion of the settlement at Bow to the south. The Ordnance Survey map of 1893 shows the proposed Wick Lane shaft on the site of a wing of the Grove Hall lunatic asylum (demolished before 1914). • Moderate potential (all works on the alluvium, approximately east of the River Lea: RW C13 and C13A) throughout the alluvial sequence for prehistoric to Roman activity in the former marshes prior to subsequent reclamation in the medieval period (possibly earlier), in particular beside former channels and on eyots. From the late Mesolithic onwards the marsh would have been important in providing predictable resources such as food (hunting and fishing), reeds, clay for pottery manufacture, along with rough grazing. Well-preserved Bronze Age (and later) timber structures and/or trackways such as those found c 750m to the north-east (SBX00), and elsewhere in the valley (GLSMR 060837, 060838, 060840), provided access across boggy areas. Chance finds along this section of the valley include Neolithic flints and Bronze Age and Iron Age artefacts (GLSMR 060783, 080825, 083500, 083501, 083690, 060922, 061933, 080724, 080733). Recent excavations on the floodplain at (site HW-OP91), c 400m to the east of Abbey Mills Pump Station, revealed evidence of multi-period activity, including residual flint tools of Mesolithic and Neolithic date, along with Bronze Age ditches, flint and pottery. Iron Age and Roman settlement covering at least a hectare on the east bank of the Channelsea was also recorded, along with evidence of a possible ritual/religious site of Iron Age or Roman date. Features included pits, postholes, ditches, inhumation burials and animal burials and cultivation soils. Recent investigations

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c 400m to the north of the Crossrail site revealed further evidence of Roman occupation on the floodplain, with the discovery of building materials, burials, a kiln, ditches, pits, field systems/cultivation and coins (sites AGH90, ARG91, UR74, LEK95, LFW01, PLN98, ROM80; GLSMR 080826: RW C13). • Moderate potential (all works west of the gravel terrace, approximately west of the River Lea: RW C13) for prehistoric and later settlement activity on the gravel terrace. The terrace, with its fertile and well-drained soils and ease of access to the low-lying marshes, would have been the primary area of settlement from the later prehistoric period onwards. Investigations c 500m and c 750m to the north of the Crossrail site revealed a circular enclosure and a cluster of post-built structures and pits of prehistoric date (LEK95), and Bronze Age and Iron Age features, believed to represent settlement on the gravel terrace on the western side of the valley (PNL98 and PRB95). The Roman London to Colchester road (GLSMR 080875) ran c 100–220m to north of the Crossrail site, with two, possibly three fords c 100m to the north (GLSMR 080859; 081571; 061651). The road and fords would have provided a focus for activity, and a settlement and cemetery flanked the road at Old Ford, c 300–500m north-west of the Crossrail site (burials GLSMR 080824, 080757, 080758, 080799, 080802, 080815, 082408, site LEK95). Roman buildings have been recorded c 350m to the north-west of the Crossrail site, with burials and field systems c 150m to the west (GLSMR 082965, 083698; sites AGH90, PNL98). Wick Lane (formerly Old Ford Road/ Lane) linked the villages of Old Ford and Bow and is probably of medieval origin. Rocque’s map of 1746 shows several roadside buildings north of Bow, possibly within the proposed works west of the River Lea. • Moderate potential (all works on the alluvium, approximately east of the River Lea, in particular Abbey Mills shaft/pumping station, where there has been little truncation at the top of the alluvium from past activity: RW C13A) for medieval and early post- medieval (and possibly Roman) flood management, land reclamation and economic activity within the former marsh. Rocque’s map of 1746 shows extensive open reclaimed marsh east of the River Lea, with the Crossrail site some distance from the primary historic settlements of Bow (c 200m to the south), West Ham (c 1km to the east), Old Ford (c 1km to the north) and Stratford (c 800m to the north-east). The marshland was crossed by a network of drainage ditches enclosing individual parcels of land. The marsh was probably reclaimed in stages in the medieval period (possibly earlier) through the construction of a series of river walls, and would have been very important economically for activities such as animal husbandry, arable cultivation, and possibly pottery/brick manufacture. This potential includes possible wharfs and hulked vessels along former creeks, seasonal embankments used to protect summer crops, sheep shelters, and secondary

