CROSSRAIL PLUMSTEAD SIDINGS
ENVIRONMENTAL STATEMENT VOLUME 1
Document Number: C122-OVE-T1-XST-CR148-50004 Submission Ref. GRE/2/9
Document History:
Revision: Date: Prepared by: Checked by: Approved by: Reason for Issue:
1.0 23/8/2013 Vic Buljubasic Paul White Rob McCrae Draft ES for Client review
2.0 15/10/2013 Vic Buljubasic Paul White Rob McCrae TWAO Application
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Contents
Abbreviations ...... 8 PART I Background ...... 9 1 Background ...... 10 1.1 Overview of the Proposed Development ...... 10 1.2 Crossrail Context ...... 11 1.3 Crossrail Act Deemed Planning Permission ...... 11 1.4 Requirement for a Transport and Works Act Order ...... 12 1.5 Requirement for an Environmental Impact Assessment ...... 13 1.6 Need for the Development ...... 15 1.7 Site Selection and Alternatives ...... 16 PART II Proposed Development ...... 18 2 Proposed Development ...... 19 2.1 Site Location ...... 19 2.2 Site Description ...... 19 2.3 Site Conditions for TWAO Application ...... 20 2.4 Functional Requirements of the Proposed Development ...... 21 2.5 Proposed Site Layout ...... 22 2.6 Proposed Construction Works and Programme ...... 24 2.7 Operational Use ...... 25 PART III EIA ...... 26 3 Environmental Impact Assessment...... 27 3.1 Background ...... 27 3.2 Scoping ...... 28 3.3 Baseline ...... 29 3.4 Preparation of the Environmental Statement ...... 30
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4 Assessment and Methodology ...... 30 4.1 Approach and Assumptions ...... 30 4.2 Baseline Data Collection ...... 32 4.3 Consultation ...... 32 4.4 Alternatives ...... 33 4.5 Cumulative Impacts ...... 33 4.6 Impacts of the Proposed Development on the Crossrail Project ...... 35 5 Noise ...... 37 5.1 Introduction ...... 37 5.2 Review of Proposed Development and Potential Issues ...... 37 5.3 Scoping and Consultation ...... 37 5.4 Methodology ...... 38 5.5 Assumptions and Limitations ...... 44 5.6 Baseline ...... 47 5.7 Assessment ...... 50 5.8 Cumulative Impacts ...... 54 5.9 Mitigation Measures ...... 56 5.10 Residual Impacts ...... 57 5.11 Assessment Summary Matrix ...... 58 6 Landscape, Townscape and Visual Amenity ...... 59 6.1 Introduction ...... 59 6.2 Review of Proposed Development and Potential Issues ...... 60 6.3 Scoping and Consultation ...... 60 6.4 Methodology ...... 61 6.5 Assumptions and Limitations ...... 65 6.6 Landscape/Townscape Baseline ...... 65 6.7 Visual Baseline ...... 69 6.8 Assessment of the Likely Significant Impacts ...... 73 6.9 Cumulative Impacts ...... 77 6.10 Mitigation Measures ...... 78 6.11 Residual Impacts ...... 80 6.12 Assessment Summary Matrix ...... 80
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7 Lighting ...... 82 7.1 Introduction ...... 82 7.2 Review of Proposed Development and Potential Impacts ...... 82 7.3 Scoping and Consultation ...... 84 7.4 Methodology ...... 85 7.5 Assumptions and Limitations ...... 88 7.6 Baseline ...... 89 7.7 Assessment ...... 91 7.8 Cumulative Impacts ...... 91 7.9 Mitigation Measures ...... 92 7.10 Residual Impacts ...... 92 7.11 Assessment Summary Matrix ...... 93
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List of Tables
Table 4-1: Activities Associated with Temporary Railhead Operation Table 5-1: Noise Insulation Trigger Levels Table 5-2: Significance Criteria for Operational Noise Assessment Table 5-3: List of Noise Sensitive Receptors Table 5-4: Noise Climate Table 5-5: Predicted Worst Case Daytime Noise Levels during Construction of the Crossrail Plumstead Sidings Table 5-6: Noise Levels from Items of Fixed Plant Table 5-7: Noise from Trains Moving on Sidings and Wheeled Loaders during night time operation of facility Table 5-8: Activities Associated with Temporary Railhead Operation Table 5-9: Cumulative noise predictions during temporary railhead operation and construction of the Proposed Development Table 5-10: Noise Assessment Summary Matrix Table 6-1: Sensitivity of the Landscape/Townscape Table 6-2: Sensitivity of Visual Receptors Table 6-3: Definitions of Magnitude for Landscape/Townscape Assessment