P H A S E ON E

DRAFT ENVIRONMENTAL STATEMENT Community Forum Area Report 3 | Primrose Hill to Kilburn (Camden) DRAFT ENVIRONMENTAL STATEMENT Community Forum Area Report 3 | Primrose Hill to Kilburn (Camden) High Speed Two (HS2) Limited, 2nd Floor, Eland House, Bressenden Place, London SW1E 5DU

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Printed in Great Britain on paper containing at least 75% recycled fibre Contents

Contents Structure of the HS2 draft Environmental Statement 5 Part A: Introduction 1 Introduction 7 1.1 Introduction to HS2 7 1.2 Purpose of this report 7 Part B: Primrose Hill to Kilburn (Camden) – overview of the area and description of the Proposed Scheme 2 Primrose Hill to Kilburn (Camden) 11 2.1 Overview of the area 11 2.2 Description of the Proposed Scheme 15 2.3 Construction of the Proposed Scheme 17 2.4 Operation of the Proposed Scheme 23 2.5 Community forum engagement 23 2.6 Route section main alternatives 23 Part C: Environmental topic assessments 3 Agriculture, forestry and soils 27 3.1 Introduction 27 4 Air quality 28 4.1 Introduction 28 4.2 Policy framework 28 4.3 Assessment scope and key assumptions 28 4.4 Environmental baseline 28 4.5 Construction 29 4.6 Operation 30

1 CFA Report – Primrose Hill to Kilburn (Camden)/No 3 | Contents

5 Community 31 5.1 Introduction 31 5.2 Policy framework 31 5.3 Assessment scope and key assumptions 31 5.4 Environmental baseline 31 5.5 Construction 32 5.6 Operation 33 6 Cultural heritage 35 6.1 Introduction 35 6.2 Policy framework 35 6.3 Assessment scope and key assumptions 35 6.4 Environmental baseline 36 6.5 Construction 37 6.6 Operation 38 7 Ecology 40 7.1 Introduction 40 7.2 Policy framework 40 7.3 Assessment scope and key assumptions 40 7.4 Environmental baseline 41 7.5 Construction 43 7.6 Operation 45 8 Land quality 46 8.1 Introduction 46 8.2 Policy framework 46 8.3 Assessment scope and key assumptions 46 8.4 Environmental baseline 47 8.5 Construction 48 8.6 Operation 50 9 Landscape and visual assessment 51 9.1 Introduction 51 9.2 Policy framework 51 9.3 Assessment scope and key assumptions 52 9.4 Environmental baseline 52 9.5 Construction 53 9.6 Operation 56

2 CFA Report – Primrose Hill to Kilburn (Camden)/No 3 | Contents

10 Socio-economics 59 10.1 Introduction 59 10.2 Policy framework 59 10.3 Assessment scope and key assumptions 59 10.4 Environmental baseline 59 10.5 Construction 60 10.6 Operation 61 11 Sound, noise and vibration 62 11.1 Introduction 62 11.2 Policy framework 62 11.3 Assessment scope and key assumptions 62 11.4 Environmental baseline 63 11.5 Construction 63 11.6 Operation 64 12 Traffic and transport 65 12.1 Introduction 65 12.2 Policy framework 65 12.3 Assessment scope and key assumptions 65 12.4 Environmental baseline 66 12.5 Construction 67 12.6 Operation 70 13 Water resources and flood risk assessment 71 13.1 Introduction 71 13.2 Policy framework 71 13.3 Assessment scope and key assumptions 72 13.4 Environmental baseline 72 13.5 Construction 73 13.6 Operation 74 14 References 76

3 CFA Report – Primrose Hill to Kilburn (Camden)/No 3 | Contents

List of figures Figure 1: HS2 Phase One route and community forum areas 8 Figure 2: Area context map 12 Figure 3: Indicative construction programme for the area 22 Figure 4: Business sector composition in LBC and London 60 List of tables Table 1: Location of construction site compounds 18 Table 2: Demolition works 19 Table 3: Preliminary evaluation of likely value of protected and/or notable species occurring within this section of the route 42 Table 4: Significant residual construction effects on ecological receptors within this section of the route 45 Table 5: Significant landscape effects during construction 54 Table 6: Significant visual effects during construction 55 Table 7: Significant landscape effects during operation year 1 (2026) 57 Table 8: Significant visual effects during operation year 1 (2026) 58 Table 9: Typical vehicle trip generation for site compounds in this area 67

4 Draft Volume 2: Community Forum Area Report Primrose Hill to Kilburn (Camden)/ No3 Structure of the HS2 draft Environmental Statement The draft ES documentation for the purpose of this consultation comprises:

• A non-technical summary (NTS) – providing a summary of the Proposed Scheme, the likely significant effects of the Proposed Scheme, both beneficial and adverse, and the means to avoid or reduce the adverse effects; • A main report – consisting of two volumes: –– Volume 1: Introduction to the Environmental Statement and Proposed Scheme which provides an introduction to HS2, an overview of the hybrid bill process and the environmental impact assessment (EIA) methodology, an introduction to consultation and engagement, the main strategic and route-wide alternatives considered; and –– Volume 2: Includes 26 Community Forum Area (CFA) reports, each with a separate corresponding set of maps, which together provide the assessment of local environmental effects. An assessment of the effects of the Proposed Scheme on a route-wide basis is presented in Report 27. HS2 Ltd set up 26 community forums along the line of route of the Proposed Scheme, as a regular way of engaging with local communities.1 Volume 2 of this draft ES supports this engagement strategy by providing a draft ES report for each CFA. This is a report for the Primrose Hill to Kilburn (Camden) area, CFA3.

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

1 Details of these community forums are provided on the HS2 website at: www.hs2.org.uk/have-your-say/forums/community-forums Accessed: 8 February 2013.

5 Part A: Introduction

6 CFA Report – Primrose Hill to Kilburn (Camden)/No 3 | Introduction 1 Introduction 1.1 Introduction to HS2 1.1.1 HS2 is planned to be a Y-shaped rail network with stations in London, Birmingham, Leeds, Manchester, South Yorkshire and the East Midlands, linked by high speed trains running at speeds of up to 360 kilometres per hour (kph) (225 miles per hour (mph)).

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

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

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

1.1.5 The Government believes that the HS2 network should link to Heathrow and its preferred option is for this to be built as part of Phase Two. However, the Government has since taken the decision to pause work on the Heathrow link until after 2015 when it expects the Airports Commission to publish its final report on recommended options for maintaining the country’s status as an international aviation hub. 1.2 Purpose of this report 1.2.1 This report presents the likely significant environmental effects as a result of the construction and operation of Phase One of HS2 (the Proposed Scheme) that have been identified to date within the area of Primrose Hill to Kilburn (Camden) (CFA3). It provides a summary of the likely environmental issues and proposed mitigation measures that are being addressed during the design development process within the Primrose Hill to Kilburn (Camden) area.

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

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

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Figure 1: HS2 Phase One route and community forum areas

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1.3 Structure of this report 1.3.1 This report is divided into three parts:

• Part A – an introduction to HS2 and the purpose of this report; • Part B – overview of the area, description of the Proposed Scheme within Primrose Hill to Kilburn (Camden) and its construction, community forum engagement, and a description of the main local alternatives; and • Part C – environmental topic assessments – overview of the policy framework, the environmental baseline within the area, an assessment of construction and operational effects, the proposed mitigation measures, and significant residual effects for the following environmental topics: –– Agriculture, forestry and soils; –– Air quality; –– Community; –– Cultural heritage; –– Ecology; –– Land quality; –– Landscape and visual assessment; –– Socio-economics; –– Sound, noise and vibration; –– Traffic and transport; and –– Water resources and flood risk. 1.3.2 The maps relevant to Primrose Hill to Kilburn (Camden) are provided in a separate corresponding document entitled Volume 2: CFA Primrose Hill to Kilburn (Camden) Maps, which should be read in conjunction with this report.

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

9 Part B: Primrose Hill to Kilburn (Camden) – overview of the area and description of the Proposed Scheme

10 CFA Report – Primrose Hill to Kilburn (Camden)/No 3 | Primrose Hill to Kilburn (Camden) 2 Primrose Hill to Kilburn (Camden) 2.1 Overview of the area 2.1.1 The Primrose Hill to Kilburn (Camden) CFA covers a 3.6km section of the Proposed Scheme running in twin bore tunnels between CFA 4 (Old Oak Common) and CFA 1 (Euston Station). It also includes the 2.7km single bore tunnel between CFA 4 (Old Oak Common) and CFA 2 (HS1 Link). This area lies wholly in the London Borough of Camden (LBC).The route passes to the south of Camden Town and the north of Primrose Hill and St John’s Wood. The CFA is bounded by Camden Parkway in the south and Kilburn High Road in the west (see maps CT- 05-03 to CT-05-05).

2.1.2 As shown in Figure 2, Euston Station & Approach (CFA 1) lies to the south, Camden Town HS1 Link (CFA 2) lies to the east and Kilburn (Brent) to Old Oak Common (CFA 4) lies to the west. Settlement, land use and topography

2.1.3 The area is urban in character and includes the areas of Primrose Hill and St. John’s Wood with Georgian and Victorian terraces around Primrose Hill. To the north of the route there are predominantly streets of tree-lined Victorian terraces in South Hampstead, and Hampstead and the Heath beyond.

2.1.4 There are estates originally built by local authorities distributed throughout the area. The most notable of these is the Grade II* Alexandra and Ainsworth Estate on Loudoun Road (see map CT-01-03) located to the south of the Proposed Scheme and south of South Hampstead station (see map CT-02-02).

2.1.5 The Grand Union Canal (Regent’s Canal) flows in a north-east to south-west direction from Fitzroy Bridge to Prince Albert Bridge in the south-east corner of the area. Primrose Hill which provides approximately 25ha of informal open space is located approximately 225m to the south of the Proposed Scheme.

2.1.6 The topography of the area is generally flat, with the exception of Primrose Hill. Key transport infrastructure

2.1.7 The WCML from Euston runs in a north-west and westerly direction through the area. The North London Line (NLL), which forms part of the London Overground network, follows the alignment of the WCML in an east to west direction between the boundary of CFA 4 (Kilburn High Road) and CFA 2 (Regents Park Road bridge). It includes Kilburn High Road and South Hampstead stations on the NLL (see map CT-02-02). The London Underground Metropolitan and Jubilee Lines also run through the area, with stations at Finchley Road, Swiss Cottage and St Johns Wood.

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Figure 2: Area context map

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2.1.8 The A41 Finchley Road runs in a north to south direction through the centre of the area at South Hampstead (see map CT-02-02) and the B509 Adelaide Road/Belsize Road runs in an east to west direction parallel to the route between Chalk Farm and Kilburn High Road and are the principal highways through the area.

2.1.9 A number of London Cycle Network routes are located within the area and include:

• Route 5: Edgware – West Hendon – Kilburn – Maida Vale; • Route 6a: Highgate – Camden Town; • Route 50: Mill Hill East – Swiss Cottage – St James Park; • Boundary Road – Elsworthy Road; and • Swiss Cottage – Parkway. Demographic profile

2.1.10 The population living within 500m of the centre line of the route is estimated to be approximately 44,100. At present 68% of the population is under the age of 45, with a low proportion of over 60-year olds (17%).

2.1.11 The area is culturally diverse, with 68% of the population formed of white ethnic groups and the next largest group being Asian (15%). The proportion of people of working age in employment is 67%. Although this is slightly higher than that of LBC generally (63%), there are relatively high levels of deprivation. This is reflected in the high proportion of social rented property (28%), which is higher than the London, regional and national averages (24%, 24% and 18% respectively). Notable community facilities

2.1.12 The main shops and services in the area are located at Camden High Street, Finchley Road (at Swiss Cottage) and Kilburn High Road. There are also neighbourhood shops distributed throughout the area. There are six community/youth centres within the area including the Abbey and Swiss Cottage centres, and a community hall on the Alexandra and Ainsworth Estate (see map CT-03-03).

2.1.13 The area includes 15 religious facilities and/or places of worship, seven within 500m of the route. In addition the London Jewish Museum is located on Albert Road.

2.1.14 Educational facilities in the area include ten early-years educational facilities, seventeen primary schools (the closest being Primrose Hill Primary School on Princess Road approximately 40m from the Proposed Scheme); and six secondary schools, one arts college (Hampstead Fine Arts College) and one university (University of London Central School of Speech and Drama).

2.1.15 There are four doctors’ surgeries, five health centres and 15 dental practices within 00m5 of the route. Recreation, leisure and open space

2.1.16 The main open spaces in the area include Primrose Hill Park which provides approximately 25ha of informal open space approximately 225m south of the centre line of the route. Adelaide Road Local Nature Reserve (see map CT-01-02) also lies adjacent to the route. Public access to the nature reserve is permitted at weekends only between 8am and 4pm.

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2.1.17 Local play spaces are interspersed throughout the housing estates and residential areas (eight in total within 500m of the Proposed Scheme) and there is a hard surfaced sports court on the Alexandra and Ainsworth Estate. Planning context and key designations

2.1.18 Volume 1 sets out the national policies under which HS2 has been developed. Given that the Proposed Scheme has been developed on a national basis and to meet a national need it is not included or referred to in many local plans. Nevertheless, in seeking to consider the Proposed Scheme in the local context, relevant local plan documents and policies have been taken into account in relation to environmental topics.

2.1.19 The London Plan is the overall strategic plan for London.3 It sets out a fully integrated economic, environmental, transport and social framework for the development of the capital to 2031. London boroughs’ Local Development Frameworks need to be in general conformity with the London Plan, and its policies guide decisions on planning applications by councils and the Mayor.

2.1.20 CFA3 falls within the administrative area of the LBC and relevant LBC policies have been taken into account in this assessment. It should also be noted that policies from Westminster City Council have also been considered as Westminster lies immediately adjacent to the permanent landtake and temporary landtake. The policy documents assessed therefore include the Camden adopted Core Strategy (2010) and its Development Policies document (2010), the Westminster Core Strategy (2011) and the saved policies of the Westminster Unitary Development Plan (UDP) (2010).4,5,6,7

2.1.21 Relevant policies from these documents have been taken into account in relation to the technical assessments reported in Sections 3 to 13.

2.1.22 Emerging policies are not considered within this report. However it should be noted that the LBC Site Allocations Plan, which will also form part of the Local Development Framework (LDF) has been submitted to the Secretary of State for independent examination.8 The Council is also currently looking to make amendments to its Camden Planning Guidance (CPG) document CPG2: Housing.9, 10

2.1.23 The North London Waste Plan is currently being prepared (jointly by Camden and six other boroughs in the North London Waste Authority area). This will also form part of the LDF.

2.1.24 WCC has also revised its adopted Core Strategy to take account of the National Planning Policy Framework (NPPF).11 This revised document was approved by WCC in January 2013 and has been submitted to the Secretary of State for examination. WCC will also be including its proposed City Management Plan as part of the revised Core Strategy. Policies will be reassessed in light of the adoption of any of the above documents.

2.1.25 The policies referred to in this section are those that relate to the area of permanent and temporary landtake and the immediately adjacent boroughs. Where appropriate, policies from the local authorities in the wider area have been taken into account within the assessments.

3 The Greater London Authority, 2011, The London Plan. 4 LBC (2010) Adopted Camden Core Strategy 2010-2025. 5 LBC (2010) Adopted Camden Development Policies 2010-2025. 6 WCC (2011) Adopted Westminster City Council Core Strategy. 7 WCC (2007) Westminster City Council Unitary Development Plan. 8 LBC (2012) Camden Site Allocations, Proposed Submission Document. 9 LBC (2012), Fitzrovia Area Action Plan Proposed Submission Document. 10 LBC (2011) Camden Planning Guidance (CPG) 2 – Housing. 11 Westminster City Council (2013) The NPPF Revision to Westminster’s Core Strategy Submission Draft.

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2.1.26 There are a number of key planning designations in the area including an archaeological priority area, one Scheduled Monument, one Grade II Registered Park and Garden, and 255 Listed Buildings, (of which four are Grade II* and the remainder Grade II). In addition there are eight Conservation Areas within the area, four of which are located within the area of landtake (see maps CT-01-02 and CT-01-03).

2.1.27 The statutory designated Adelaide Road Local Nature Reserve (LNR) is located adjacent to the site of a ventilation and intervention shaft (vent shaft) at Adelaide Road and air quality management areas (AQMA) are designated for the LBC and WCC (see map CT-02-02). 2.2 Description of the Proposed Scheme 2.2.1 The general design of the Proposed Scheme is described in Volume 1. The following section describes the main features of the Proposed Scheme in the Primrose Hill to Kilburn (Camden) area, including the main environmental mitigation measures. Overview

2.2.2 Since the January 2012 scheme was announced by the Secretary of State, route development work has continued, and the Proposed Route now differs in some respects, i.e.:

• The precise location of the vent shaft at Adelaide Road; • The precise location of the vent shaft at Alexandra Place; and • How the works to protect the Middle Level Sewer No2 during construction of HS2 are carried out. 2.2.3 These changes are discussed in more detail in Section 2.6.

2.2.4 The Proposed Scheme through CFA 3 would be approximately 3.6km in length and, with the exception of two vent shaft sites, would be entirely in tunnels comprising the following:

• From Euston there would be twin bored tunnels connected by cross passages at 380m intervals. The tunnels would proceed via vent shaft sites at Adelaide Road (see map CT-06-003) and Alexandra Place (see map CT-06-005) to the boundary with CFA 4 at Kilburn High Road; and • From the Regent’s Park Road bridge the tunnel linking HS2 to HS1 infrastructure would connect and run in parallel to the tunnels from Euston. The tunnels continue in CFA 4 to link to the proposed Interchange Station at Old Oak Common. 2.2.5 The Tunnel Boring Machines (TBM) used to dig the tunnels to Euston and tunnel connecting HS2 to HS1 would be launched from a site west of Old Oak Common station in CFA 4, with excavated materials from tunnelling also being removed from there. Following the completion of the tunnelling, the TBMs for the tunnels to Euston would be removed from shafts at the portal to the south of A4201 Parkway within CFA 1 and the portal to the east of Regent’s Park Bridge in CFA 2. These shafts would subsequently form part of the permanent headhouse structures at the portals.