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permanent and seasonal settlement on higher ground or artificially raised areas in the marsh. A number of watermills were located along the River Lea and four mills are mentioned along the River in a cartulary of 1227 (GLSMR 080972). • Low potential for Saxon activity (all works: RW C13 and C13A). The Crossrail site was situated between Saxon settlements at Old Ford and Bromley, c 100–300m to the north, and 400m to the south of the Crossrail site respectively (GLSMR 080925, 080961). A possible Saxon fence line and drainage gully has been identified on the gravel terrace c 385m to the north-west of the Crossrail site (PNL98). Excavations on the floodplain 750m to the north-east have revealed a timber and masonry bridge abutment or jetty dated to the 7th to 8th century (SBX00). Boats of Saxon date have been found within the Lea valley river c 2–9km to the north of the Crossrail site (GLSMR 060252, 060817, 060839, 061106, 080122, 080303, 080579, 080581/01, 081555, 082121). Residual mid to late Saxon pottery was recovered from excavations c 400m to the east (GLSMR 061937, site HW-OP91), with chance finds of a possible Saxon spearhead c 400m away (GLSMR 061760) and stirrup c 350m away (GLSMR 061761). Current status The River Lea to west and City Mill River to the east are Visited ? of land canalised and below the general ground level. Historic Yes maps show a now infilled watercourse, Pudding Mill (13/12/04) River, parallel to Pudding Mill Lane on its eastern side. The Blackwall Tunnel Approach is in a slight cutting. Other than the Abbey Mills shaft and pumping station site at Mill Meads, these areas were developed in the late 19th/early 20th century for residential and industrial purposes. Abbey Mills shaft and pumping station site: not accessed nor visible from publicly accessible areas. Claypole Road shaft site: currently an open grassed area with two c 0.5m high grass-covered mounds (probably modern landscaping). Wick Lane, Pudding Mill Lane and Heron Industrial Estate shaft sites: open tarmac/concrete areas at approximate ground level. Head Manhole shaft site: open grassed area bordered by trees and residential houses, at approximate ground level. Past impacts Wick Lane shaft and head manhole shaft: development from the mid- late 19th century is likely to have resulted in the truncation of potential archaeological remains, locally. Heron Industrial Estate, Pudding Mill Lane, and the Claypole Road shaft sites: development from the mid-late 19th century is likely to have truncated or removed potential archaeological remains at the top of the alluvial sequence, although earlier, more deeply buried, remains are likely to have survived intact. Industrial activity at the Heron Industrial Estate and Pudding Mill Lane shaft sites is likely to have

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caused ground contamination. Abbey Mill shaft and pumping station: these works are located in an area which appears to have remained free of development in the past, and where archaeological survival is potentially good.

Importance of • High importance: moderate potential for in situ prehistoric timber the baseline structures. Reasons: (see Site 230). resources • Moderate importance: Baptist Chapel burial ground and St Mary’s, Bow burial ground. Reasons: statutory protection (human remains can only be excavated after gaining a Home Office Licence or through a condition in the enabling Parliamentary Act), historical supporting data. These lie c 50m and c 150m outside the Crossrail site. • Moderate importance: high potential for palaeo-environmental reconstruction of Late Glacial and Holocene landscape change. Reasons: formal designation within an Archaeological Priority Area; potential to contribute to the local published priorities (eg Museum of London 2002, 79 & 80), and archaeological supporting data aiding collective interpretation. Radiocarbon dates from the Pleistocene and Holocene sequences would provide the first such information from the lower Lea Valley, allowing correlation with sequences in the Thames and other tributaries. • Moderate importance: moderate potential for prehistoric and later settlement activity on the gravel terrace. Reasons: formal designation within an Archaeological Priority Area. Potential to contribute to published priorities (eg Museum of London 2002). • Moderate importance: moderate potential for prehistoric to Roman activity in the former marshes. Reasons: formal designation within an Archaeological Priority Area, supporting data from other nearby sites; and the contribution to published priorities (eg Museum of London 2002). In the alluvium: survival quality of organic materials within a deposit type likely to preserve associated evidence of past environments and land use. • Moderate importance: moderate potential for Saxon activity. Reasons: local rarity of Saxon remains. • Moderate importance: moderate potential for medieval and early post-medieval (and possibly Roman) flood management, land reclamation and economic activity within the former marsh. Reasons: formal designation within an Archaeological Priority Area, supporting data from other nearby sites; and the contribution to published priorities (eg Museum of London 2002). • Moderate importance: high potential for post-medieval industry. Reasons: formal designation within an Archaeological Priority Area, potential to contribute to the local published priorities (including Museum of London 2002, 69, 74), extensive historical