Table 6-4: Definitions of Magnitude for Visual Amenity Assessment Table 6.5: Evaluation of Levels of Significance of Impacts on Landscape/Townscape and Visual Amenity Table 6-6: Visual Receptor Groups Table 6-7: Visual Impacts during the Construction Phase Table 6-8: Visual Impacts during the Operational Phase Table 6-9: Activities Associated with Temporary Railhead Operation Table 6-10: Summary Matrix of Landscape/Townscape and Visual Impacts Table 7-1: Definitions of Magnitude Table 7-2: Evaluation of Receptor Sensitivity Table 7-3: Evaluation of Levels of Significance for impacts on Visual Amenity Table 7-4: Visual Receptor Impacts Table 7-5: Obtrusive Light Assessment Summary Matrix
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Appendices contained in Crossrail Plumstead Sidings Environmental Statement Volume 2 (C122-OVE-T1-XST-CR148-50006):
Appendix 01 - Proposed Development Site Boundary Appendix 02 - Royal Borough of Greenwich Decision Notice for Temporary Railhead Appendix 03 - Design Principles Appendix 04 - Crossrail Plumstead Sidings EIA Scoping Report Appendix 05 - Crossrail Plumstead Sidings EIA Scoping Opinion Appendix 06 - Crossrail Information Paper D9 Appendix 07 - Crossrail Information Paper D25 Appendix 08 - Construction and Operation Assumptions Appendix 09 - Schedule of Planned Train Movements Appendix 10 - Crossrail Technical Report Assessment for Route Window SE6 Plumstead Portal Appendix 11 - Landscape Character Table Appendix 12 - Landscape Character Map Appendix 13 - Visual Receptor Table Appendix 14 - Visual Receptor Map Appendix 15 - Obtrusive Light Survey Report Appendix 16 - Lighting Layout Plans
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Abbreviations
AOD Above Ordnance Datum ATD Above Tunnel Datum BS British Standard CCC Crossrail Construction Code COS Community Open Space CRL Crossrail Limited EA Environment Agency EIA Environmental Impact Assessment EMR Environmental Minimum Requirements ES Environmental Statement FRA Flood Risk Assessment GLVIA Guidelines for Landscape and Visual Impact Assessment HGV Heavy Goods Vehicle LoD Limits of Deviation LLAU Limits of Land to be Acquired or Used NR Network Rail NSR Noise Sensitive Receptor PRoW Public Rights of Way RBG Royal Borough of Greenwich SOS Southern Outfall Sewer TWA Transport and Works Act 1992 TWAO Transport and Works Act (Order) UDP Unitary Development Plan VR Visual Receptors ZVI Zone of Visual Influence
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PART I Background
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1 Background
1.1 Overview of the Proposed Development
1.1.1 This Environmental Statement (“ES”) has been prepared to accompany an application by Crossrail Limited (“CRL”) for an Order under the Transport and Works Act 1992 (herein referred to as the “TWAO”). The ES comprises: • Volume 1: Main text (this document); • Volume 2: Appendices (C122-OVE-T1-XST-CR148-50006); and • A Non Technical Summary of the information provided in Volumes 1 & 2 (C122-OVE-T1-XST-CR148-50005).
1.1.2 The proposed Crossrail (Plumstead Sidings) Order would authorise CRL to construct and operate permanent railway sidings and a maintenance facility, as well as associated infrastructure, at Plumstead, adjacent to the tunnel portal forming part of the works authorised by the Crossrail Act 2008 (“the Act”). Once operational, this facility (referred to hereafter as ‘Crossrail Plumstead Sidings’ or ‘the Proposed Development’) will serve the Crossrail project. A full description of the Proposed Development is set out in Section 2.4.
1.1.3 The Proposed Development site in Plumstead (hereinafter referred to as "the site”) is located in south east London, approximately half a mile east of the existing Plumstead Railway Station within the Royal Borough of Greenwich (RBG). The general site location is shown in Appendix B of the EIA Scoping Report reproduced in Appendix 04 of this ES and a plan showing the Proposed Development site boundary edged red is included in Appendix 01. A detailed site description is provided in Sections 2.2 and 2.3.