2.2.6 Design development continues on this section of route. Any further changes resulting from this would be assessed in the formal ES if accepted into the Proposed Scheme. The developments being considered currently include the potential re-alignment of the bored tunnels that run from Euston portal to Adelaide Road shaft eastwards towards the West Coast Main Line and the siting of the Adelaide Road shaft towards the east end of the site in order to reduce the impact on the Local Nature Reserve.

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Proposed Scheme – section by section

2.2.7 The main HS2 twin bore tunnels would enter the area in the south from CFA 1 (see map CT-06-003). The route commences at the centre of the A4201 Parkway in the vicinity of the junction with Gloucester Avenue and the A503 Delancey Street and continues, in tunnel, for approximately 1.3km in a north-westerly direction to the west of the WCML to a vent shaft at Adelaide Road. Key features of this section would include:

• Twin bored tunnels of 7.55m internal diameter at an approximate maximum depth of approximately 50m below ground level; • The internal strengthening of the Thames Water Middle Level No2 Sewer which would require the use of up to three temporary shaft access sites in the vicinity of Gloucester Avenue; • A 48m deep shaft of 22m internal diameter at Adelaide Road and a connection to the running tunnel by adits (small horizontal connection tunnel); • A shaft headhouse building with a maximum width of 42m by 38m and up to 10m high located above the shaft at Adelaide Road; and • Retaining and secant piled walls constructed on the embankment at the shaft site to provide stability to the shaft and surrounding area. 2.2.8 The shaft site at Adelaide Road (see map CT-06-003) would be located in part on a wooded embankment of a private nature reserve managed by Network Rail. The western part of the shaft site would be located on grassland and wooded area of the Adelaide Road LNR, owned by Network Rail and leased to the LBC. This is adjacent to a car service garage known as Modern Motors, 95 Adelaide Road and the Adelaide Medical Centre (located on Adelaide Road). To the south are a retaining wall and a disused railway line known as the Up Empty Carriage Tunnel.

2.2.9 The tunnel providing a link between HS1 and HS2 infrastructure would enter the area from the east from CFA 2 (see map CT-06-003). It commences approximately 30m to the east of Regent’s Park Road bridge and continues, in tunnel, for approximately 430m to the shaft at Adelaide Road. Key features of this section would include a single bored tunnel of nominal 7.55m internal diameter at a depth of between approximately 12m below ground level at Regent’s Park Road bridge to approximately 25m below ground level at the shaft at Adelaide Road. An adit would connect the tunnel to the shaft at Adelaide Road.

2.2.10 From the vent shaft at Adelaide Road the route continues, in tunnel, in a south-westerly direction for approximately 1.4km to meet a vent shaft at Alexandra Place (see maps CT-06-004 and CT-06-005). Key features of this section would include:

• Single track triple bored tunnels of 7.55m internal diameter at a maximum depth of approximately 65m below ground level; • A 55m deep shaft of 22m internal diameter at Alexandra Place and a connection to the running tunnel by adits; and • A 25m by 27m by 22m head house located above the shaft at Alexandra Place. Due to the existing site level difference, the head house would only be two storeys high adjacent to Loudoun Road, approximately 10m above road level. 2.2.11 The vent shaft site at Alexandra Place (see map CT-06-004) is bounded to the north by a retaining wall and the WCML in a cutting, to the east by Loudoun Road, to the south by Alexandra Place and to the west by 9 Langtry Walk. The existing buildings at 1-8 Langtry Walk and 61 to 83 Loudoun Road, which comprise dwellings above shops and workshops, would require demolition.

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2.2.12 From the vent shaft site at Alexandra Place the route continues in a single track triple bored tunnel for approximately 970m to the boundary with CFA 4 at Kilburn High Road (see map CT-06-005). Land required for the Proposed Scheme

2.2.13 The Proposed Scheme would require land on both a temporary and permanent basis. The land required for construction is shown on the construction maps (series CT05) and will be subject to review as the engineering design and formal ES is prepared. The final permanent and temporary land requirements will be set out in the formal ES. 2.3 Construction of the Proposed Scheme 2.3.1 This section sets out the key construction activities that are envisaged to build the Proposed Scheme in the Primrose Hill to Kilburn (Camden) area and the control measures that are proposed to manage the works. General descriptions of construction works that are relevant to the whole of the Proposed Scheme are provided in Volume 1. Environmental management and Code of Construction Practice

2.3.2 All contractors would be required to comply with the environmental management regime for the Proposed Scheme, which would include:

• Code of Construction Practice (CoCP)12 and • Local environmental management plans (LEMP), which would apply within each CFA. 2.3.3 The CoCP, in conjunction with LEMPs, would be the means of controlling the construction works associated with the Proposed Scheme, with the objective of ensuring that the effect of the works upon people and the natural environment are kept to a practicable minimum. The CoCP will contain generic control measures and standards to be implemented throughout the construction process.

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

2.3.5 Core working hours would be from 08:00 to 18:00 on weekdays (excluding bank holidays) and from 08:00 to 13:00 on Saturdays. While there would not normally be any construction activity on Sundays, some activities (e.g. weekend possessions, tunnelling and vent shaft construction) would be undertaken. Site specific variations to core hours and/or additional hours likely to be required would be included within LEMPs following consultation with the relevant LPA. To maximise productivity within the core hours, HS2 Ltd’s contractors would require a period of up to one hour before and up to one hour after the core working hours for start-up and close down of activities. These activities would be subject to controls set out in the CoCP.

2.3.6 Work required for track laying activities and work requiring possession of major transport infrastructure (e.g. highways) may be undertaken during night time, Saturday afternoon, Sunday and/or bank holidays for reasons of safety or operational necessity and would often involve consecutive nights work, including over weekend possessions.

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

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2.3.7 Bored tunnelling and directly associated activities (such as removal of excavated material, supply of materials and maintenance of tunnel boring machines (TBM) and other equipment) would be carried out on a 24 hour day, 7 day week basis. Where reasonably practicable, material would be stockpiled within the site boundary for removal during normal working hours. Construction site compounds

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

2.3.9 Satellite site compounds would generally be smaller in size, providing office accommodation for limited numbers of staff. The satellite site compound would provide local storage for plant and materials and limited car parking would be provided for staff and site operatives. Limited welfare facilities would be provided at each site.

2.3.10 The location of all site compounds along with their duration of use and a broad current estimate of the number of workers likely to work at the construction site is provided in Table 1 and shown in maps CT-05-03 to CT-05-05. Construction site details and arrangements are continuing to be refined and will be confirmed in the formal ES. All construction staff would be required to comply with codes of behaviour set out by the CoCP.

Compound Location Typical use Duration13 Estimated number of type workers Average Peak working periods day Main site and Adelaide Road, map Shaft construction Phase 1: 7 months TBC Up to 125 compound CT-05-004 area, administration Phase 2: (adit and and support internal shaft Works) 1 year Main site and Alexandra Place, map Shaft construction Phase 1: 7 months TBC Up to 125 compound CT-05-004 area, administration Phase 2: (adit and and support internal shaft Works) 1 year

Table 1: Location of construction site compounds

2.3.11 All main site compounds would contain space for the storage of bulk materials (aggregates, structural steel, and steel reinforcement), an area for the fabrication of temporary works equipment and finished goods, fuel storage, plant and equipment storage and necessary operational parking. Buildings would be generally temporary modular units and layout would maximise construction space and limit land required. It may be necessary to stack these units due to space restrictions. Hard standing areas would be installed at all site compounds.

2.3.12 The adjacent areas would be used for the temporary storage of any topsoil stripped as part of the works. Fencing and lighting

2.3.13 Security fencing would be provided on the perimeter of each site compound. Individual site compounds for offices, welfare and storage would generally be demarcated and secured with fences and gates. Fence type and construction would be appropriate to the level of security required, likelihood of intruders, level of danger, and visual impact to the environment.

13 The duration for each site compound is currently based on a draft programme, which will be refined for the formal ES.

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2.3.14 Lighting of site compounds during hours of darkness would seek to minimise light pollution to the surrounding area, in accordance with the requirements of the CoCP. Temporary worker accommodation sites

2.3.15 There would be no accommodation sites in this area. The CoCP would encourage workers to use public transport and/or ride-share schemes to travel to and from site on a daily basis wherever practicable. Construction traffic and access

2.3.16 The following lorry routes are currently proposed to access each of the site compounds:

• The proposed lorry route for the construction site compound at Adelaide Road is via the B509 Adelaide Road which connects to either the A41 Finchley Road or the A502 Haverstock Hill; and • The proposed lorry route for the construction site compound at Alexandra Place is via the minor roads of Alexandra Place via Loudoun Road and the B509 Hilgrove Road, or Alexandra Road or Boundary Road which connect to the A41 Finchley Road. Preparatory and enabling works Demolition works

2.3.17 It is anticipated that the Proposed Scheme would require the demolition of two structures and 20 buildings in the area. These works are outlined in Table 2.

Description of structure Location Brick boundary wall Located along the northern edge of the Adelaide Road LNR and the Network Rail vegetated area with the southern footpath of Adelaide Road Single storey metal and concrete structure used for servicing Located to the east of the Adelaide Medical Surgery (located on cars Adelaide Road) A three storey brick and concrete building containing six Located to the north-west of the corner of Alexandra Place and commercial premises along Langtry Walk, with six associated Loudoun Road with the West Coast Mainline Railway along the residential dwellings and eight commercial premises accessed northern boundary from Loudoun Road

Table 2: Demolition works Drainage and culverts

2.3.18 The Proposed Scheme includes features that would generate run-off during rain vents,e e.g. hard standing areas adjacent shaft sites, or highways and other access diversions. In general, the drainage would consist of carrier drains, discharging at intervals into the local combined sewer network via pollution control devices. Watercourse diversions

2.3.19 There would be no watercourse diversions in the local area. Utility diversions

2.3.20 There are a number of major items of utility infrastructure in proximity to the Proposed Scheme, including: high pressure gas mains; large diameter water mains; large diameter sewers; fibre optic/telecommunication cabling; and high and low voltage electricity lines. In summary, the main proposed utility diversions required in the area would be:

• Diversion of the Transco gas main in the vicinity of Adelaide Road, Alexandra Place and Loudoun Road;

19 CFA Report – Primrose Hill to Kilburn (Camden)/No 3 | Primrose Hill to Kilburn (Camden)

• Diversion of numerous low voltage electricity lines and underground cables in the vicinity of Adelaide Road, Alexandra Place and Loudoun Road; • Diversion of telecommunication lines in the vicinity of Adelaide Road, Alexandra Place and Loudoun Road; • Diversion of Thames Water mains and sewers in the vicinity of Adelaide Road, Alexandra Place and Loudoun Road; and • Strengthening works to the Thames Water Middle Level Sewer No.2 in the vicinity of Gloucester Avenue during which time it would be possible to redirect flow through alternative Thames Water sewers. 2.3.21 Discussions with utility providers are underway to confirm whether plant and/or apparatus would need to be realigned away from the area of work; protected from the works by means of a concrete slab or similar; or have sufficient clearance from the work that they would not be affected.

2.3.22 Wherever practicable, temporary connections for construction site compounds would be made to local existing utility services (i.e. electricity, water, data, sewerage and surface water drainage, to reduce the need for generators, storage tanks and associated traffic movements for fuel tankers). Highway and road diversions

2.3.23 There would be no temporary or permanent highway or road diversions in the local area. Footpath, cycleway and bridleway diversions

2.3.24 Temporary pedestrian diversions would be required at Alexandra Place, Adelaide Road, Langtry Walk and Loudoun Road. There would be no permanent footpath, cycleway or bridleway diversions in the local area. Restricted accesses

2.3.25 There would be no restricted accesses in the local area. Main construction works – Earthworks Earthworks

2.3.26 Major earthworks in the area would include:

• The excavation of twin bored tunnels from Euston connected by cross passages at 380m intervals; and • The excavation of the tunnel linking HS2 to HS1 infrastructure. 2.3.27 Works would be carried out in a sequence, taking due consideration of the impacts of road and footpath closures, flows within watercourses; and vehicle movements by road.

2.3.28 During design development consideration has been given to the movement of materials. Wherever possible excavated material would be moved directly from the area of excavation to areas of the works where fill material is required. Some processing and temporary stockpiling of fill material may be necessary if direct placement into the permanent works is not possible. Some material may require crushing and/or screening to render it acceptable for use elsewhere.

20 CFA Report – Primrose Hill to Kilburn (Camden)/No 3 | Primrose Hill to Kilburn (Camden)

Main construction works – Structures Overview

2.3.29 The locations for proposed structures are illustrated on maps CT-05-003 to 005. Bored tunnels

2.3.30 The Euston Tunnels and HS1/HS2 link tunnels would be excavated using a tunnel boring machine (TBM) and segmental concrete lining to support the walls of the tunnel.

2.3.31 This is considered to be the best option for the following reasons:

• The long length of the tunnels at over 7km in total; • There are sensitive structures that potentially could be exposed to ground settlement from tunnelling, and this option reduces this risk; • It is a relatively fast method of tunnelling reducing site occupation time; and • Predicted ground conditions are suitable for the chosen method. 2.3.32 The TBM would be launched from a construction site compound to the west of Old Oak Common Station (in CFA 4) and enter CFA 3 at Kilburn High Road, continuing underground through the local area.

2.3.33 The TBM works by excavating the ground in front of the cutter-head and pushing forward on hydraulic rams. A construction railway would be progressively installed as the TBM advances, allowing concrete segments to be transported to the tunnel face and excavated material to be carried away. The excavated ground is supported by concrete segments erected within the TBM shield, bolted together and then grouted into their final position as theTBM advances.

2.3.34 Once each tunnel has been excavated, the TBMs would be removed from the eastern portal sites (outside of this area), and then decommissioned. The tunnels would then be cleared before being installed with track, signal and electrical equipment, ready for the railway line to be commissioned, following testing. Vent shafts

2.3.35 The construction method proposed for the vent shafts at Adelaide Road and Alexandra Place involves the use of a combination of segmental linings and sprayed concrete lining (SCL).

2.3.36 Segmental lining techniques involve either full segment rings being progressively forced into the ground using jacks at surface level or the excavation of the shaft in stages to a depth of at least one full segment ring before the ring is backfilled with concrete and the process is repeated for the next segment ring.

2.3.37 The technique involves the mechanical excavation of the ground which is then supported by the application of SCL.

2.3.38 The construction sequence can be divided into the following main activities:

• Enabling works, including utility diversions, site clearance and demolition; • Site establishment; • Construction of the upper levels of the shaft using segmental lining techniques and the construction of the lower levels of the shaft using SCL techniques; • Construction of the remaining shaft internal works, including floor slab construction and installation of heavy machinery; and

21 CFA Report – Primrose Hill to Kilburn (Camden)/No 3 | Primrose Hill to Kilburn (Camden)

• Connection to the rail tunnels would be completed with short adits, constructed using a SCL. 2.3.39 Following installation of the ventilation equipment and construction of the head house over the shaft, the site would be demobilised, landscaped and commissioned. Rail infrastructure fit out

2.3.40 The principal elements of rail infrastructure to be constructed are track, overhead line equipment (OLE), communications equipment and power supply. Further details are set out in Volume 1. Power supply

2.3.41 HS2 trains would draw power from OLE, requiring feeder stations and connections to the 400kV National Grid network. There are no feeder stations or connections to the National Grid network within the local area. Landscaping and permanent fencing

2.3.42 Landscaping (i.e. earthworks and seeding and planting) would be provided to address visual and noise impacts, as well as to provide screening for intrinsically important ecological habitats and heritage features. Where appropriate, the engineering embankments and/or cuttings would be reshaped to integrate the alignment sympathetically into the character of the surrounding landscape. The planting would reflect tree and shrub species native to the urban landscape. Opportunities for ecological habitat creation would be considered.

2.3.43 Permanent fencing would be erected and will be shown on plans to accompany the formal ES. Construction programme

2.3.44 A construction programme that illustrates indicative periods for each core construction activity in this area is provided in Figure 3.

Figure 3: Indicative construction programme for the area

22 CFA Report – Primrose Hill to Kilburn (Camden)/No 3 | Primrose Hill to Kilburn (Camden)

2.3.45 Shaft construction works are required in 2019 at the shaft at Adelaide Road and 2018 to 2019 at the shaft at Alexandra Place. Following the completion of the tunnelling from Old Oak Common, the connecting adits would be constructed in 2023 for the shaft at Adelaide Road and 2022 to 2023 for the shaft at Alexandra Place. Commissioning

2.3.46 Commissioning is the process of testing the infrastructure to ensure that it operates as expected. This would take place in the year prior to opening. Further details are provided in Volume 1. 2.4 Operation of the Proposed Scheme 2.4.1 In this area, HS2 trains would be entirely in tunnel. During Phase One of HS2, up to 14 trains per hour (tph) would pass in each direction. This would increase to a potential maximum of 16tph in each direction should Phase Two also become fully operational. Up to three trains per hour (tph) would also pass in each direction through the HS1 link tunnel.

2.4.2 Maintenance staff would access the tunnels via the vent shafts to carry out inspections and maintenance on a regular basis, at least monthly. Should an emergency situation arise, emergency services would use the shaft to access the railway below.

2.4.3 The operation of the Proposed Scheme is described in more detail in Volume 1. 2.5 Community forum engagement 2.5.1 HS2 Ltd’s approach to engagement on the Proposed Scheme is set out in Volume 1.