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and archaeological supporting data. • Low importance: high potential for footings of post-medieval (late 19th-century) residential buildings including part of a late 19th-century lunatic asylum. Impact Diversion of two existing sewers into a single 2.4m diameter sewer in a bored tunnel over c 1.3km. Eight shafts within six construction compounds, a new pumping station and a cut –and cover trench. • Bored tunnel (RW C13 and C13A). The new c 1.3km-long single bored tunnel would connect with the two existing sewers before passing beneath the River Lea at c 16m below ground level. The tunnel would then gradually descend to Abbey Mills Pump Station at c 20m below ground level. The tunnel itself will lie in London Clay, although there is a potential that sections may extend through deep Pleistocene channels as at least one such possible channel has been identified, the base of which lies at –13m OD. The impact of the tunnel bore would be to remove partially any fine-grained deposits of Late Devensian/Late Glacial date along with any palaeo-environmental remains. There would be no impact upon remains of human activity. • Wick Lane reception shaft and sewer chambers (RW C13). Three open cut excavations for a TBM reception shaft (8m diameter by 16m deep), and two adjacent chambers, the Hackney and Abbey Mills Sewer chamber (c 7m by 5m by 11m deep), and the Wick Lane Sewer chamber (c 6m by 4m by 11m deep). The impact would be to remove completely potential archaeological remains within the footprint of each shaft/chamber. • Heron Industrial Estate TBM drive shaft (RW C13). Excavation for a 10m-diameter by 16m-deep drive shaft. The impact of excavation for the shaft would be to remove completely potential archaeological remains within the footprint of the shaft. • Pudding Mill Lane TBM reception shaft (RW C13). Excavation for an 8m-diameter by 16m-deep shaft. The impact of excavation for the shaft would be to remove completely potential archaeological remains within the footprint of the shaft. • Claypole Road intermediate access shaft (RW C13A). Excavation for a 3m-diameter by 16m-deep shaft. The impact of excavation for the shaft would be to remove completely any archaeological remains within the footprint of the shaft. • Abbey Mills TBM drive shaft and pumping station (RW C13A). Excavation for a 10m-diameter by 20m-deep shaft with a pumping station directly above. The impact of excavation for the shaft and pumping station would be to remove completely potential archaeological remains within the footprint of the shaft and pumping station.

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• Cut-and-cover trench (RW C13A). A trench, c 70m long by 4m wide by 5m deep, would be dug for the connection sewer and associated adits and chambers, from the proposed new pumping station and shaft at Abbey Mills to the Northern Low Level Sewers to the south. The impact of excavation of the trench would be to remove completely potential archaeological remains within its footprint. • Head manhole shaft (RW C13A). Intermediate access shaft, 3m in diameter by 10m deep, located to the west of Blackwall Tunnel Northern Approach. The shaft would connect with the existing Hackney and Abbey Mills Sewer. The impact of excavation for the shaft would be to remove completely potential archaeological remains within the footprint of the shaft. • Six construction compounds (‘worksites’). These would be located at the following shafts: ○ Wick Lane (RW C13) ○ Heron Industrial Estate (RW C13) ○ Pudding Mill Lane (RW C13) ○ Claypole Road (RW C13A) ○ Abbey Mills (RW C13A) ○ Head Manhole off Blackwall Northern Approach road (RW C13). A small worksite for the proposed construction of a headwall within the existing Wick Lane Sewer, would lie to the north-east of this.