1.1.4 Between mid 2014 and late 2018, the site will be used as a temporary railhead facility (“the Temporary Development”) to support the fit out of the Crossrail tunnels during construction. RBG granted planning permission for the Temporary Development under the Town and Country Planning Act 1990 on 11 September
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2013 under planning application no. 13/0300/F. A copy of the decision notice and conditions attached to the permission is reproduced in Appendix 02.
1.1.5 Construction of the Proposed Development is programmed to be undertaken from mid 2017 with the sidings due to become fully operational in early 2019. During the period from mid 2017 to late 2018, the Temporary Development will continue to operate from parts of the site whilst construction of the Proposed Development is ongoing.
1.2 Crossrail Context
1.2.1 Crossrail is a major new cross-London rail link project that has been developed to serve London and the South East of England and will support and maintain the status of London as a world city by providing a world-class transport system. CRL is the nominated undertaker for the project. The project includes the construction of a twin-bore tunnel on a west-east alignment under central London and the upgrading of existing National Rail lines to the east and west of central London.
1.2.2 In addition the project will require the construction of a number of new underground stations and ventilation and emergency access/escape shafts in the tunnelled central section running between Paddington, in the west, and Pudding Mill Lane, in the east. Crossrail will provide convenient rail access to the West End and the City by linking existing routes from Shenfield and Abbey Wood in the east, with Maidenhead and Heathrow in the west, as shown on the Route Map at Appendix A of the EIA Scoping Report reproduced in Appendix 04 of this ES.
1.3 Crossrail Act Deemed Planning Permission
1.3.1 The Act authorises the construction of specific ‘scheduled’ works and certain ‘ancillary’ works as well as the operation and maintenance of Crossrail. The scheduled works and ancillary works (the authorised works) are set out at Schedules 1 and 2 to the Act respectively.
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1.3.2 The Act deems permission to be granted for the authorised works subject to approval of details (i.e. Construction Arrangements and Plans and Specifications) by the relevant local planning authority, as set out in Schedule 7 to the Act.
1.3.3 The permitted extent of the authorised works is set out on the Parliamentary Plans and Sections accompanying the Act. The Act provides for the Schedule 1 works to be constructed on land within the horizontal and vertical ‘Limits of Deviation’ (LoD) and Schedule 2 works to be carried out within LoD or the ‘Limits of Land to be Acquired or Used’ (LLAU), as shown on the Plans and Sections.
1.3.4 The Temporary Development and proposed Crossrail Plumstead Sidings are not authorised by the Act as they did not form part of the design submitted and approved by Parliament in 2008 and the site is located partially outside the LoD and LLAU. Therefore, CRL requires additional powers for these works. As described in paragraph 1.1.4, planning permission for construction and use of the site as a temporary railhead was granted under the Town and Country Planning Act 1990. Powers for the permanent use of the site are sought under a Transport and Works Act Order (”The Crossrail (Plumstead Sidings) Order”) as described in Section 1.4.
1.3.5 CRL is currently in the process of acquiring the additional land required outside Act limits at Plumstead for the temporary and permanent rail uses outlined above. The Order will include powers to compulsorily acquire any land not acquired by agreement and/or to extinguish third party rights over the land required for the Order scheme.
1.4 Requirement for a Transport and Works Act Order
1.4.1 A Transport and Works Act Order (TWAO) is the only appropriate means of authorising the construction and operation of Crossrail Plumstead Sidings given that the site is located largely outside of the Crossrail Limits (LoD and LLAU) and that section 48(A1) to the Crossrail Act 2008 specifically excludes extensions to, or additional railway facilities for, Crossrail from the development consent regime for Nationally Significant Infrastructure Projects under the Planning Act 2008. Section 48 allows for provisions of the Crossrail Act to be applied to such extensions and
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additional facilities by means of the TWAO; including the grant of planning permission under section 10 of the Crossrail Act and the application of the Crossrail planning regime. Authorisation by TWAO can also provide for: • Compulsory powers to acquire land where required (see paragraph 1.3.5); • The extinguishment of any public or private rights over land (such as highways, footpaths); • The transfer, alteration, removal or creation of rights, powers or obligations relating to the Proposed Development which may be contained in an existing Act or Order; and • Protection from statutory nuisance claims.