2.5.2 Following an initial meeting on the 28 March 2012 at Swiss Cottage Library, forum members in the LBC voted not to continue engagement with HS2 Ltd through the community forum structure. Engagement has continued with stakeholders and forum members through bilateral meetings to provide up to date information and feedback.

2.5.3 The main themes to emerge from discussions at the Community Forum and through bilateral engagement included:

• Queries regarding the locations and necessity of vent shafts; • Concerns regarding noise impacts, and impacts on ecology and local regeneration; • Queries regarding London Clay geology and timing of geological surveys; • Concerns over the effects on property, including structural effects associated with piling, amenity and visual effects and effect on property values; • Concerns over effects on many Grade II listed buildings, particularly at Alexandra Way and Regent’s Park; • Concerns over effects on properties along Gloucester Avenue and the alignment of tunnels there; and • Concerns regarding transport of excavated material and request for confirmation of potential lorry routes. 2.6 Route section main alternatives 2.6.1 The main strategic alternatives to the Proposed Scheme are presented in Volume 1. The main local alternatives considered for the Proposed Scheme within the local area are set out within this section.

23 CFA Report – Primrose Hill to Kilburn (Camden)/No 3 | Primrose Hill to Kilburn (Camden)

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

2.6.3 The Proposed Scheme includes a vent shaft at Adelaide Road. This would be located in an open wooded area on the embankment of the existing WCML, adjacent to the Modern Motors Garage. HS2 Ltd examined three other alternative options for the vent shaft:

• The January 2012 route announced by the Secretary of State, with the shaft location to the south of Adelaide Road and east of Adelaide Road Local Nature Reserve (LNR); • Extension of the site to take more land to the east, and to the western part of the nature reserve and Modern Motors Garage; and • Additional landtake of Modern Motors Garage, part of the nature reserve (minimising take of south facing grassland) and the Up Empty Carriage Tunnel. The shaft is maintained in the post -consultation position. 2.6.4 The Proposed Scheme places the vent shaft in a location where gradient of the embankment is less steep and the shaft would be further away from the existing retaining wall. This would allow more efficient use of the construction site compound and improve site safety.

2.6.5 In environmental terms, the Proposed Scheme was selected because when compared to the other options it would allow the shaft to be moved 20m to the west and thus reduces the risk of damage to the LNR. Alexandra Place construction options

2.6.6 The Proposed Scheme locates the vent shaft at Alexandra Place between Louden Road and Langtry Walk, requiring demolition of 1 to 8 Langtry Walk and 61 to 83 Louden Road. HS2 also examined the following alternative options:

• The January 2012 Scheme announced by the Secretary of State, with a site location including 1-8 Alexandra Place; • Inclusion of 22-62 Alexandra Place and 55 Loudoun Road into the site, and closure of the whole of Alexandra Place to traffic; • Inclusion of Dinerman Court car park satellite site into the site; • Inclusion of 22-62 Alexandra Place and 55 Loudoun Road into the site. Closure of north half of Alexandra Place to traffic; • Inclusion of 9 Langtry Walk into the site; • Additional possession of apartment block opposite on the eastern side of Loudoun Road; • Decking over a portion of the West Coast Mainline; and • Move the site to Ainsworth Road, with no use of the post-consultation site required. 2.6.7 The Proposed Scheme was selected because in comparison to the other options that were considered, it would reduce additional demolition and temporary landtake whilst providing sufficient space to carry out construction safely.

24 CFA Report – Primrose Hill to Kilburn (Camden)/No 3 | Primrose Hill to Kilburn (Camden)

Middle Level Sewer No2 (Euston to Old Oak Common) options

2.6.8 The works for the Proposed Scheme would include internal strengthening of the Middle Level Sewer No2 and the temporary diversion or over-pumping of flow during the strengthening works. In addition to this, HS2 Ltd also examined the following options:

• No work to protect the existing sewer except for the installation of monitoring equipment; • Diversion of flow through existing sewers or sink shafts either side of the HS2 tunnels and install over pumping for the duration of the construction period; • Undertake ground treatment during construction to limit impacts of settlement on the sewer; • Installation of a grouted pipe arch from shafts, adjacent to the sewer, between the underside of the sewer and the crown of the HS2 tunnels; • Installation of a pipe arch from TBMs; • External strengthening of the sewer by excavating an open cut along the length of the sewer to be strengthened by underpinning with a slab to bridge across the ground deformation; • 250m sprayed concrete lining head shunt from the portal to the south of A4201 Parkway within CFA 1 which would allow settlement mitigation measures to be taken as tunnelling progressed; • Permanent diversion of the sewer through a new build sewer tunnel adjacent to the existing tunnel; • Long permanent diversion of the sewer 250m to the north of the existing sewer. This would involve sinking a drive shaft and reception shaft and driving a 3m internal diameter TBM approximately 1.4km between the two from the Primrose Hill area to a site south of Camden Town underground station; • Long permanent diversion of the sewer 800m to the south; • Move the portal north to Camden Carriage Siding, therefore avoiding the Middle Level Sewer No2; • Move the portal westward therefore avoiding the Middle Level Sewer No2; • Move the portal south therefore avoiding the Middle Level Sewer No2; • Use of a three track approach to Euston station whereby the HS2 tracks could dive down into the portal at Park Street deeper than the modified base scheme. This option would still require the need for protection measures for the sewer; • Lowering the platforms at Euston station; and • Tilting the platforms at Euston station. 2.6.9 The Proposed Scheme was selected primarily because of the engineering benefits.This is due to the low to medium cost implications and minimal impact on the construction programme or route alignment. Options involving the diversion of the sewer along an alternative route would involve more works at the surface. This in turn would require a larger extent of construction leading to impacts upon landscape and visual amenity, noise and vibration, traffic and transport and community over a more extensive period.

25 Part C: Environmental topic assessments

26 CFA Report – Primrose Hill to Kilburn (Camden)/No 3 | Agriculture, forestry and soils 3 Agriculture, forestry and soils 3.1 Introduction 3.1.1 This section has been scoped out of the assessment as there are no agricultural or forestry activities affected by the Proposed Scheme in this urban area. Impacts on soils are discussed in Section 8 of this report.

27 CFA Report – Primrose Hill to Kilburn (Camden)/No 3 | Air quality 4 Air quality 4.1 Introduction 4.1.1 This section of the report provides an assessment of the impacts and likely significant effects on air quality arising from the construction and operation of the Proposed Scheme, covering nitrogen dioxide (NO2) , fine particulate matter (PM10, PM2.5) and dust.14 Emissions of these pollutants are typically associated with construction activities and equipment and road traffic. 4.2 Policy framework 4.2.1 The planning policy documents (and their status) applicable to CFA 3 are described in Section 2.1. Policies of relevance to air quality are set out below.

4.2.2 Policy 7.14 of the London Plan recognises the importance of tackling air pollution and improving air quality to London’s development and the health and well-being of its people.

4.2.3 CFA 3 falls within the LBC, although it should also be noted that policies from WCC have also been considered as it lies immediately adjacent to the permanent landtake and temporary landtake. A number of policies from the Camden Core Strategy, the Camden Development Policies, the Westminster Core Strategy and the saved polices of the Westminster UDP seek to protect and enhance air quality within the boroughs. These seek:

• To promote higher standards of air quality within the borough (the whole borough of Camden has been declared an AQMA) – Policy Cs16 of the Camden Core Strategy, CS30 of the Westminster Core Strategy and Policy ENV5 of the Westminster UDP; • An air quality assessment, where development could potentially cause significant harm to air quality – Policy DP32 of the Camden Development Policies; and • To improve air quality through Westminster’s Air Quality Management Plan and other measures – Policy STRA 34 of the Westminster UDP. 4.2.4 In addition, local and regional guidance relevant to this assessment includes: The Mayor’s Air Quality Strategy (AQS) 2010 and LBC Air Quality Action Plan.15,16 4.3 Assessment scope and key assumptions 4.3.1 The assessment scope and key assumptions for the air quality assessment are set out in Volume 1.

4.3.2 No further assumptions have been made for the air quality assessment specifically for this area. 4.4 Environmental baseline 4.4.1 The environmental baseline reported in this section represents the environmental conditions identified within the study area. The main source of existing air pollutants in the area is emissions from road traffic, as is the case for nearly all parts of London.Concentrations of road traffic related pollutants are highest in central London and diminish towards the outer boroughs. At places very close to roads where traffic flows are high, the airborne concentrations of the main pollutants are elevated substantially when compared with the ‘urban background’, as exemplified by the A41 Finchley Road.17

14 PM2.5 and PM10 describe two size fractions of airborne particles that can be inhaled and therefore are of concern for human health. The designations refer to particles of size less than 2.5 and 10 microns in diameter. 15 The Greater London Authority, 2010, The Mayor’s Air Quality Strategy. 16 London Borough of Camden (2009) Air Quality Action Plan Report 2009–2012. 17 Urban background denotes the majority of locations where air quality is not influenced strongly by a local a source, such as a major road.

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4.4.2 Estimates for NO2, PM10 and PM2.5 concentrations have been obtained from London-wide modelled pollution maps for 2008 and 2011, published by Greater London Authority (GLA) in 2010.18 These maps have been used to characterise the baseline air quality in London in preference to the background concentration maps produced nationally by the Department for Environment and Rural Affairs (Defra) that have been used in the assessment on other parts of the HS2 route outside London. This is because the GLA maps reflect concentrations at all locations, including at the roadside, whereas the Defra national maps are for background concentrations and do not include the effects of individual roads. It is therefore considered that the GLA maps provide a better indication of baseline conditions at a local level by indicating modelled concentration values for five different pollutants.

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

4.4.4 The data collected by the local authorities show that large parts of the area currently experience annual average concentrations of NO2 that are above the limit value and national air quality objective value, especially in close proximity to major roads.

4.4.5 National air quality objectives for PM2.5 and PM10 are met in most parts of the study area, but monitoring and mapping data indicate that PM10 concentrations are in excess of those permitted by the limit value and objective value at some roadside locations.

4.4.6 As NO2 concentrations exceed the relevant air quality objective, both LBC and WCC have designated their whole boroughs as an AQMA.

4.4.7 There are a large number of potential human receptors in the study area, given its urban nature. These include many residential properties, commercial premises and community facilities located in close proximity to either site compounds and/or roads where traffic flows would change. There are no ecological receptors with statutory designations within this study area but a LNR is located at Adelaide Road (see map CT-01-02). 4.5 Construction Assessment of impacts and mitigation

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

4.5.2 Air quality would be controlled and managed during construction through the implementation of measures set out in the draft CoCP, where appropriate. Specific measures would include:

• Contractors being required to control dust, air pollution, odour and exhaust emissions during construction works; • Inspection and monitoring undertaken after consultation with LBC to assess the effectiveness of the measures taken to prevent dust and air pollutant emissions; • Cleaning (including watering) of haul routes and designated vehicle waiting areas to suppress dust; • Keeping soil stockpiles away from sensitive receptors (including historical features), watercourses and surface drains where reasonably practicable, also taking into account the prevailing wind direction relative to sensitive receptors;

18 For 2011, the 2010 study provides a forecast from modelled data.

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• Using enclosures to contain dust emitted from construction activities; and • Undertaking soil spreading, seeding and planting of completed earthworks following completion of earthworks. 4.5.3 The construction site compound at Adelaide Road would be in a primarily residential area. Housing is located around 20m to the north of the site and 60m to the south of the site across the railway lines. In addition, a medical centre is located approximately 50m to the west.

4.5.4 The construction site compound at Alexandra Place would also be in a primarily residential area. Housing is located less than 20m to the south, west and east of the site and 60m to the north of the site across the railway lines. In addition, several schools are located between 100- 200m to the south-east. The assessment of effects arising from dust emissions concluded that there would be slight adverse impacts for some receptors at Adelaide Road, Alexandra Road, the portal to the south of A4201 Parkway (within CFA 1) and the portal to the east of Regent’s Park Bridge (within CFA 2). Based on the adopted methodology and with the implementation of the CoCP, the effect of these would not be significant. Likely residual significant effects

4.5.5 The methods outlined within the draft CoCP to control and manage potential air quality effects are considered effective in this location. Hence, residual effects would not be considered likely. 4.6 Operation Assessment of impacts and mitigation

4.6.1 Impacts from the operation of the Proposed Scheme relate mainly to changes in the nature of traffic. There are no direct atmospheric emissions from the operation of trains (and hence also from vent shafts) that would cause an impact on air quality.

4.6.2 Traffic data in the Primrose Hill to Kilburn (Camden) area have been screened to identify roads that required further assessment and to confirm the likely effect of the change in emissions from vehicles using those roads in 2026.

4.6.3 The assessment found that impacts from road vehicle emissions on local air quality would be minor adverse, negligible or minor beneficial for NO2 at receptors. PM10 and PM2.5 impacts were predicted to be negligible at all receptor locations.

4.6.4 The effect of these impacts would not be significant. Likely residual significant effects

4.6.5 No residual effects would be anticipated for air quality in this area during operation of the Proposed Scheme.

30 CFA Report – Primrose Hill to Kilburn (Camden)/No 3 | Community 5 Community 5.1 Introduction 5.1.1 This section of the report provides a summary of impacts and likely significant effects on local communities resulting from the construction and operation of the Proposed Scheme. 5.2 Policy framework 5.2.1 The planning policy documents (and their status) applicable to CFA 3 are described in Section 2.1. Policies of relevance to community are set out below.

5.2.2 A key objective of the London Plan is that London should be a place where people and businesses want to locate, with facilities to meet their needs. The London Plan 2011 seeks to achieve this by:

• Ensuring that development proposals should protect and enhance facilities and services that meet the needs of particular groups and communities (Policy 3.1); and • Providing people, in their neighbourhoods, with a good quality environment in an active and supportive local community with the best possible access to services, infrastructure and public transport (Policy 7.1). 5.2.3 The Plan contains a range of policies which seek to avoid the loss of community facilities and affordable housing. These include Policies 3.6, 3.14, 3.16, 3.18 and 3.19. Additionally, Policy 7.18 seeks to protect local open space.

5.2.4 CFA 3 falls within the LBC, although policies from WCC have also been considered as it lies immediately adjacent to the permanent and temporary landtake. A number of policies from the Camden Core Strategy, the Camden Development Policies, the Westminster Core Strategy and the saved polices of the Westminster UDP seek to prevent the loss of affordable housing, community facilities, social infrastructure and open space. These seek to:

• Ensure the supply of affordable housing – Policy CS6 of the Camden Core Strategy and CS15 of the Westminster Core Strategy; • Support the retention and enhancement of existing community, leisure and cultural facilities – Policy CS10 of the Camden Core Strategy and CS33 of the Westminster Core Strategy; • Protect and enhance parks and open spaces – Policy CS15 of the Camden Core Strategy and Policy ENV14 of saved policies of the Westminster UDP; • Protect existing health facilities – Policy CS16 of the Camden Core Strategy; and • To protect existing community and leisure facilities – Policy DP15 of the Camden Development Policies, Policy CS33 of the Westminster Core Strategy and Policy SOC1 of the saved policies of the Westminster UDP. 5.3 Assessment scope and key assumptions 5.3.1 The assessment scope and key assumptions for the community assessment is set out in Volume 1. 5.4 Environmental baseline 5.4.1 The study area includes the area of land within the construction boundary (comprising of the temporary and permanent landtake), as well as a suitable additional area as relevant to inform the respective environmental topics upon which the assessment is based.

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5.4.2 The baseline study area and baseline data will be further refined in light of on-going assessment work as part of the formal ES process.

5.4.3 The route would be entirely in tunnel within this area. Therefore the areas of focus for the baseline are those around the vent shaft and construction site compounds at Adelaide Road and Alexandra Place.

5.4.4 The baseline study area is densely populated and includes the residential areas of Primrose Hill, South Hampstead, Swiss Cottage and one of the area’s most notable local authority estates – the Grade II* Alexandra and Ainsworth Estate on Loudoun Road. Adelaide Road

5.4.5 Adelaide Road Nature Reserve is a local nature resource located adjacent to railway embankment on Adelaide Road (see map CT-03-02), and is located within the permanent landtake.

5.4.6 Adelaide Medical Centre, located on Adelaide Road, is the closest health facility to the Proposed Scheme. Other medical facilities include Swiss Cottage Surgery on Winchester Mews and Primrose Hill Surgery on Regent’s Park Road. All these facilities lie outside the permanent and temporary landtake. Alexandra Place

5.4.7 A parade of shops located on Loudoun Road/Langtry Walk includes a laundrette, hairdressers, dry cleaning unit and two restaurants which lie within the permanent landtake.

5.4.8 There are three places of worship outside the permanent and temporary landtake but within 250m of the Proposed Scheme: South Hampstead Synagogue and St Saviours Parish Church on Eton Road; and St Mary the Virgin Church on Elsworthy Road.

5.4.9 St Paul’s Church of England Primary School on Elsworthy Road and Ready Steady Go Nursery on Alexandra Road are also located outside the permanent and temporary landtake.

5.4.10 The only open space of relevance within the baseline study area is the local play space on the Alexandra and Ainsworth Estate.

5.4.11 St John’s Wood Care Home, which is located to the south-west of the vent shaft at Alexandra Place, is a private facility providing nursing, residential and respite care for the elderly and lies outside of the temporary and permanent landtake. 5.5 Construction Assessment of impacts and mitigation Residential property

5.5.1 The construction site compound for the shaft at Alexandra Place would require demolition of six dwellings at Loudoun Road. It is considered, in the context of the community assessment, that the permanent loss of these dwellings is a moderate adverse effect and is, therefore, considered significant.