Initial ground preparation at each worksite would entail excavation down to c 1m below ground level. The impact of ground preparation and for the footings of any accommodation, plant and cranes etc that may be required would partially or completely remove potential archaeological remains at Wick Lane and the Head Manhole sites (on the gravel terrace), and would partially remove potential archaeological remains at the other sites (located on the alluvium). Breaking out of the existing road at the Wick Lane site would in addition include the removal of any surviving former road surfaces of possible medieval date. Magnitude of High, with potential for a Significant Impact impact before mitigation Additional In order to refine the mitigation strategy, further geotechnical and information survey data on the existing levels of truncation and survival. required?

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Incorporated The generic data gathering and mitigation measures, as described in the Mitigation incorporated mitigation, would be applied to this Crossrail site. Initially, DDBA and/or field evaluation would be required to establish levels of survival. This is likely to lead (where impacts have been identified) to extensive archaeological excavation to the base of the alluvium, more than 4m below ground level, constituting preservation by record. Residual None Impact after The incorporated mitigation measures would constitute preservation by incorporated record. In a consultation meeting on 28.7.04, EH and GLAAS agreed mitigation that preservation by record was suitable for prehistoric timber trackways. Site specific None required mitigation Residual None Impact after site specific mitigation Significance of Non-Significant Residual Impact Engineering Engineering Information provided by Crossrail sources ES Scheme Description Historical / A 750m search of GLSMR, LAARC and for SAMs around the Archaeological Crossrail site. sources Greater London Industrial Archaeology Society (GLIAS) database v.2.65 Sources Basil Holmes (Mrs) 1896, The London Burial Grounds Rocque’s Map of 1746 Chapman and Andre’s Map of the County of Essex, 1777 Stanford’s Library map of London and its Suburbs, 1862 Ordnance Survey (OS) 1st edition 6”map, 1882 Ordnance Survey 2nd, 3rd edition 25”maps, 1893, 1914 Researcher JC, PM, JC 21/12/04

Route Window C13A (NB Site 239 Hackney and Abbey Mills and Wick Lane Sewer Diversion extends into RW C13, and is discussed above).

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Appendix 1: Site specific assumptions

Farringdon Station C6 61–63 Cowcross Street – assume a need for 5m deep piles below the basement of the building adjacent to the retaining wall for the railway. Whitechapel Station C8 New school caretaker’s house – assume foundations to 1.5m. New electrical substation – assume foundations to 1.5m. Cambridge Heath ticket hall – assume foundations to extend 2m beyond the footprint of the box shaft. Pedley Street etc C8 New access ramp to upper level of viaduct will not require footings – it will be an embankment placed on existing ground level. At Mile End Sand Sidings, the rearrangement of the sidings would all take place within the ballasted area on the embankment. Mile End Park spoil store – assume some ground reduction and probable surface treatment here. Hertsmere Road Shaft C10 Landscaping would require removal of materials to 500mm–700mm depth. Mile End Shaft C12 The sump will require excavation to 1000mm. Eleanor Street Shaft C12 The ring beam for the upper portion of the shaft will be 1000mm by 1000mm, the slab will be 500mm deep. The two storey building around the vent shaft will require piles or strip footings. The hard landscaping would require removal of existing materials to approx. 500mm depth. Pudding Mill Lane Portal C13 For the new PML DLR bridge, and for the three new Marshgate Lane Bridges, assume piles to be 15m deep, 600mm diameter, pile caps 6m x 2m x 800mm deep. New Crossrail City Mill River bridge – assume mini-piles to be 15m deep, 2m centres, 500mm diameter. New DLR viaduct and station – assume piles to be 15m deep, 600mm diameter, pile caps 10m x 5m x 1000mm deep.

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