1.5 Requirement for an Environmental Impact Assessment
1.5.1 An Environmental Impact Assessment (EIA) was undertaken for the Crossrail project and an Environmental Statement (the Crossrail ES 20051) was prepared and submitted to Parliament to accompany the Crossrail Bill (in accordance with the requirements of Standing Order 27A and the EIA Directive (Directive 85/337/EEC on the Assessment of the Effects of Certain Public and Private Projects on the Environment)).
1.5.2 An EIA was also undertaken for the Temporary Development and an ES was submitted as part of the application for planning permission under the Town and Country Planning Act 1990. A copy of this ES is contained within Appendix C of the EIA Scoping Report for the Proposed Development reproduced in Appendix 04 of this ES.
1 The Crossrail Environmental Statement deposited with the Crossrail Bill, comprising Volumes 1-9 (February 2005) and supplementary Environmental Statements (SESs) and Amendments of Provisions (APs) published subsequently (referred to collectively in the report as the Crossrail ES).
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1.5.3 The Transport and Works (Applications and Objections Procedure) (England and Wales) Rules 2006 (“the Applications Rules”) require an applicant for a TWAO to submit an ES in relation to any proposed works that constitute a project of the type mentioned in Annex 1 or Annex 2 of the European Directive 85/337/EEC unless, in relation to an Annex 2 development, the Secretary of State has notified the Applicant that an EIA is not required. That Directive has been incorporated into English law through the Town and Country Planning (Environmental Impact Assessment) Regulations 2011, which describe the Annex 1 and Annex 2 projects in Schedules 1 and 2 respectively.
1.5.4 The development proposed in this TWAO is a potential Schedule 2 development under paragraph 13(a)(i) of Schedule 2 being a change or extension to an already authorised development (i.e. the Crossrail project) which, as changed or extended, may have significant effects on the environment. Thus, this environmental impact assessment addresses the likely significant environmental effects of the Proposed Development and any effects of the change on the Crossrail project as a whole resulting from this further development.
1.5.5 Rule 11 and Schedule 1 to the Applications Rules set out the information required to be included in an ES submitted with a TWAO application.
1.5.6 Whilst not formally defined, a significant effect is taken for the purposes of this EIA to be ‘an effect that (either in isolation or in combination with others) should, in the opinion of the EIA team, having regard to the relevant significance criteria, be taken into account in the decision-making process’. It should be noted that, in line with the Crossrail EIA (described in paragraph 1.5.1), the term ‘impact’ is used in this ES rather than ‘effect’ and the two words are taken to have the same meaning.
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1.6 Need for the Development
1.6.1 The Proposed Development is required in order to provide permanent facilities for infrastructure maintenance (serving Crossrail’s central tunnelled section) and for stabling passenger and maintenance trains. Further details relating to the functional requirements of the Proposed Development are set out in Section 2.4.
1.6.2 The Act does not include the provision for the construction of infrastructure maintenance facilities at this location because, at the time of the Crossrail Bill, it was assumed that the central section of the new line could be maintained using existing Network Rail facilities. Since then, responsibility for maintenance of the central section of Crossrail has passed from Network Rail to Rail for London and, as planning for the maintenance of Crossrail progressed, it became apparent that existing facilities could not be made available and that a dedicated Crossrail infrastructure maintenance facility would be required.
1.6.3 Furthermore the Act does not include a facility for the stabling of trains on its south eastern spur as it was considered that the first and last trains of the day on this branch would be transferred to and from Old Oak Common Depot in the west of the route as empty stock moved. As the planning for the Crossrail timetable progressed, it became apparent that these empty stock moves would not only be costly but would also severely reduce the amount of safe access time available for infrastructure maintenance in the central tunnels and on Network Rail’s busy Paddington approach tracks. Therefore, it was established after the Act was passed that a passenger train stabling facility on Crossrail’s south eastern spur would be required.