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Community infrastructure

5.5.2 The construction of the shaft at Alexandra Place would require the demolition of a number of commercial properties at Langtry Walk. Several of these commercial properties provide services to the community, such as launderette, hairdressers and dry cleaning. There are alternative providers of these services within 1km of Langtry Walk and therefore the availability of accessible alternatives means that the loss of these services in this location is not considered to be a significant effect on the community. Public rights of way and open space

5.5.3 The construction site compound for the shaft at Adelaide Road would include the eastern part of Adelaide Road Local Nature Reserve (see map CT-01-02). This area would be required permanently and would also be the site of construction works for approximately two years. There are few green spaces with ecological value in this part of London and the Nature Reserve provides a recreational and educational resource which is valued by the community. The loss of part of this resource and the lack of nearby alternatives is considered to result in a significant effect on the community. Amenity

5.5.4 The formal ES will assess the incidence of significant effects, including in-combination effects, on community amenity. Likely residual significant effects

5.5.5 Residual effects would be as described in the assessment section above.

5.5.6 Multiple (in-combination) community effects will be considered and, where significant, reported in the formal ES. Further mitigation

5.5.7 Further measures currently being considered but which are not yet part of the design include:

• The extension of the management into the adjacent Adelaide Road private Nature Reserve, and small-scale habitat creation and other management measures appropriate for the site as a whole to mitigate for the partial landtake. 5.6 Operation Assessment of impacts and mitigation

5.6.1 Potential effects on the community resulting from the operation of the ProposedScheme could arise from changes to amenity.

5.6.2 The assessment of effects on amenity will draw upon other technical disciplines e.g.( air quality, noise and vibration, visual, transport and traffic). The presence of in-combination impacts from these other disciplines could result in significant amenity effects on a number of community facilities and resources in the area. This will be reported in the formal ES. Likely residual significant effects

5.6.3 Multiple (in combination) community effects will be considered and, where significant, reported in the formal ES.

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Further mitigation

5.6.4 The development of specific mitigation measures where required, which could include improvement or provision of community resources as appropriate, will be reported in the formal ES.

34 CFA Report – Primrose Hill to Kilburn (Camden)/No 3 | Cultural heritage 6 Cultural heritage 6.1 Introduction 6.1.1 This section of the report presents a summary of the impacts and likely significant effects on heritage assets and the historic environment as a result of the construction and operation of the Proposed Scheme. Heritage assets comprise:

• Archaeological and palaeoenvironmental remains; • Historic landscapes; and • Historic buildings and the built environment. 6.2 Policy framework 6.2.1 The planning policy documents (and their status) applicable to CFA 3 are described in Section 2.1. Policies of relevance to cultural heritage are set out below.

6.2.2 Policy 7.8 of the London Plan seeks to conserve the significance of London’s heritage assets and their settings through good planning and design, noting that archaeological assets should, where possible, be made available to the public in their original location, in-situ. Policy 7.9 requires an assessment of the significance of heritage assets when a development is proposed, and schemes should be designed so that the heritage significance is recognised and is used as a catalyst for regeneration.

6.2.3 CFA3 falls within the administrative area of the LBC and relevant LBC policies have been taken into account in this assessment. It should also be noted that policies from WCC have also been considered as Westminster lies immediately adjacent to the permanent landtake. A number of policies from the Camden Core Strategy, the Camden Development Policies, the Westminster Core Strategy and the saved polices of the Westminster UDP seek to preserve the boroughs’ cultural heritage. These seek:

• To preserve and enhance LBC’s heritage assets and their settings – Policy CS14 of the Camden Core Strategy and CS24 of the Westminster Core Strategy; • To maintain the character of Conservation Areas, prevent the demolition of listed buildings and protect remains of archaeological importance – Policy DP25 of the Camden Development Policies document and DS9, Ds10, DS11 and DS12 of the saved policies of the Westminster UDP; and • To preserve the city’s world heritage status – Policy DS16 of the saved policies of the Westminster UDP. 6.2.4 In addition, local policy guidance has also been considered, including:

• The Camden conservation areas appraisals for, Camden Town and Regent’s Park19,20,21; • The conservation area audits adopted as supplementary planning guidance by WCC; and • The Westminster statues and monuments SPD (2008).22 6.3 Assessment scope and key assumptions 6.3.1 The assessment scope and key assumptions for the cultural heritage assessment is set out in Volume 1.

19 London Borough of Camden (2011) Adopted Bloomsbury Conservation Area Appraisal and Management Strategy. 20 London Borough of Camden (2007) Adopted Camden Town Conservation Area Appraisal and Management Strategy. 21 London Borough of Camden (2011) Adopted Regent’s Park Conservation Area Appraisal and Management Strategy. 22 Westminster City Council, 2008, The Westminster Statues and Monuments Supplementary Planning Document.

35 CFA Report – Primrose Hill to Kilburn (Camden)/No 3 | Cultural heritage

6.3.2 No further assumptions have been made for the assessment specifically for this area. 6.4 Environmental baseline 6.4.1 The study area has been subdivided into 11 historic landscape characterisation areas, all of which relate to suburban growth and the introduction of infrastructure such as railways from the 19th century onwards. Historic maps confirm the landscape characterisation and indicate that the study area was largely in agricultural use until the 19th century.

6.4.2 Kilburn High Road follows the line of Roman Watling Street, which in turn is likely to have followed the route of an earlier Iron Age trackway. A range of sites, features and remains relating to the Roman, medieval and post medieval periods have been recorded within the study area, including earthworks of moats and fishponds. Of particular note is Kilburn Priory established during the medieval period to the west of Kilburn High Road. The location of the priory provided a focus for an inn and later settlement in the post-medieval period.

6.4.3 The land where the shaft site at Adelaide Road would be located was farmland owned by Eton College until the early 19th century when substantial but plain stuccoed houses were constructed. The houses were later demolished to enable widening of the London to Birmingham Railway which was constructed in the 1830s. All archaeological remains are likely to have been truncated by the excavation of the railway embankment associated with the track extension.

6.4.4 The land surrounding the proposed shaft at Alexandra Place was agricultural land until it was developed in the 19th century into a suburban region. The site was purchased in 1966 by LBC for the development of the Alexandra Road Estate, which is now designated as a conservation area and is grade II* listed. The conservation area is characteristic of the high density mixed use developments constructed by LBC as an alternative to the high rise developments.

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

6.4.6 Designated assets are represented in maps CT-01-02 and CT-01-03.

6.4.7 The following designated assets are located within the permanent landtake and temporary landtake boundaries:

• Eight listed buildings – the grade II* Alexandra Road Estate, the grade II Numbers 12, 13 and 14 Chalcot Square and attached railings, Numbers 15-19 and attached railings, Primrose Hill tunnels (western entrance), Swiss Cottage Library, the Engineer Public House and attached wall, the Hampstead figure sculpture to north of Swiss Cottage Library and the Church of All Souls; and • Parts of the Primrose Hill, Eton, Belsize and Alexandra Road conservation areas. 6.4.8 The following designated features are located within the ZTV:

• 255 listed buildings of which four are grade II* and the remainder grade II; and • Parts of four further conservation areas: Elsworthy Road, South Hampstead, Priory Road and St John’s Wood.

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Non‐designated assets

6.4.9 Within the area of permanent landtake and temporary landtake the following assets were recorded in the HER;

• The Kilburn Priory archaeological priority area, which is locally designated for its potential for the discovery of medieval to post medieval archaeological remains; • The 19th century Gloucester Avenue Bridge over Regent’s Canal; and • The Camden Goods Depot. 6.4.10 HER data identified a further 372 historic assets which were within the 250m study area of the permanent landtake and temporary landtake. Archaeological assets are mainly associated with the medieval Kilburn Priory and the post medieval settlement of Kilburn. The majority of the remaining assets are buildings associated with the 18th to 19th century suburban expansion of London, a typical example being numbers 4, 7 and 20 Eton Villas all built as part of the speculative development of Eton Estate.

6.4.11 A site survey and local archive search identified 102 additional heritage assets not recorded in the HER.

6.4.12 There are three buildings within the area of permanent landtake and temporary landtake identified during a site survey and local archive search. These are Chalcot Square Gardens, a 19th century square and 1-8 Langtry Walk and 61-83 Loudoun Road, which contribute to the Alexandra Road conservation area. 6.5 Construction Assessment of impacts and mitigation

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

6.5.2 The draft CoCP sets out the provisions that would be adopted to control effects on cultural heritage assets. The provisions include:

• Management measures to control damage to assets that are to be retained within the area of land used temporarily during construction and the preparation of project wide principles, standards and techniques for works affecting heritage assets; • A programme of archaeological investigation and recording to be undertaken prior to construction works affecting the assets; and • A programme of historic building investigation and recording to be undertaken prior to modification or demolition of the assets. 6.5.3 Assets that would or might experience a significant physical effect in this area are:

• Numbers 1-8 Langtry Walk and numbers 61-83 Loudoun Road, assets of low heritage value, would be demolished; • Alexandra Road Estate, an asset of high heritage value, may be affected by settlement; • Church of All Souls, an asset of moderate heritage value, may be affected by settlement; • Primrose Hill Tunnel (western entrance), an asset of moderate heritage value, may be affected by settlement;

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• Archaeological remains associated with Kilburn Priory, an asset of moderate heritage value, would be removed through the relocation of services; • Swiss Cottage Library, an asset of moderate heritage value, may be affected by settlement; and • The Engineer Public House, an asset of moderate heritage value, may be affected by settlement. 6.5.4 The settings of the following specific heritage assets would experience significant effects:

• Alexandra Road Estate, an asset of high value; • Church of All Souls, an asset of moderate value; • Primrose Hill Tunnel (western entrance), an asset of moderate value; and • The Eton, Primrose Hill, Belsize, Alexandra Road, St. Johns Wood, conservation areas, assets of moderate value, would have their character and context impacted by construction plant, work sites and construction activities. 6.5.5 The construction of the Proposed Scheme would not have an impact on any other identified heritage asset within the permanent and temporary landtake and would not have an impact on the setting of any other designated asset identified with theZTV . Likely residual significant effects

6.5.6 The impacts of the construction phase on the heritage assets through setting changes are temporary, and therefore not considered to result in residual significant effects.

6.5.7 Although a programme of archaeological and historic building investigation and recording contributes to knowledge gain, such works would not fully mitigate the effect or reduce the impact on heritage assets. The following significant effects would therefore remain:

• The demolition of 1-8 Langtry Walk and 61-83 Loudoun Road; and • Loss of archaeological remains associated with Kilburn Priory. Further mitigation

6.5.8 No further mitigation measures have been identified at this time. 6.6 Operation Assessment of impacts and mitigation

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

6.6.2 The Proposed Scheme includes new above ground structures at the vent shaft locations. The effects on the setting of heritage assets arising from the introduction of vent shafts into the existing townscape would be reduced as for as possible through design of the Proposed Scheme.

6.6.3 The design of the vent shaft at Adelaide Road has been reduced to a smaller footprint and a two storey structure in keeping with surrounding structures. This would help ensure there is no significant impact on the character of the Eton and Primrose Hill conservation areas. Likely residual significant effects

6.6.4 The design of the vent shaft reduces the effect on the setting of theAlexandra Road Estate conservation area. However a significant residual effect remains. There are no other significant residual effects associated with the operation of the ProposedScheme.

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Further mitigation

6.6.5 Further mitigation, where considered reasonably practicable, may include:

• Architectural detailing of the Alexandra Place vent shaft which includes features characteristic of the Alexandra Road conservation area; • The use of high quality concrete, which could enable the shaft to be constructed in materials and style in keeping with the Alexandra Road estate; and • Scaling and massing of the shaft structure which complements that of the surrounding properties, including 1-8 Langtry Walk and 61-83 Loudoun Road. 6.6.6 Mitigation options will be considered further and reported in the formal ES.

39 CFA Report – Primrose Hill to Kilburn (Camden)/No 3 | Ecology 7 Ecology 7.1 Introduction 7.1.1 This section of the report provides a summary of the predicted impacts and significant effects upon species and habitats as a consequence of the construction and operation of the Proposed Scheme. This includes effects upon sites recognised or designated on the basis of their importance for nature conservation. 7.2 Policy framework 7.2.1 Policy 7.19 of the London Plan seeks to ensure a proactive approach to the protection, enhancement, and management of biodiversity. Policy 7.21 seeks to retain existing trees of value and where there is any loss from development, these should be replaced using the right tree for the right site, with the aim of achieving age and species diversification in tree stock.

7.2.2 The Primrose Hill to Kilburn area falls within the LBC, although policies from WCC have also been considered as it lies immediately adjacent to the permanent and temporary landtake. A number of policies from the Camden Core Strategy, the Camden Development Policies, the Westminster Core Strategy and the saved polices of the Westminster UDP seek to protect and enhance the boroughs ecology in these areas. These seek:

• To protect and improve sites of nature conservation, biodiversity interest and other valuable green areas including gardens and trees – Policy CS15 of the Camden Core Strategy, Policies CS35 and CS37 of the Westminster Core Strategy and Saved Policies ENV16/17 and RIV3 of the Westminster UDP; and • To preserve and enhance the boroughs Royal Parks – Policy CS11 of the Westminster Core Strategy. 7.2.3 In addition, the following local and regional guidance is relevant to the assessment:

• The Mayor’s Biodiversity Strategy23; • LBC’s Planning Guidance on Sustainability24; and • Camden’s Biodiversity Action Plan.25 7.3 Assessment scope and key assumptions 7.3.1 The assessment scope and key assumptions for the ecological assessment are set out in Volume 1.

7.3.2 The current assessment draws on existing information gathered from national organisations and regional and local sources including the Greenspace Information for Greater London (GiGL) and groups with whom consultation is currently in progress including the following:

• Black Redstarts26; • Invertebrate (groups) recorders; and • London Bat Group.

23 Mayor of London (2002) The Mayors Biodiversity Strategy. London, Greater London Authority. 24 London Borough of Camden (2011) Adopted Camden Planning Guidance – CPG3 Sustainability. 25 Camden Biodiversity Partnership, (2011) Camden Biodiversity Action Plan. 26 http://www.blackredstarts.org.uk/

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7.3.3 Field surveys undertaken to date have been limited to locations where landowner permission has been obtained or areas accessible to the public. Field surveys undertaken to date include (but are not limited to) the scoping of buildings for bat roosts at Adelaide Road and Alexandra Road.

7.3.4 Given the urban, built-up environment, the defined survey extent has been restricted and limited to areas within or adjacent to the Proposed Scheme for the majority of the surveys undertaken. In addition consideration of impacts on otter, water vole, hazel dormouse, badger, aquatic-macro-invertebrates and fish have been scoped out of the assessment for this section of the route.

7.3.5 Surveys will continue during 2013 and will include (but are not limited to) the following, subject to access being allowed:

• Phase 1 extended (habitat) survey of the vent shaft construction sites at Adelaide Road Local Nature Reserve (LNR) and Alexandra Place; • National Vegetation Classification (vegetation) surveys of Adelaide Road Local Nature Reserve (LNR); • Further surveys of buildings and trees at Adelaide Road and Alexandra Place for bat roosts and bat emergence/re-entry surveys as required; • Surveys for breeding birds including black redstart at Adelaide Road and Alexandra Place along the Proposed Scheme; • Surveys for breeding bird, reptile and terrestrial invertebrates at Adelaide Road; and • Bat activity, emergence/re-entry and swarming surveys (as required) of the Up Empty Carriage Tunnel. 7.4 Environmental baseline 7.4.1 This section presents the environmental baseline that is relevant to the consideration of impacts and effects reported in Sections 7.5 and 7.6. Details of the environmental baseline for the full search areas investigated in support of the ecological assessment will be provided in the final ES.

7.4.2 The Primrose Hill to Kilburn (Camden) area is an urban environment. Most of the greenspace consists of cultivated gardens and amenity planting around residential and commercial properties. Public greenspaces are few and include planted squares and churchyards (see maps CT-01-02 and CT-01-03).

7.4.3 The route would be tunnelled throughout the area with limited disturbance at ground level. Due to the construction of the vent shaft at Adelaide Road, the baseline is focused on the adjacent Adelaide Road LNR which includes woodland, grassland, ponds and scrub.

7.4.4 Statutory and non-statutory designated sites are shown on maps CT-01-02 and CT-01-03.

7.4.5 There are no statutory designated sites within 500m of the Proposed Scheme.

7.4.6 Local Wildlife Sites (LWS) which are located within the extent of or adjacent to the Proposed Scheme or are considered potentially subject to significant effects are relevant to the assessment. There are two sites within this section of the route which meet these criteria, as follows:

• Adelaide Local Nature Reserve (LNR) (see map CT-01-02) is located partly within the Proposed Scheme and considered to be of district/borough value. The site comprises neutral grassland, ponds and part of a woodland supporting species including ash, sycamore and horse-chestnut and scrub; and 41 CFA Report – Primrose Hill to Kilburn (Camden)/No 3 | Ecology

• Chalk Farm Embankment and Adelaide Nature Reserve Site of Borough Importance Grade 1 (SBI.I) is located partly within the Proposed Scheme and considered to be of district/ borough value. The embankment within the eastern part of the site (extending beyond the eastern boundary of the LNR) has densely regenerated woodland chiefly composed of sycamore, horse chestnut and holm oak. The ground flora is dominated by ivy, bramble and false oat-grass. 7.4.7 Other habitats located outside of the designated sites identified above and which are relevant to the assessment include the following:

• Mosaic Habitats – ruderal, grassland and scrub vegetation within rail land to the south of Adelaide Road partly within the Proposed Scheme (though behind a retaining wall) providing habitat for reptiles and terrestrial invertebrates and considered to be of local/ parish value; • Buildings, bridges and brickwork at Alexandra Road, Adelaide Road and at the retaining wall along the southern boundary of Adelaide Road partly within the Proposed Scheme provide habitat lower plants27 and ferns. They are considered to be of local/parish value; and • The Up Empty Carriage Tunnel – this feature is of negligible habitat value. Its potential value for roosting bats is considered in Table 3 below. 7.4.8 A summary of the likely value of species located outside of the designated sites identified above and covered by the assessment is provided in Table 3.

Resource/ Value Rationale Receptor Peregrine falcon Up to district/borough Survey to date has recorded a small number of buildings suitable for raptor nest sites and records indicate peregrine falcons . Peregrine falcon are listed in the London BAP. Survey during 2013 will confirm valuation but it is considered likely that only a very small number of pairs would be present within the Proposed Scheme Bats Unlikely to be more than Desk study to date indicates soprano and nathusius pipistrelle species are district/borough present likely to be present in the local area. Soprano pipistrelle is a species of principal importance.29 Bats (all species) are listed in the Camden LBAP. Surveys to date have recorded small numbers of buildings, structures and trees suitable for bat roosts within or adjacent to the Proposed Scheme. The Up Empty Carriage Tunnel is currently considered to have poor suitability to act as a hibernation roost. Bats roosting within the extent of the Proposed Scheme are likely to be common species and present in low numbers Black redstart Unlikely to be more than Desk study to date indicates black redstarts are likely to be present in the district/borough local area

Survey to date has recorded a small number of buildings and small areas of open mosaic habitat suitable for black redstart nest sites and foraging grounds. It is likely that low numbers are present within the Proposed Scheme. Black Redstarts are listed in the London and Camden BAP Amphibians Up to district/borough Desk study to date indicates smooth newts are present within ponds at Adelaide Road LNR and SBI

Species are likely to be common and in fairly low numbers but the ponds is an infrequent habitat in this urban area

Desk study indicates that ponds suitable for great crested newt may be present. However, if present they are likely to be in low numbers given the small areas available for foraging in the local area

Continued

27 Lower plants include bryophytes (mosses and liverworts), lichens, fungi and algae

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Resource/ Value Rationale Receptor Terrestrial invertebrates Unlikely to be more than Desk study indicates common and rarer terrestrial invertebrates are likely district/borough to be present within Adelaide Road LNR and SBI and suitable mosaic habitats for terrestrial invertebrates are present south of Adelaide Road within the railway land Protected or notable Unlikely to be more than Desk study indicates suitable habitats within Adelaide Road LNR and SBI plants district/borough and small areas of mosaic habitats within the railway land are likely to support common and rarer species

The habitats within Adelaide Road are long established and species of note are likely to be present. The railway habitats are likely to be relatively recent and will not provide suitable habitat for long established native plants, though some notable plants may be present Lower plants and ferns Unlikely to be more than The desk study indicates brickwork on buildings and other structures such district/borough as the retaining wall are likely to support lower plants. Lower plants are likely to be adaptable to change and are spreading rapidly in London due to improvements in air quality Breeding birds Unlikely to be more than Desk study to date indicates species such as herring gull, house sparrow local/parish (London BAP species) and song thrush are present in the local area. All of these are species of principal importance

Survey to date has recorded small areas of habitat suitable for nesting sites and foraging along the railway land within the Proposed Scheme

Birds nesting or foraging within the Adelaide LNR/SBI and railway land habitats are likely to be common species and likely to be present in low numbers Reptiles Likely to be local/parish Desk study indicates small areas of suitable mosaic habitats within railway land for reptiles, particularly within the eastern part of the Proposed Scheme. Reptiles are listed on the London BAP. The desk study indicates common reptile species are likely to be present and in small numbers

Table 3: Preliminary evaluation of likely value of protected and/or notable species occurring within this section of the route 7.5 Construction Assessment of impacts and mitigation

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

7.5.3 The following measures have been included as part of the design of the Proposed Scheme and avoid or reduce impacts on features of ecological value:

• The location of the vent shaft at Adelaide Road was subject to option development and the footprint including temporary works area was moved partly out of the LNR which would reduce ecological impacts.

28 The Natural Environment and Rural Communities (NERC) Act came into force on 1st Oct 2006. Section 41 (S41) of the Act requires the Secretary of State to publish a list of habitats and species which are of principal importance for the conservation of biodiversity in England. The Natural Environment and Rural Communities Act (2006), London, Her Majesty’s Stationery Office (HMSO).

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7.5.4 The assessment assumes implementation of the measures set out within the CoCP, which includes translocation of protected species where appropriate. The following measures that are particularly relevant at Adelaide LNR and the SBI include:

• Relocation soils and plant material; • Reinstatement of any areas of temporary habitat loss; • Restoration and replacement planting (e.g. trees, hedgerows, scrub, grassland etc.) to reinstate any retained habitats adversely effected during construction; • Where practical sensible timing of works to avoid or minimise impacts on protected species; • The control of invasive and non-native species; and • The control of noise and vibration control at source and by screening equipment. 7.5.5 The Proposed Scheme would require 0.09 ha of the Adelaide LNR and 0.36ha of the SBI, representing 32% of the LNR and 40% of the SBI. No surveys have been undertaken to date, however habitats within the area of landtake are unlikely to be of more than district/borough value. The small area of landtake would result in a permanent adverse effect on the integrity of the LNR and SBI which would be significant at the district/borough level.

7.5.6 If surveys during 2013 confirm that amphibians are present within the ponds at Adelaide LNR and the SBI then the vent shaft construction would result in the loss approximately 0.5ha of suitable terrestrial foraging habitat for amphibians. If great crested newt are confirmed to be present, then based on the limited extent of terrestrial habitat available this loss would result in a permanent adverse effect on the conservation status of great crested newt, which could be significant at up to the district/borough level.

7.5.7 Buildings, structures and trees to be lost as a consequence of works in this section of the route are potentially suitable for use by roosting bats. Pending further survey to confirm the presence and nature of any roosts which may be present there is the potential for a permanent adverse effect that is significant at up to the district/borough vel.le

7.5.8 Pending further surveys the loss of buildings could result in a reduction in the availability of suitable nesting habitat for black redstart and peregrine falcon. However, there is considered to be sufficient alternative habitat for both species in the local area and therefore assuming CoCP measures are implemented no significant effects are anticipated.

7.5.9 A summary is provided in Table 4. Local/parish effects, which in combination may be significant, will be described in the formal ES. Likely residual significant effects

7.5.10 Taking into account mitigation included in the design of the Proposed Scheme, anticipated significant residual ecological effects during construction are detailed inTable 4.

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Resource/Receptor Residual effect Level at which the effect would be significant Adelaide LNR Permanent adverse effect on site District/borough integrity due to loss of 0.09 ha habitats within the LNR Chalk Farm Embankment and Adelaide Permanent adverse effect on site District/borough Nature Reserve SBI.I integrity due to loss of 0.36 ha habitats within the SBI Amphibians Potential permanent adverse effect on Up to district borough conservation status due to loss of o.5ha of terrestrial habitat Bats Potential permanent adverse effect due Up to district/borough to loss of features suitable for roosting

Table 4: Significant residual construction effects on ecological receptors within this section of the route Further mitigation

7.5.11 Further measures currently being considered but which are not yet part of the design include:

• Opportunities for enhancing existing habitats within non-statutory designated sites within the local area in lieu of losses at Adelaide LNR and the SBI; and • Provision of replacement habitat for bats and amphibians as required on the basis of 2013 survey results. 7.6 Operation Assessment of impacts and mitigation

7.6.1 The following section considers the potential effects on ecological receptors during operation of the Proposed Scheme. Assessments made are provisional, based on the preliminary assessments of baseline value presented in Section 7.4 of this report.

7.6.2 The following measures have been included as part of the design of the Proposed Scheme to avoid or reduce impacts on features of ecological value:

• Noise attenuation has been included within the vent shaft design which would reduce the potential for disturbance to sensitive species including breeding birds. 7.6.3 Since the Proposed Scheme would be in bored tunnel throughout this section of the route and maintenance works would be localised and infrequent, no significant effects on ecological receptors during operation of the Proposed Scheme are anticipated.

45 CFA Report – Primrose Hill to Kilburn (Camden)/No 3 | Land quality 8 Land quality 8.1 Introduction 8.1.1 This section provides a summary of the likely impacts and significant effects to land quality and geology, as a result of the construction and operation of the Proposed Scheme. Consideration is given to land that contains contamination and land that has special geological significance, either from a scientific, mining or mineral resources point of view, including: geological sites of special scientific interest (SSSI), local geological sites (LGS), areas of current underground or opencast mining, and areas of designated mineral resources.

8.1.2 Areas of land have been identified, both within and adjacent to construction areas, that could affect or be affected by the construction of the route because they are contaminated (for example contaminated soils may need to be removed or the construction may alter existing contamination pathways). Each of these areas has been studied in order to determine the scale of any potential impacts caused by existing contamination and what needs to be done to avoid significant consequences to people and the wider environment. In addition, a review has been undertaken to establish whether the operation of the Proposed Scheme would lead to contamination of its surroundings and what needs to be done to prevent such contamination. This process is known as a contamination risk assessment. 8.2 Policy framework 8.2.1 The planning policy documents (and their status) applicable to CFA 3 are described in Section 2.1. Policies of relevance to land quality are set out below.

8.2.2 Policy 7.20 of the London Plan seeks to ensure that development proposals should, wherever possible, make a positive contribution to the protection and enhancement of geodiversity. Policy 5.21 supports the remediation of contaminated sites.

8.2.3 CFA 3 falls within the LBC, although policies from WCC have also been considered as it lies immediately adjacent to the permanent and temporary landtake. A number of policies from the Camden Core Strategy, the Camden Development Policies and the saved polices of the Westminster UDP seek to protect and enhance land quality within the borough. These seek:

• To incorporate appropriate remedial action into contaminated sites, sites near to such sites or sites that have the potential to be contaminated – (Policy CS16 of the Camden Core Strategy and Saved Policy ENV8 of the Westminster UDP); and • To prevent the contamination of land and take the necessary steps to ensure that contaminated land is cleaned up. 8.3 Assessment scope and key assumptions 8.3.1 The assessment scope and key assumptions for the land quality assessment is set out in Volume 1.

8.3.2 There are no specific assumptions for the Primrose Hill to Kilburn Camden( ) area.

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8.4 Environmental baseline Geology

8.4.1 The bedrock geology underlying the entirety of the route section is the London Clay Formation. The geology beneath the London Clay comprises, in turn:

• The Harwich Formation (at least locally) which is a very thin and largely sandy deposit; • The Lambeth Group (also termed the Woolwich and Reading Formations) which comprise a mixture of clay, sand and occasionally pebble beds; • The Thanet Sand Formation, a dense green sand; and • The Chalk Group, a succession of soft white limestone. 8.4.2 Geological mapping indicates that there are no superficial deposits29 in this area.

8.4.3 A cover of made ground may potentially be present throughout the study area due to previous cycles of development, in particular on rail land where embankments or track bed materials have been placed.30 Groundwater and surface water

8.4.4 The underlying London Clay within the Primrose Hill to Kilburn (Camden) area is classified by the Environment Agency (EA) as an unproductive strata (i.e. is not a useable groundwater resource).

8.4.5 The route is however located within an outer groundwater source protection zone (SPZ2) between South Hampstead Station and Primrose Hill Road (see map CT-04-02) which is related to abstraction from the underlying Chalk for public water supply.

8.4.6 The route passes in tunnel beneath the Regent’s Canal (part of the Grand Union Canal), near Fitzroy Bridge. Regent’s Canal runs south-west towards the Paddington Branch of the Grand Union Canal.

8.4.7 There are no other surface water bodies or surface water abstraction points within 250m of the area of construction activity within the Primrose Hill to Kilburn (Camden) CFA. Current and historic land use

8.4.8 There are a number of potential contamination sources which may have impacted soils or groundwater (at least locally) within the limits of the study area.

8.4.9 Potential sources of contamination have historically included metal plating works, printing works, electrical works and chemical, works which have been located sporadically along the study area. Modern day sources include warehouses, depots and light commercial units in the Chalk Farm area. The longstanding rail corridor is also a potential source of contamination.

29 Superficial deposit is a term given to a geological deposit or formation thatwas laid down during the Quaternary period (within the previous 2,600,000 years). Such deposits were largely formed by fluvial (river) and glacial or periglacial processes including wind-blown deposits known as loess. 30 Made ground is a term given to any man-made or artificial deposits. It may be derived from a variety of materials including entirely natural products such as quarried stone, sand, gravel or clay or from the residues of industrial processes (such as ash or clinker) or a mixture of materials. It is frequently used interchangeably with the term ‘fill’.

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8.4.10 The higher risk sites (both historic and current land uses) which have been put forward for more detailed assessment are relatively limited in this area owing to the tunnelled nature of the proposed works and limited near surface excavation.31 The higher risk sites comprise the following: on-site rail land within the existing rail corridor and the vehicle repair garage/ MOT station at Adelaide Road. Map CT-03-02 shows the location of these potential higher risk sources of contamination.

8.4.11 Contaminants commonly associated with the identified sources could include various metals, semi-metals, organic and inorganic compounds.

8.4.12 Contamination sources within the study area are all underlain by the low permeability London Clay. The London Clay is known to provide an effective barrier to contaminant migration and any contamination present is likely to be localised. Mining/mineral resources

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

8.4.14 Supplementary planning guidance issued by the London Geodiversity Partnership indicates that there are no current or potential geological designations within 250m of the Proposed Scheme.32 Receptors

8.4.15 Contaminated land can affect people living or working on or adjacent to the Proposed Scheme, surface and groundwater in the vicinity, ecological resources and the built environment. The following potential receptors within the Primrose Hill to Kilburn (Camden) area have been identified:

• Residents and workers who would be present adjacent to the proposed works; • On-site workers within the existing rail land and commercial properties at Adelaide Road and Alexandra Place; • The Regent’s Canal; and • The built environment (such as listed buildings, housing, foundations to structures). 8.5 Construction Land contamination Assessment of impacts and mitigation

8.5.1 The Proposed Scheme is located in a tunnel at substantial depth within the low permeability London Clay Formation. For the majority of receptors considered along the Proposed Scheme (humans, built environment and the Grand Union Canal) the construction phase is therefore expected to have a negligible (non-significant) effect in as the London Clay and other strata provide an effective barrier around the works.

8.5.2 Along the Proposed Scheme there are however two sites where surface excavation works would take place, namely at or near the vent shafts located at Adelaide Road and Alexandra Place. At the location of Adelaide Road a motor vehicle workshop is present.

31 The definition of ‘higher risk’ sites in this instance relates to the contamination potential of the source, the type of construction works that are proposed at that location (e.g. tunnel, cutting or embankment) and the proximity of receptors e.g. people, groundwater bodies etc. 32 BGS/Natural England/Mayor of London (2012) Green Infrastructure and Open Environments: London’s Foundations: Protecting the Geodiversity of the Capital, Supplementary planning guidance. London, Greater London Authority.

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8.5.3 During the construction phase, the principal effects on receptors from the potential sources of contamination at these specific locations relate to the potential for soil disturbance and subsequent off-site migration of contaminants (e.g. through wind-blown dust or vapours) or the escape of contaminating substances that are used in construction (e.g. fuels).

8.5.4 The draft CoCP sets out the measures and standards of work that would be applied to the construction of the Proposed Scheme. Its requirements would involve detailed ground investigations in order to confirm the full extent of areas of contaminated land. Measures would include:

• Methods to control waste, dust and vapours; • Methods to control spillage and prevent contamination of adjacent areas; and • Methods for the management of unexpected contamination. 8.5.5 The draft CoCP requires that a programme of ground investigation would take place prior to construction in order to confirm areas of contamination and a risk assessment would be undertaken to determine what, if any, site specific remediation measures would be required to allow the Proposed Scheme to be constructed safely and to prevent harmful future migration of contaminants. Any remediation scheme would be discussed with the regulatory authorities.

8.5.6 For the receptors considered along the route (humans, built environment) in the tunnelled sections, the construction phase is expected to have no significant effect as the LondonClay and other strata provide an effective barrier around the works.

8.5.7 The principal potential effects are therefore in areas where below ground construction coincides with areas of potential contamination which would occur at each of the shaft sites as listed above.

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

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

8.5.10 When the measures outlined in the CoCP are implemented, it is anticipated that contamination risks to off-site land users would be negligible. Therefore, there would be no significant effects on land users of adjacent areas at the shaft sites atAdelaide Road and Alexandra Place during construction of the Proposed Scheme. Likely residual significant effects

8.5.11 The assessment of residual effects takes into account the substantial embedded measures detailed within the draft CoCP which includes the requirement for remediation schemes (where necessary) to have been completed by the end of the construction programme.

8.5.12 In addition, the assessment considers the construction of new infrastructure e.g. tracks beds, and associated drainage, together with the new vent shafts at Adelaide Road and Alexandra Place. These newly constructed features would also have the potential to break pollution pathways between human receptors (e.g. adjacent land users) and any pre-existing contamination that was assessed as being suitable to remain in the long term.

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8.5.13 It is likely that there would be non-significant (but minor beneficial) effects associated with the reduction in potential for human uptake of contaminated dusts and/or vapours from current baseline to post-construction conditions. Further mitigation

8.5.14 As no significant residual effects have been identified, no further mitigation is currently proposed. Mining/mineral resources Assessment of impacts and mitigation

8.5.15 There are no mining or mineral resources in this section of the Proposed Scheme. Likely residual significant effects

8.5.16 No residual effects have been identified. Geo-conservation resources Assessment of impacts and mitigation

8.5.17 There are no geo-conservation resources identified within the study area. Likely residual significant effects

8.5.18 No residual effects have been identified at this time. 8.6 Operation Assessment of impacts and mitigation

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

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

8.6.3 Residual pollution associated with the operation of the Proposed Scheme is not considered to be significant.

50 CFA Report – Primrose Hill to Kilburn (Camden)/No 3 | Landscape and visual assessment 9 Landscape and visual assessment 9.1 Introduction 9.1.1 This section of the report presents the assessment of the likely significant landscape and visual effects. It starts by describing the current conditions found within and around the route of the Proposed Scheme, the nature and pattern of buildings, streets, open space and vegetation and their interrelationships within the urban environment. A summary of the significant effects that would arise from the construction and operation on landscape character areas and visual receptors is provided. 9.2 Policy framework 9.2.1 The planning policy documents (and their status) applicable to CFA 3 are described in Section 2.1. Policies of relevance to landscape are set out below.

9.2.2 The London Plan Policy 7.2 states that all new development should achieve the highest standards of accessible and inclusive design. Policy 7.4 states that development should respect local character and provide a high quality design response (and sets out various factors that contribute to this). Policy 7.6 highlights a variety of aspects that should be taken into account in the design of new buildings and structures.

9.2.3 CFA 3 falls within the LBC, although policies from WCC have also been considered as it lies immediately adjacent to the permanent and temporary landtake. A number of policies from the Camden Core Strategy, the Camden Development Policies, the Westminster Core Strategy and the saved polices of the Westminster UDP seek to protect and enhance the borough’s landscape. These policies include the following aims and objectives:

• To promote high quality places, high quality landscaping and works to streets and protect and, where possible, enhance important views – Policy CS14 of the Camden Core Strategy and Policy CS25 of the Westminster Core Strategy and Saved Policy DES14,DES15 and RIV2 of the Westminster UDP; • The highest standard of design, that respects the character, setting, context, form and scale of neighbouring buildings – Policy DP24 Camden Development Policies document and Saved Policy DES7; • The preservation of design, views and settings associated with buildings of national importance – Policy CS25 and CS26 of the Westminster Core Strategy; and • To enhance townscape and public realm – Saved Policy NWW3 of the Westminster UDP. 9.2.4 The following policy documents are considered important and have informed the assessment:

• London View Management Framework 201233; • Green Infrastructure and Open Environments: All London Green Grid, 201234; • National Character Areas 200535; • The London Regional Landscape Framework 201136;

33 Mayor of London, 2011. London View Management framework, Greater London Authority, http://www.london.gov.uk/priorities/planning/vision/supplementary-planning-guidance/view-management. Accessed 24 May 2012. 34 Mayor of London, 2012. Green infrastructure and open environments: The All London Green Grid, Greater London Authority, http://www.london.gov.uk/priorities/planning/vision/supplementary-planning-guidance/view-management. Accessed 24 May 2012. 35 Countryside Commission, 1998. Countryside character, South East and London national character areas, Countryside Agency, http://www.naturalengland.org.uk/publications/nca/southeast.aspx Accessed 24 May 2012. 36 Natural England. 2011. London’s Natural Signature, The London Landscape Framework. Alan Baxter, Sheils Flynn http://www.naturalengland.org.uk/regions/london/ourwork/wildlondon/naturalsignatures/default.aspx Accessed 24 May 2012.

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• Westminster Way Public Realm Strategy 201137; and • Tree Strategy SPD 2011.38 9.3 Assessment scope and key assumptions 9.3.1 The assessment scope and key assumptions for the landscape and visual impact assessment is set out in Volume 1.

9.3.2 The extent of the landscape and visual study area, the distribution of visual receptor viewpoints and the location of verifiable photomontages have been discussed with the LBC, WCC, the GLA, the Primrose Hill and Regent’s Canal Conservation Area Advisory Committees and the Royal Parks. Field surveys were undertaken from May to September 2012 and from December 2012 to March 2013; these included photographic studies of LCAs and visual assessment of viewpoints. Further surveys will be undertaken during 2013 and reported in the formal ES.

9.3.3 The study area has been informed by early drafts of the zone of theoretical visibility (ZTV), which is being prepared for inclusion in the formal ES. LCAs and visual receptors within approximately 500m of the centre line of the Proposed Scheme have been assessed. Long distance views of up to 2km have been considered at locations such as Parliament Hill. 9.4 Environmental baseline 9.4.1 The following section sets out the baseline conditions for the landscape and visual assessment in the study area. Maps LV-11-02 to LV-11-03 show the location of landscape character areas and visual receptor viewpoints.

9.4.2 The land use around the two proposed shaft sites is dominated by 19th and 20th century residential development. The streets are tree lined throughout the study area and there is extensive tree cover in back gardens and the communal gardens around flats.The mainline from Euston and the NLL pass through a rail corridor close to the proposed shaft sites in a cutting. There are few areas of public open space in the area. Primrose Hill is a large and well used park with long views towards central London and the City; the Adelaide Road Nature Reserve is on the embankment that slopes down to the rail corridor and provides partial access to the public. Primrose Hill Park is listed in English Heritage Register of Parks and Gardens (see map CT-03-02). There are eight conservation areas in the study area and a number of listed buildings that contribute to the historic townscape, including the Alexandra Road Estate and Grace Chapel. Several main roads pass through the study area including Adelaide Road (B509), Belsize Road (B509), Chalk Farm Road (A502) and Finchley Road (A41). Landscape character assessment

9.4.3 Landscape character areas (LCAs) are defined as areas with broadly homogenous characteristics and are influenced by national and district published character assessments. The Proposed Scheme in this area is located within the Hampstead Ridge (London’s Natural Landscape Area 5) as defined in the London Regional Landscape Framework: Natural England, January 2011.39 For the purposes of this assessment the study area has been sub-divided into seven discrete LCAs, two of which would be significantly affected.

9.4.4 Eton and Primrose Hill Residential, an LCA of 19th Century residential development in conservation areas has a high sensitivity to change. South Hampstead Station LCA, a densely developed area of 19th and 20th century housing, transport infrastructure and commercial development, has a medium sensitivity to change.

37 Westminster City Council, 2011, Westminster Way Public Realm Strategy 2011. 38 Westminster City Council, 2011, Tree Strategy Supplementary Planning Document. 39 Natural England. 2011. London’s Natural Signature, The London Landscape Framework. Alan Baxter, Sheils Flynn.

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9.4.5 Where LCAs are located across or adjacent to the boundaries between other CFAs (i.e. CFA 1 Euston and CFA 2 Camden and HS1 link), the baseline descriptions for these LCAs are reported in each CFA report in their entirety. Visual baseline

9.4.6 Viewpoints, split into protected views, residential, recreational and transport, have been selected in liaison with the relevant planning authorities to represent groups of receptors within the study area.

9.4.7 Protected views have a high sensitivity to change and are identified in the Primrose Hill and Alexandra Road Conservation Area Statements and in London View Management Framework, March 2012 for the Primrose Hill viewpoint.40

9.4.8 Residential receptors (i.e. residents) have a high sensitivity to change; they are located in close proximity to the tunnel portal site, east of the pedestrianised Regent’s Park Road Bridge (on the site of the former Primrose Hill Station) and to the shaft sites at Adelaide Road and Alexandra Place.

9.4.9 Recreational receptors, including the users of Primrose Hill Park, also have a high sensitivity to change.

9.4.10 Transport receptors (i.e. users of private or public transport) have a low sensitivity and are located on urban roads throughout the study area. 9.5 Construction Assessment of impacts and mitigation

9.5.1 Due to the scale of the construction activities, works would be highly visible in many locations and would have the potential to give rise to significant effects which cannot be mitigated.This is commonplace with construction of major infrastructure projects, but it should be noted that these effects are temporary in nature and relate to the peak construction phase. Effects during other phases of works are likely to be less, due to less construction equipment being required at the time and a reduced intensity of construction activity.

9.5.2 Measures that have been incorporated into the draft CoCP to avoid or reduce landscape and visual effects during construction include:

• Appropriate measures to reduce landscape, visual and other environmental impacts associated with temporary site offices, vehicles, construction plant and compounds, would be implemented; • Avoidance of unnecessary tree and vegetation removal and protection of existing trees in accordance with BS 5837: Trees in relation to design, demolition and construction; • Use of well-maintained hoardings and fencing; • Prevention of damage to the landscape and landscape features adjacent to the construction site by movement of construction vehicles and machinery; • Use of appropriate lighting; and • Appropriate maintenance of planting and seeding works and implementation of management measures, to continue through the construction period as landscape works are completed.

40 Camden Council, 2000, Primrose Hill Conservation Area Statement and Alexandra Road Estate Statement.

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

9.5.4 The key changes to landscape character, as a result of construction activity, would relate to the presence of construction plant , the construction of the tunnel portal, headhouse and tunnel approach ramp (within CFA 2) on the site of the former Primrose Hill Station and the construction of the two tunnel shafts and associated structures at Adelaide Road and Alexandra Place. Construction would involve the introduction of large construction plant, lighting and earthworks at Adelaide Road and onto the former Primrose Hill Station site. Tranquillity would be reduced by construction activity and traffic. The demolition of the station buildings (200 Regent’s Park Road) and the station carriage tunnel at the former Primrose Hill Station, the removal of the brick boundary wall and vegetation from the embankment at Adelaide Road and the loss of trees at Alexandra Place would result in the loss of characteristic landscape elements.

9.5.5 The following table summarises the LCAs that would be significantly affected during construction of the Proposed Scheme.

LCA Sensitivity of Magnitude of Level of effect LCA change to LCA Eton and Primrose Hill Residential LCA High Medium Moderate adverse Construction resulting in the loss of embankment vegetation, demolitions and the activity associated with large scale earthworks, tunnelling and the construction of retaining walls, shafts, the tunnel portal (in CFA 2) and portal and shaft headhouse buildings South Hampstead Station LCA Medium Medium Moderate adverse Construction resulting in the diversion of the pedestrian link to the Alexandra Road Estate, the loss of trees, demolitions and the activity associated with the construction of the shaft headhouse and building

Table 5: Significant landscape effects during construction Visual assessment

9.5.6 The most apparent changes to views during construction would relate to the presence of construction plant, demolitions, the loss of vegetation and other landscape elements. Most views of construction would be from locations close to the works but cranes would be visible in longer views along a small number of streets in the study area. Changes would be most notable at Regent’s Park Road in relation to the demolitions and presence of construction plant for the tunnel portal and tunnel approach ramp east of the Regent’s Park Road Bridge (within CFA 2); at Adelaide Road, Eton Road and King Henry’s Road due to the loss of vegetation, other landscape elements and the presence of construction activity; and at Alexandra Place, Belsize Road and Loudoun Road due to the demolition of an existing building, the loss of other landscape elements and the presence of construction activity.

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

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9.5.8 Table 6 summarises the views which would be significantly affected by the construction of the Proposed Scheme. The numbers in brackets identify the viewpoint locations which are shown on maps LV-11-02 and LV-11-03. The assessed level of effect is considered to be the maximum level at the height of construction activity in the view at each location. The duration of this effect would in most instances be less than the entire construction period and will be considered in the formal ES. An indicative construction programme is set out in Section 2.3 of this report.

Viewpoint Sensitivity of Magnitude of Level of effect visual receptors change to visual receptors Residential receptors Views north-east from Regent’s Park Road/Gloucester High Medium Moderate adverse Avenue junction and south-east from Regent’s Park Road (005-2-004 and 005-2-005 ) Foreground visibility of demolition, construction plant and the construction of the tunnel portal and approach ramp, partly screened from ground level by bridge parapet View south from Adelaide Road (005-2-007) High High Major adverse Foreground visibility of the loss of vegetation and the boundary wall, construction plant and the construction of retaining walls, the shaft and the headhouse building at Adelaide Road Views north from King Henry’s Road and south from High Medium Moderate adverse Eton Road (005-2-006 and 005-2-008) Middle-ground visibility of loss of vegetation, construction plant and the construction of retaining walls, the shaft and the headhouse building at Adelaide Road Views north from Alexandra Place (009-2-002) High High Major adverse Foreground view of the loss of trees, construction plant, demolition and the construction of the shaft and the headhouse building at Alexandra Place, filtered through existing trees Views west from Loudoun Road, south west from High Medium Moderate adverse Loudoun Road south from Belsize Road (009-2-003, 010-2-003 and 010-2-006) Foreground view of construction plant, demolition and the construction of the shaft and the headhouse building at Alexandra Place Transport receptors Views west from Alexandra Road, north-west along Low Medium Moderate adverse Loudoun Road and south from Loudoun Road/Hilgrove Road roundabout (009-4-001, 009-4-004 and 010-04-005) Foreground view of construction plant, demolition and the construction of the shaft and the headhouse building at Alexandra Place

Table 6: Significant visual effects during construction Likely residual significant effects

9.5.9 Due to the highly visible nature of the construction activities at the vent shaft sites there would be significant residual effects, as set out in Tables 5 and 6 above, although they would be temporary and reversible in nature, lasting only for the duration of the construction works. Residual effects would generally arise from the foreground visibility of construction activity, demolitions and vegetation removal from residential receptors and in linear views along streets in the study area.

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Further mitigation

9.5.10 Specific mitigation measures have not been finalised at this stage but could include:

• Retaining part of the existing wall along Adelaide Road during construction and where it cannot be retained, carefully demolishing the wall and storing the bricks so that parts of the wall could be rebuilt using the bricks; and • Restricting landtake at the shaft site at Adelaide Road during construction to reduce impacts on trees and other vegetation. 9.5.11 No further mitigation is considered practicable during construction. 9.6 Operation Assessment of impacts and mitigation

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

• The tunnel portal headhouse (located within CFA 2) has been substantially reduced in height to give it a long, low profile so that it would be lower than the egent’R s Park Road Bridge; and • An assumption that the vent building design for the Alexandra Road site incorporates security features so that additional security fencing is not required. 9.6.2 These measures have been taken account of in the assessment of the operational effects below. Landscape assessment

9.6.3 The potential significant effects on the landscape in026 2 (i.e. the assumed year of opening) would occur in the Eton and Primrose Hill Residential LCA and the South Hampstead Station LCA. In the Eton and Primrose Hill LCA, the presence of the tunnel shaft headhouse at Adelaide Road and associated security fencing, retaining walls, security lighting, areas of hard standing, the removal of the boundary wall and woodland from the railway embankment together with the demolition of the shops at 200 Regent’s Park Road resulting in a loss of active frontage; would result in an alteration to key characteristics of the LCA. At Alexandra Place, the replacement of an existing building with shop frontages and windows above, by a substantial building with largely blank façades, and the loss of active frontages would have an adverse effect on the setting of the Alexandra Road Conservation Area and the LCA.

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9.6.4 Table 7 summarises the LCAs that would be significantly affected by the Proposed Scheme in year one of operation (2026).

LCA Sensitivity of Magnitude of Level of effect to LCA change LCA42 Eton and Primrose Hill Residential LCA High Medium Moderate adverse Loss of active frontage and the presence of the headhouse building, areas of hard standing, security fencing and lighting and the loss of vegetation South Hampstead Station LCA Medium Medium Moderate adverse The loss of active frontage and the presence of a substantial building with blank façades

Table 7: Significant landscape effects during operation year 1 (2026) Visual assessment

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

9.6.6 The most apparent changes to views would be from viewpoints overlooking the shaft sites. At Adelaide Road the changes would be most notable from residential properties in Adelaide Road and King Henry’s Road. The area of woodland and scrub currently growing on the railway embankment would be replaced by a substantial new shaft headhouse building with associated security fencing, retaining walls and security lighting. The close views from Alexandra Place and the flats directly opposite the Alexandra Place shaft site would change as the shaft headhouse building would be more substantial than the existing building, have blank facades and result in the loss of a parade of shops.

9.6.7 Photomontages have been produced showing year one of the view during operation from viewpoints 005-1-012 at Primrose Hill (figure LV-12-07), 005-2-007 on Adelaide Road (figure LV-12-08) and 010-4-005 on Loudoun Road (figure LV-12-09) contained in the Volume 2 CFA 3 Map Book.

9.6.8 The protected view from Primrose Hill (005-1-012) would not be significantly affected although the demolition of existing towers close to the viewing corridor would improve the view of St Paul’s Cathedral.

9.6.9 The view of the Alexandra Place vent shaft from Loudon Road (010-4-005) would also not be significantly affected due to the form and scale of the proposed building being typical of the existing street scene.

41 In year one of operation, any new planting along the Proposed Scheme would be immature and therefore not help to integrate the Proposed Scheme into the landscape. As the plants mature, screening of the Proposed Scheme would improve. 57 CFA Report – Primrose Hill to Kilburn (Camden)/No 3 | Landscape and visual assessment

9.6.10 Table 8 summarises the visual receptors that would be significantly affected by the Proposed Scheme in year one of operation (2026).The numbers in brackets identify the viewpoint locations which are shown on maps LV-11-02 to LV-11-03.

Viewpoint Sensitivity Magnitude Level of effect of visual of change to visual receptors receptors43 Residential receptors View south from Adelaide Road (005-2-007) High High Major adverse Foreground visibility of the shaft headhouse building, security fencing, lighting, partially screened by the rebuilt brick boundary wall. Middle-ground view opened up towards the houses in King Henry’s Road and the flats of Primrose Hill Court beyond due to the loss of embankment vegetation View north from King Henry’s Road (005-2-006) High Medium Moderate adverse Middle-ground view of the shaft headhouse, security fencing, lighting and retaining walls. View opened up, due to the loss of embankment vegetation, of properties on Adelaide Road View north from Alexandra Place (009-2-002) High Medium Moderate adverse Foreground view of the shaft headhouse building View south-west from Loudoun Road (010-2-003) High Medium Moderate adverse Foreground view of the shaft headhouse building

Table 8: Significant visual effects during operation year 1 (2026) Likely residual significant effects

9.6.11 Due to the visibility of the proposed vent shaft locations, significant residual effects would remain as set out in Tables 7 and 8 above. Although the Proposed Scheme would be in tunnel, the residual effects would arise from a change in character in the vicinity of the vent shafts and the foreground visibility of the proposed structures from residential receptors. Further mitigation

9.6.12 Further measures being considered but which are not yet part of the design include:

• Restricting the area of hard standing at the vent shaft sites; • Designing shaft buildings to complement the character of their landscape setting and the setting of the listed buildings and conservation areas in their immediate surroundings; • Restoring the public realm at Alexandra Place by reinstating the raised walkway between the Alexandra Estate and Alexandra Place in a way that enhances the character of the conservation area and is appropriate to the distinctive architectural style of the Alexandra Estate; • Designing the shaft buildings so that security fencing can be omitted or limited in extent; and • Replanting trees and vegetation lost during construction where space permits.

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

58 CFA Report – Primrose Hill to Kilburn (Camden)/No 3 | Socio-economics 10 Socio-economics 10.1 Introduction 10.1.1 This section provides a summary of the assessment methodology and scope, environmental baseline, and likely significant economic and employment effects during construction and operation of the Proposed Scheme.

10.1.2 The need generally for a socio-economic assessment results from the potential for the Proposed Scheme to affect:

• Existing businesses and community organisations and thus the amount of local employment; • Local economies, including employment; and • Planned growth and development. 10.1.3 The beneficial and adverse socio-economic effects of the ProposedScheme are reported at two different levels: route-wide and CFA. Effects on levels of employment are reported at a route-wide level within Report 27 (route-wide effects). Localised effects on businesses and observations on potential local economic effects are described within eachCF A Report. 10.2 Policy framework 10.2.1 The main planning policy documents (and their status) applicable in this area are described in Section 2.1. 10.3 Assessment scope and key assumptions 10.3.1 The assessment scope and key assumptions for the socio-economic assessment is set out in Volume 1. 10.4 Environmental baseline 10.4.1 Section 2.1 provides a general overview of the CFA which includes data of specific relevance to socio-economics notably demographic and employment data. The following provides a brief overview in terms of employment, economic structure, labour market and business premises available within the Primrose Hill to Kilburn area.

10.4.2 The Primrose Hill to Kilburn area comprises a collection of residential and business communities and activities, entirely within the LBC.

10.4.3 In 2011 292,000 people worked in LBC.43 The employment rate44 for LBC residents in 2011 was 64% (118,000 people) which is in line with that recorded for both London and England (both 65%).45 As of September 2012 the unemployment rate in LBC stood at 7% compared to the England average of 8%.46 In 2011 51% of LBC residents aged 16 and over were qualified to National Vocational Qualification Level 4, compared with 38% in London and 27% in England, and 13% had no qualifications, which was lower than that recorded both for London (18%) and England (23%).

43 Office for NationalStatistics (ONS) (2012), Business Register and Employment Survey 2011. 44 proportion of working age (16-74 years) of residents that are in employment. 45 ONS (2011), Census 2011. 46 ONS (2012), Annual Population Survey.

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10.4.4 Within the LBC there is a wide spread of business types reflecting a diverse range of commercial services. The professional, scientific and technical services sector accounts for the largest proportion of businesses (31%), with the information and communication (11%), arts, entertainment, recreation and other services (10%), and retail (8%) sectors also accounting for relatively large numbers of businesses within the borough. This is shown in Figure 4.47 For comparison within the London region the professional, scientific and technical services sector accounts for the largest number of businesses (20%), with the information and communication (11%), arts, entertainment, recreation and other services (10%), and retail (8%) sectors also accounting for relatively large numbers of businesses within the region.48

Figure 4: Business sector composition in LBC and London49

Source – Office for National Statistics (2011), UK Business: Activity, Size and Location.

10.4.5 Data for quarter 3 of 2012, published by Jones Lang LaSalle, indicated there was 18.2 million sq. ft. of industrial and warehousing floorspace available (i.e. vacant) in Greater London.50 The London Borough of Camden Business Premises Study (2011) indicates that local availability of such premises is constrained, with vacancy estimated at 2% of a total stock of approximately 3.6 million sq. ft.51 10.5 Construction Assessment of impacts and effects

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

47 Figure 4 presents the proportion of businesses within each business sector in the borough but not the proportion of employment by sector. 48 ONS (2011), UK Business: Activity, Size and Location. 49 ‘Other’ includes Agriculture, forestry & fishing; Production; Motor Trades; Wholesale, Transport and Storage; Finance and Insurance; Property; Public administration and defence; and Education and Health sectors. 50 Jones Lang LaSalle (2012), UK Industrial Property Trends Today: Issue 3 (December 2012). 51 Roger Tym and Partners/LB of Camden Council (2011), Camden Business Premises Study.

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10.5.2 Construction of the Proposed Scheme would require the demolition of light industrial/studio accommodation at 63-81 Loudoun Road. There is availability of alternative industrial premises in Greater London. However availability of premises of this type within LBC is constrained (vacancy rates at 2% of total stock).

10.5.3 It is estimated that the Proposed Scheme would result in the displacement or possible loss of around 50 jobs52 within the study area. Taking into account the availability of alternative premises, skill levels of local people and the relatively healthy local economy, the displacement or possible loss of jobs is considered to be relatively modest compared to the scale of economic activity and opportunity in the area.

10.5.4 There are plans to locate the main construction site compounds for the Proposed Scheme at the following locations:

• Adelaide Road; and • Alexandra Place. 10.5.5 The use of these sites could result in the creation of up to 500 person years of construction employment53 that, depending on skill levels required and the skills of local people, are potentially accessible to residents in the locality and to others living further afield. It could also lead to opportunities for local businesses to supply the project or to benefit from expenditure of construction workers. Quantification of direct and wider construction employment effects are captured at a route wide level (see Report 27 (route-wide effects)).

10.5.6 Specific discretionary enhancement measures, such as business support, supply chain engagement and local construction skills development initiatives, to enhance local business performance will be agreed between HS2 Ltd and relevant stakeholders. Likely residual significant effects

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

10.6.1 The Proposed Scheme would create direct and wider operational employment opportunities at locations along the route including stations, train crew facilities and infrastructure/ maintenance depots. Although no plans exist to locate these facilities within this area, it is considered possible that both direct and wider operational employment opportunities could be accessed by residents of the Primrose Hill to Kilburn area, particularly given the proximity to Euston station. Operational effects are captured and assessed at a route wide level (see Report 27, route-wide effects). Likely residual significant effects

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

52 Employment within businesses has been estimated through a combination of sources, for example, surveys of businesses, the Experian employment dataset, employment floor space and the Homes and Communities Agency (HCA) Employment Density Guide (2010). The estimate is calculated using standard employment density ratios and estimates of floor areas and may vary significantly from actual employment at the sites. 53 Construction labour is reported in construction person years, where one construction person year represents the work done by one person in a year composed of a standard number of working days.

61 CFA Report – Primrose Hill to Kilburn (Camden)/No 3 | Sound, noise and vibration 11 Sound, noise and vibration 11.1 Introduction 11.1.1 This section provides a summary of the likely significant noise and vibration effects associated with the construction and operation of the Proposed Scheme. This section should be read in conjunction with Volume 1. 11.2 Policy framework 11.2.1 The policy framework for sound, noise and vibration and the key assumptions are set out in Volume 1. 11.3 Assessment scope and key assumptions 11.3.1 The approach to the assessment of sound, noise and vibration is set out in Volume 1. Assumptions

11.3.2 In addition to the assumptions given in Volume 1, the following assumptions apply to this area.

11.3.3 Tunnel Boring Machines (TBMs) would be used to excavate the tunnels. It has been assumed that materials (including tunnel lining segments), people and equipment would be transported from the surface to the TBM using small construction trains, which would travel at relatively low speeds. It has been assumed that significant noise and vibration effects arising from use of the temporary railway would be avoided through appropriate design and maintenance specification.

11.3.4 The engineering design of tunnels, their portals and vent shafts, will ensure passenger comfort in tunnels. This design will also avoid any significant airborne noise effects caused by the tunnel portals.

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

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

11.3.7 16 trains per hour in each direction have been assumed during the day between 07:00 and 21:00 in the main line tunnels and three trains per hour in each direction in the HS1 Link tunnel.

11.3.8 Passenger services have been assumed to operate at up to 230kph in this area, with speeds reducing towards Euston station.

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11.3.9 For the operational railway, it is assumed that ground-borne noise and vibration will be mitigated at source in so far as is reasonably practicable. A particular assumption is optimised low vibration slab track is installed (equivalent to that installed on HS1 London tunnels). It is also assumed that the maintenance regime will be specified to reduce noise and vibration. 11.4 Environmental baseline 11.4.1 The Proposed Scheme, with the exception of the two vent shafts at the surface, is in tunnel throughout this area. The baseline sound environment around the vent shaft site at Alexandra Place is typical for an urban situation, with existing levels determined by the nearby North London Line and the A41 Finchley Road. The baseline sound environment around the vent shaft site at Adelaide Road is typical for an urban situation given the proximity of the North London Line, the A502 Chalk Farm Road and Adelaide Road.

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

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

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

11.5.3 TBMs would be used to excavate the tunnels. The tunnel drives are proposed to be launched and supported from Old Oak Common. Each TBM would be likely to generate ground-borne noise and vibration impacts but only at receptors within a close distance of the centre line of the tunnels and only for short periods of time (a few days). Overall, the deeper the tunnel the lower the impact. The perceptible noise and vibration would increase as each TBM approaches and diminish as it moves away from the receptor. It has been assumed that the drives would be staggered in time so there would be no combined effect from them.Vibration from TBMs will present no risk of any building damage.

11.5.4 The effects of vibration fromTBMs on building occupants will be short term (a matter of days) and hence they are not considered to be significant. Proactive and advanced community relations in advance of the TBM passing under properties would help manage expectations and allay possible concerns over the short term presence of vibration.

11.5.5 Potential construction noise or vibration impacts could occur on the receptors closest to the construction areas in the following communities:

• In the vicinity of Alexandra Place arising from construction activities associated with the construction of the vent shaft (refer to Section 2.2/2.3 and to map CT-05: Construction features); and • In the vicinity of Adelaide Road arising from construction activities associated with the construction of the vent shaft (refer to Section 2.2/2.3 and to map CT-05: Construction features).

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Likely residual significant effects

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

11.5.7 Further work is being undertaken to confirm the likely significant effects and identify any site specific mitigation considered necessary in addition to the general measures set out in the draft CoCP. Any site specific mitigation will be presented in the formal ES and will include an estimate of the number of properties that may qualify for noise insulation or temporary re- housing under provisions set out in the draft CoCP. 11.6 Operation Assessment of effects and mitigation

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

11.6.2 At this stage, it is not anticipated that there would be any potentially significant ground-borne noise or vibration effects in this area. This will be confirmed in the formal ES.

11.6.3 At this stage it is not considered that there would be potentially significant noise or vibration effects arising from changes to existing roads. This will be confirmed in the formal ES. Likely residual significant effects

11.6.4 Further assessment work is being undertaken to confirm operational sound and vibration significant effects, including those at non-residential receptors and quiet areas (as necessary on a receptor-by-receptor basis). This will be reported in the formal ES both as impact plans and tables. This further assessment work may result in further mitigation.

64 CFA Report – Primrose Hill to Kilburn (Camden)/No 3 | Traffic and transport 12 Traffic and transport 12.1 Introduction 12.1.1 This traffic and transport section describes the likely impacts and effects on all transport modes arising from the construction and operation of the Proposed Scheme within the Primrose Hill to Kilburn (Camden) CFA. 12.2 Policy framework 12.2.1 Within the LBC the relevant regional and local policy documents comprise The London Plan 2011, the Mayor’s Transport Strategy54, LBC’s Local Development Framework and Transport Strategy55 and the Euston Opportunity Area planning framework.56

12.2.2 The London Plan 2011 sets out the strategic planning guidance for London planning authorities over the next 20-25 years and has a number of policies of relevance to the Proposed Scheme and Euston Station including Policies 6.1 and 6.4. These note that public transport capacity should be increased by exploring the scope for high speed rail services.

12.2.3 The Mayor’s Transport Strategy sets out the Mayor’s vision for London and describes how Transport for London (TfL) and its partners, including the London boroughs, will deliver that vision. The Mayor’s Transport Strategy sets out a number of overarching transport priorities and contains a number of policies relevant to the Proposed Scheme. These policies include the following points of reference: Policy 5.2 Proposals to manage and enhance the transport system – National Rail, Crossrail, Thameslink, London Overground, DLR and Tramlink and Policy 5.3.4 Station Congestion Relief.

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

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

12.2.6 LBC, the Greater London Authority (GLA) and TfL are jointly producing a Euston Area Plan which will provide a single strategic planning document for the Euston area and will ensure that any potential opportunities associated with the Proposed Scheme are maximised. It is understood that the Euston Area Plan will be adopted. 12.3 Assessment scope and key assumptions 12.3.1 The scope and methodology of the traffic and transport assessment is set out inV olume 1.

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

12.3.3 The impact of construction traffic has been assessed on the assumption that all excavated material from the work sites would be removed by road, although investigation will continue to establish the possibility of movement by rail. The construction traffic assessment may be updated for the formal ES.

54 Mayor of London (2010) Mayor’s Transport Strategy. London, Greater London Authority. 55 London Borough of Camden (2011) Camden’s Transport Strategy 2011. 56 Euston Area Plan, What is the Euston Area Plan?; http://www.eustonareaplan.info/about/. Accessed 14 February 2013.

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12.4 Environmental baseline 12.4.1 A combination of desktop research and observational traffic and transport surveys have been undertaken in order to understand the 2012 baseline transport situation in the vicinity of the work sites. In the context of this assessment, traffic and transport impacts resulting from the construction and operation activities at the Adelaide Road and Alexandra Place work sites have been considered.

12.4.2 Transport models and accident data has been sourced from TfL and other stakeholders. All transport modes have been surveyed including private vehicles, public transport, walking, cycling and taxis, with the data supplemented by information from TfL.

12.4.3 Survey and model data indicates that the A41 Finchley Road Transport for London Road Network (TLRN) is particularly prone to congestion in peak periods. For further details of major roads in the area, see map CT-02-INDEX-CFA3. Parking in the vicinity of the work sites is generally confined to designated permit holder, disabled spaces, pay and display, motorcycle and car club bays within Controlled Parking Zones. Parking surveys indicate that weekday parking demand in the vicinity of the Adelaide Road site is generally within capacity, with much lower demand at weekends. Surveys also suggest that parking in the immediate vicinity of the Alexandra Place work site is also generally within capacity during weekdays and with much lower demand on weekends. However, weekday and weekend parking demand was surveyed to be much higher to the east and south of the site, with demand outstripping supply by almost twice on routes leading to and from Finchley Road.

12.4.4 The two vent shafts are located adjacent to Adelaide Road and Alexandra Place respectively. Adelaide Road and Alexandra Place have been assessed as these work sites are expected to generate construction traffic, which could impact on the local area.Adelaide Road is a single carriageway bi-directional ‘B’ class road. A traffic-calmed 20mph zone is located in the streets to the north of the Adelaide Road work site.

12.4.5 Alexandra Place is a minor residential access road which connects with Loudoun Road in broadly a crescent shape. Pedestrian access from Rowley Way to and from Alexandra Place/ Loudoun Road is obtained via the Langtry Walk raised walkway. Parking demand in some streets in the vicinity of the Alexandra Place work site experience a high level of parking stress.

12.4.6 Two day time bus and two night bus routes serve Adelaide Road and there are three bus stops in close proximity to the work site. There are no bus routes adjacent to the Alexandra Place work site. The closest bus routes and stops are located to the north along Belsize Road and Hilgrove Road and to the east along Finchley Road.

12.4.7 Chalk Farm London Underground station is located at the eastern end of Adelaide Road. Approximately 4,600 passengers are estimated to use Chalk Farm underground station in the morning. The Alexandra Place site is located adjacent and immediately south of South Hampstead London Overground station. Approximately 500 passengers are estimated to use South Hampstead station in the morning.

12.4.8 Surveys recorded higher levels of pedestrian activity on the northern footway of Adelaide Road; approximately 1,000 movements at the Chalk Farm end as opposed to around 60 two- way movements on the southern footway during the morning peak hour of 08:00 to 09:00. There are no public rights of way in the vicinity of the work site. Surveys recorded fewer than 100 two-way pedestrian movements along the northern arm of Alexandra Place during the morning peak hour of 08:00 to 09:00.

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12.4.9 Adelaide Road is not part of a recognised cycle route but there are several signed routes to the north. Alexandra Place is located directly off a signed TfL cycle route on Loudoun Road. For details of National Cycle Routes in the area, refer to map CT-02-INDEX-CFA3.

12.4.10 The forecast baseline reflects wider area population and employment changes and major developments with planning consent, but the overall effect on the local network is expected to be limited. However, the existing congestion levels are expected to extend over longer peak periods. Public transport demands are also expected to increase.

12.4.11 Accident traffic data has been obtained from TfL for the period from March 2009 – March 2012. Analysis shows that there were a total of two accidents in the vicinity of the Adelaide Road site over the three year period, both of which were recorded as slight. The main clusters of accidents in the wider area were recorded along Chalk Farm Road to the east. For the Alexandra Place area, there was a single serious accident on Loudoun Road in the vicinity of the site over the same period with the majority of accidents in the wider area recorded at the Swiss Cottage Gyratory to the east.

12.4.12 The closest waterway is the Regents Canal located approximately 1km to the south-east. For further details of canals in the area, see map CT-02-INDEX-CFA3.

12.4.13 The future baseline traffic volumes have been calculated by applying growth factors derived from TEMPRO for the future years of 2021, 2026 and 2041. The factors have been derived for the individual road types and relevant boroughs. No other changes to the traffic and transport baseline are anticipated in the Primrose Hill to Kilburn area. 12.5 Construction Assessment of impacts and mitigation

12.5.1 Within the Primrose Hill to Kilburn section, there will be a number of temporary impacts related to the main construction site compounds at Adelaide Road and Alexandra Place; however, most of the traffic and transport effects have been removed by the route being in tunnel under this CFA.

12.5.2 The principal impacts of the Proposed Scheme during the construction phase relate to changes to the highway network due to road closures and other restrictions, which would affect highway vehicles, buses, taxis, cyclists and pedestrians. otentialP mitigation measures may include maintaining a limited traffic flow (e.g. through one-way or shuttle working or limiting closures to off peak or weekend periods only).

12.5.3 An initial assessment of construction traffic trip generation has been undertaken for the sites within this CFA and expected daily numbers of trips are indicated in Table 9 below. These are subject to change as the design progresses.

Compound Location Access Estimated Typical daily number of 2-way type duration of trips use Light Goods Heavy Goods Vehicles Vehicles (LGVs) (HGVs) Main site Adelaide Road Adelaide Road 8 years Inc. <100 Main site Alexandra Place Alexandra Place 3 years Inc. <100

Table 9: Typical vehicle trip generation for site compounds in this area

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12.5.4 Levels of traffic generated by construction activities at the main site compounds throughout the construction period are not expected to exceed 50 trucks per day in each direction (total inbound and outbound), which is small in comparison to the wider area traffic flows. For the main roads near the sites, the change will generally represent an increase of less than 10% in the peak hour, which is regarded as not significant. Further certainty on construction traffic movements will be available as the design progresses (i.e. it will be known in time for the transport assessment included with the formal ES).

12.5.5 The levels of traffic and the access arrangements, together with the controls imposed by the CoCP means that construction traffic is not expected to have a significant impact on traffic levels on roads around the work sites. For details of construction traffic routes, refer to Section 2.3 and map CT-05-INDEX-CFA3.

12.5.6 The measures in the draft CoCP include HGV management and control measures. Local proposals relevant to each CFA for the management of construction traffic, including any required alterations to local roads, proposed access routes for site traffic and for all heavy vehicle movements would be set out under LEMPs. For further information, refer to the draft CoCP. A project framework travel plan would incorporate travel planning measures and would include the need for a project-wide travel plan manager, initial travel surveys during construction and a monitoring framework to reduce construction impacts.

12.5.7 Works at the Adelaide Road and Alexandra Place sites is expected to include impacts such as temporary closure of the footway and temporary relocation of uncontrolled pedestrian crossings. Additionally, for Adelaide Road temporary closure of the carriageway is expected be required. The effects of these impacts would be mitigated through measures such as pedestrian and cycle diversions and temporary traffic management to maintain alternate shuttle working. Work at the Adelaide Road site is also expected to require the suspension and relocation of existing bus stops. However, with shuttle working traffic management arrangements, bus diversions would not be required. Access to the Alexandra Place site would be difficult for construction vehicles due to its narrow width and tight corner radii and subject to detailed design, a number of parking bays are likely to require temporary suspension. An uncontrolled pedestrian crossing opposite the Alexandra Place site on Loudoun Road is also likely to require relocation to accommodate turning construction vehicles.

12.5.8 It is likely that construction would require the extension of the Alexandra Place work site boundary into part of the Alexandra Place public highway resulting in additional pedestrian and cycle diversions. This would also result in temporary suspension of seven designated permit holder spaces and one car club parking space. The site extension would also result in the loss of vehicular through movements. To maintain servicing access to nearby properties, it would be necessary to convert the remaining portion of Alexandra Place to two-way working and provide a temporary turning head within the car park of Dinerman Court. Emergency vehicle access and egress to properties off Alexandra Place would also need to be provided for and alternative arrangements identified. Bus operations are not expected to be affected.

12.5.9 The application of measures set out within the draft CoCP would limit disruption to pedestrian and cycle routes by: minimising the need for, and duration of, diversions; providing clear signage of diversions; ensuring they are suitable for mobility-impaired users; and providing controls at site accesses to ensure safety. For details of site access roads, see map CT-06- INDEX-CFA3.

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12.5.10 Works in Adelaide Road resulting in the closure of the southern footway would require a diversion of 28m or an additional 25 seconds journey time. A potential temporary closure of part of Langtry Walk public walkway connecting Rowley Way with Alexandra Place/Loudoun Road may result in restricted pedestrian access and a diversion of 94m or an additional 1 minute 25 seconds journey time. Alternative access to Loudoun Road for Rowley Way residents may therefore need to be identified.

12.5.11 Additional information on potential footpath diversions can be found in map CT-06-INDEX-CFA3. Likely residual significant effects

12.5.12 A number of traffic and transport impacts as a result of the ProposedScheme in the Primrose Hill to Kilburn section would have residual effects on all modes to some extent.These effects are likely to include pedestrian, cycle and vehicular diversions and delays and bus stop relocations/suspensions. Priority will be given to limiting effects on walk, cycle, bus, servicing and emergency modes.

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

12.5.14 There would not be any significant effects on LondonUnderground or Overground services, network or passenger journey times during construction.

12.5.15 The temporary suspension of seven permit holder and one car club designated parking spaces near the Alexandra Place satellite construction site compound would constitute a minor significant effect. The impact on taxi operations is expected to be confined to limited loss of kerbside pick-up/set down facility and the effect is considered to be minor.

12.5.16 The accident data for the 36-month period from April 2009 to March 2012 revealed the greatest proportion of accidents in the Adelaide Road area occurred at the eastern end near its junction with Haverstock Hill. There were no accidents involving pedestrians or cyclists in the vicinity of the proposed Adelaide Road main site compound. Accident data for the Alexandra Place site for the same period showed that the greatest proportion of accidents occurred to the immediate east, in the vicinity of the Swiss Cottage Gyratory. There were no accidents involving pedestrians or cyclists in the vicinity of the proposed Alexandra Place main site compound.

12.5.17 While the underlying risks of collisions should be lower near the work sites (due to reduced or no general traffic), a small residual risk of collisions during the construction period would remain as a result of construction vehicle movements into and out of the work sites; however this is not anticipated to be significant.

12.5.18 Pedestrian diversions associated with any closure of the Adelaide Road southern footway are not expected to be significant. The use of shuttle working arrangements past the site is not expected to result in any significant impacts to cyclists or general traffic.

12.5.19 The closure of through passage in Alexandra Place for all modes and partial closure of Langtry Walk is not expected to constitute a significant effect as diversions would be minimal. However, the adoption of Dinerman Court car park for vehicle turn-around would result in a temporary loss of private parking in excess of 10 spaces and would represent a minor local effect.

12.5.20 Severance effects for both the Adelaide Road and Alexandra Place sites are not expected to be significant due to the short diversions required.

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Further mitigation

12.5.21 Where road closures or additional construction vehicle traffic would result in junctions experiencing increased congestion beyond predefined criteria, reasonable schemes would be developed to mitigate the effects. These remain under consideration and could include signal timing adjustments, junction reconfiguration, travel demand management schemes, bus priority and pedestrian crossing facilities. Possible mitigation would be developed and confirmed in consultation with TfL and LBC. 12.6 Operation Assessment of impacts and mitigation

12.6.1 During the operational phase, it is expected that the highway and any parking/loading arrangements will be reinstated to their pre-construction condition with no permanent effects except for where maintenance access requirements may result in a limited localised loss of parking (one to two spaces) in Alexandra Place adjacent to the site or the southern side of Adelaide Road adjacent to the site. Likely residual significant effects

12.6.2 There would not be any significant effect on cidentsac and safety risks during HS2 operation for any of the links/junctions within the study area.

70 CFA Report – Primrose Hill to Kilburn (Camden)/No 3 | Water resources and flood risk assessment 13 Water resources and flood risk assessment 13.1 Introduction 13.1.1 This section provides a summary of the likely impacts and significant effects on water resources and flood risk as a result of the construction and operation of the ProposedScheme. The assessment considers effects on surface water resources, groundwater resources and flooding risk. 13.2 Policy framework 13.2.1 The planning policy documents (and their status) applicable to Proposed Scheme in this area are described in Section 2.1. Policies of relevance to water resources and flood risk are set out below.

13.2.2 The London Plan requires that new developments adhere to measures set out in the NPPF and requires that:

• A strategy of safe evacuation can be followed under flood conditions; • Key services, including electricity, water etc. will continue to be provided under flood conditions; • Developments are designed for quick recovery following a flood; and • The integrity of flood defences is provided and, wherever possible, development should be set back from the banks of watercourses and those defences. 13.2.3 Policy 5.12 of the London Plan states that development proposals must comply with flood risk assessment and management requirements set out in Planning Policy Statement 25 (PPS25) (now replaced by the NPPF). A number of other relevant policies are included:

• Policy 5.3 requires that sustainable design standards are integral to construction and operation, and are considered at the beginning of the design process. Policy 5.13 states that development should utilise sustainable drainage systems (SuDS), unless there are practicable reasons for not doing so, and should achieve greenfield run-off rates unless there are good reasons not to; • Policy 5.14 ensures that adequate wastewater infrastructure capacity is available in tandem with development and seeks to protect and improve water quality having regard to the River Basin Management Plan57; and • Policy 5.15 states that development should minimise the use of mains water, incorporating water saving measures. 13.2.4 The Primrose Hill to Kilburn area falls within the LBC, although policies from WCC have also been considered as the borough lies immediately adjacent to the area of permanent and temporary landtake. A number of policies from the Camden Core Strategy, the Camden Development Policies, the Westminster Core Strategy and the saved polices of the Westminster UDP seek to protect water resources and enhance flood protection measures. These seek:

• To make Camden a water efficient borough and minimise the potential for surface water flooding – Policy CS13 of Camden’s adopted Core Strategy;

57 Environment Agency (2009) River Basin Management Plan, Thames River Basin District.

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• To require development to be resilient to climate change by ensuring schemes include appropriate adaptation measures, such as limiting run-off and reducing water consumption – Policy DP22 of Camden’s Development Policies; • To ensure that developments are assessed for groundwater flood risks in areas where historic groundwater streams are known to have been present – Policy DP23 of the Camden Development Policies document; and • To require developments to reduce their water consumption and the risk of flooding – Policy DP23 of Camden’s Development Policies, CS29 and CS44 of the Westminster Core Strategy, Saved Policy RIV12 of the Westminster UDP. 13.2.5 In relation to other guidance documents used in the assessment the following are considered important:

• The Mayor’s Water Strategy58; • The London Regional Flood Risk Appraisal (2009)59; • North London Strategic Flood Risk Assessment (2008)60; and • LBC Preliminary Flood Risk Assessment (PFRA) (2011).61 13.3 Assessment scope and key assumptions 13.3.1 The assessment scope and key assumptions for the water resources and flood risk assessment is set out in Volume 1.

13.3.2 The assessment of surface water resources and flood risk focuses on theGrand Union Canal (Regents Canal).

13.3.3 The groundwater resources assessment focuses on aquifers that are present within the Chalk bedrock and overlying deposits. There are no groundwater dependent ecosystems in this area. 13.4 Environmental baseline 13.4.1 The area is heavily urbanised with no surface watercourses present and all drainage passing directly into Thames Water’s combined sewer system. The route passes under the Grand Union Canal (Regent’s Canal), near Fitzroy Bridge. The EA predicts ecological water quality of the canal by 2015 to be the same as current conditions (“good to moderate”). There are no water pollution incidents recorded by the EA in this section of the route.

13.4.2 The geological sequence underlying the route comprises the London Clay Formation. The geology beneath the London Clay comprises, in turn: the Harwich Formation (at least locally); the Lambeth Group (also termed the Woolwich and Reading Formations); the Thanet Sand Formation; and the Chalk Group, a succession of soft white limestone.

13.4.3 The Proposed Scheme would be constructed within the London Clay Formation that are classified as a ‘non aquifer’ (i.e. unproductive strata) and would therefore not affect abstractions in the deep Chalk aquifer. No superficial deposits or shallow perched groundwater are expected to be encountered.

13.4.4 The London Clay is classified as unproductive strata and is not assessed under theWFD. The underlying Chalk aquifer has not been assessed within this study area since the Proposed Scheme would be constructed within the London Clay.

58 Mayor of London (2011) Securing London’s Water Future, The Mayor’s Water Strategy. London, Greater London Authority. 59 Mayor of London (2009) London Regional Flood Risk Appraisal. London, Greater London Authority. 60 North London Waste Authority (2008) Strategic Flood Risk Assessment. 61 London Borough of Camden (2011) Preliminary Flood Risk Assessment for London Borough of Camden.

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13.4.5 There is one groundwater abstraction for public water supply with a SPZ2 that crosses the route. Abstraction from this source is considered to be within the Chalk aquifer and the deepest excavations and foundations do not penetrate below the overlying non aquifers.

13.4.6 The route does not cross any areas of Flood Zone 2, Flood Zone 3 or areas at ‘moderate’ (or greater) susceptibility of groundwater flooding.

13.4.7 The North London SFRA reports that a large area in the north of the LBC was affected by surface water flooding in August 2002 and in 1975 as a result of heavy rainfall inundating the public sewer system.

13.4.8 The PFRA for the LBC states that surface water flooding also occurred within the borough during the July 2007 flooding event. The PFRA identifies an area of increased risk of surface water flooding within the existing railway cutting on the approach to EustonStation where surface water depths greater than 1.5m are predicted to occur during the 1 in 100-year event including an allowance for climate change. 13.5 Construction Assessment of impacts and mitigation

13.5.1 The draft CoCP sets out the measures and standards of work that would be applied to the construction of the Proposed Scheme. It would provide effective management and control of the impacts during the construction period including those required for utility diversions and strengthening, compensation grouting, and tunnelling and vent shaft construction.

13.5.2 The draft CoCP includes the following provisions:

• Implementing, in consultation with the EA, a surface water and/or groundwater monitoring plan as required, particularly in relation to works which may affect groundwater sensitive areas; • Undertaking risk assessments associated with excavation work and impacts on surface water; groundwater; abstractions; aquifers and private water supplies; • Preparing site specific flood risk management plans for those areas at risk of flooding; • Following the measures outlined for the provision of suitable site drainage, for the storage and control or oils and chemicals and to mitigate against accidental spillages; and • Undertaking, as required, further pre-construction monitoring to establish baseline water quality conditions for watercourses; groundwater and during construction works. This would enable the effectiveness of those mitigation measures introduced to limit pollution risk to be monitored and any pollution incidents to be identified. 13.5.3 Although the route passes through one SPZ2 for a public water supply, abstraction from this source is considered to be within the Chalk aquifer, whilst excavations and foundations would be no deeper than the upper Lambeth Group and within non aquifers. With application of the CoCP and consideration that no works should penetrate the Chalk aquifer, no mobilisation of contaminants in the deep Chalk groundwater would be expected. There would be no impact on groundwater receptors, resulting in a neutral effect on groundwater and thus not significant.

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13.5.4 The vent shaft sites, access roads and associated construction compounds would have modest requirements for construction water and drainage to local sewers. The measures outlined within the CoCP would include drainage quality and flow requirements to be applied to construction sites and work areas. No direct discharges would be made. Discharges to sewer would be conducted in accordance with the utility provider conditions, limiting flows where necessary. This would ensure that there would be no adverse effects on surface water quality or flows associated with construction.

13.5.5 Activities for utility diversions and strengthening, compensation grouting, tunnelling and vent shaft construction would all be governed by the CoCP. This would limit any potential impacts from the release of surface waters which may adversely impact either water quality (e.g. sediment or contaminants) or quantity (e.g. increased run-off rates or volumes) in the surrounding receptors, principally the combined sewer system. The impact on surface water receptors is therefore negligible, resulting in a neutral effect on surface water, and thus not significant.

13.5.6 The Adelaide Road Vent Shaft construction work site would be located within an area at risk of surface water flooding. During the construction stage there is a risk of flooding in terms of inundating excavations, damage to plant and materials used on-site and the safety of the construction workforce. The construction areas that are located within flood risk areas will be identified and reported in the FRA. However, the construction would not significantly alter local overland flow paths and therefore the impact of the construction works on surface water flooding is negligible, resulting in a neutral effect on local receptors and thus not significant.

13.5.7 No mitigation is required additional to that provided through the draft CoCP. Likely residual significant effects

13.5.8 No significant residual effects on the water environment or flood risk are anticipated. 13.6 Operation Assessment of impacts and mitigation

13.6.1 The Proposed Scheme has been designed to control impacts on the water environment through the following:

• Drainage has been designed to reduce the rate and volume of run-off from the railway and prevent an increase in flood risk; • Sustainable Drainage Systems (SuDS) would also provide opportunities to reduce the effect of runoff on water quality by reducing potential contaminants through filtration, vegetative adsorption or settlement; and • Best practice pollution control guidance would be adopted for the maintenance of the Proposed Scheme. 13.6.2 Due to the urban nature of the area and alignment of the scheme in tunnel, and associated geology and ground quality restrictions, there is limited potential for the incorporation of naturalised SuDS features within the surface water drainage provided. Where possible, suitable SuDS would be incorporated (e.g. around the vent shafts) prior to discharge to the receiving Thames Water sewer infrastructure.

13.6.3 All drainage, including fire fighting discharges, would discharge to sewer under an appropriate Thames Water consent covering water quality and runoff rates. No adverse impact would be anticipated and minor positive impacts to surface water runoff may result.

74 CFA Report – Primrose Hill to Kilburn (Camden)/No 3 | Water resources and flood risk assessment

13.6.4 The overall impact on flooding from all sources during operation is negligible and the effect to property and the water environment is neutral and therefore not significant.

13.6.5 Although the route passes through one SPZ2 for a public water supply, abstraction from this source is considered to be within the Chalk aquifer, whilst underground structures and foundations would be no deeper than the upper Lambeth Group and within non aquifers. There is no impact on groundwater receptors and thus there is a neutral effect on groundwater and therefore not significant. Likely residual significant effects

13.6.6 No significant residual effects on the water environment or flood risk are anticipated.

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78 HS2 London-West Midlands May 2013

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