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1.7 Site Selection and Alternatives
1.7.1 The selection of a site for the Proposed Development was undertaken in parallel with the search for a site for the Temporary Development at the eastern end of the Crossrail tunnels. Locating a site which could fulfil both the temporary and permanent functions was the preferred option in order to achieve cost and programme efficiencies. To be effective for both temporary and permanent purposes the site needed to:
• Be as close as possible to the entrances of the Crossrail tunnels to ensure that the works could progress efficiently;
• Have a connection path to Network Rail (NR) infrastructure to be able to receive deliveries of track materials by rail;
• Have sufficient space available to construct a number of rail sidings where trains could be stabled and maintained;
• Have space for materials storage;
• Have space for staff accommodation and welfare facilities; and
• Have appropriate road access.
1.7.2 Constraints associated with restricted access to the Crossrail infrastructure (i.e. requiring tracks to be provided across existing NR operational infrastructure) and securing the necessary train paths to connect any suitable railhead with the new Crossrail tunnels meant that, other than Plumstead, the only other potentially suitable location for the eastern railhead site was Bow Midland Yard. Although that site had the advantage of being close to the Crossrail portal at Pudding Mill Lane, the lack of direct rail access from there to the Crossrail tunnels meant it was rejected as a feasible option.
1.7.3 Plumstead was selected as the location for the temporary eastern railhead and permanent maintenance facility and sidings due to the site being the only one available which would meet all the functional requirements set out in paragraph 1.7.1. In particular the site was seen to benefit from:
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• Being located immediately adjacent to the Crossrail portal, which provides access to the tunnels; • Being rail connected to the existing NR North Kent Line and existing NR Plumstead sidings, negating the need for any extensive new signalling or track connection works and providing a convenient route for the delivery of materials and equipment by rail; • Having the site capacity to stable trains; • Having the capacity to store the required volume of materials in close proximity to each other; • Having the capacity to provide staff accommodation and welfare facilities; and • Having appropriate access by road for construction and operational purposes.
1.7.4 As described in paragraph 1.1.4, planning permission for the Temporary Development has been granted which, assuming consent is granted under the TWAO for the Proposed Development, would result in the continued use of the site for rail related purposes on behalf of Crossrail and efficient re-use of the land. This ES considers impacts only in relation to noise, landscape/townscape and visual, and operational lighting, which is a reduced scope due to the comprehensive assessment of impacts for an operational railhead under the ES for the Temporary Development.
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PART II Proposed Development
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2 Proposed Development
2.1 Site Location
2.1.1 The site is located in south east London, approximately half a mile east of the existing Plumstead railway station within the Royal Borough of Greenwich at the approximate National Grid reference TQ 45880 79150 (Eastings: 545880, Northings: 179150). The site location is shown in Appendix B of the EIA Scoping Report reproduced in Appendix 04 of this ES.
2.1.2 The site is bounded by: White Hart Avenue, to the north west of which is situated an industrial/warehousing unit; an industrial/warehousing unit to the north east; allotment gardens and a recreation ground with football pitches (Seven Acre Sports Club) and a disused bowling green to the south east; the North Kent railway line to the south and with residential properties in Marmadon Road situated beyond (shown in Appendix F of the EIA Scoping Report reproduced in Appendix 04 of this ES). About 100m to the north, beyond White Hart Avenue, is the Southern Outfall Sewer and about 120m north is a commercial/industrial area on Kellner Road and Nathan Way with HM Belmarsh Prison located beyond.
2.1.3 Immediately adjacent to the south west of the site, construction works for the Crossrail Plumstead portal are currently being undertaken by CRL contractors. The portal worksite occupies the former Council Depot and Plumstead Goods Yard sites, located either side of White Hart Road. The portal works are expected to be completed by mid 2015 and, for the purposes of this EIA, form the baseline conditions adjoining the site of the Crossrail Plumstead Sidings.
2.2 Site Description
Site Conditions Prior to Temporary Development
2.2.1 In total the site extends to approximately 5.5ha in area. As shown by the Proposed Development site boundary plan in Appendix 01, the main part of the site is rectangular in shape (approximately 85m wide by 390m long), orientated
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approximately north east to south west. The secondary (southern) part of the site is a 550m long west-east strip of land, varying in width between 10m and 40m running parallel with the North Kent railway line to a point just west of the White Hart Road bridge (incorporating the rail lines into the existing Network Rail sidings). A triangle of land located immediately to the west of the former bowling green connects the main part of the site with the southern part of the site and a vegetated embankment, which is within the Proposed Development site boundary, separates the site from the adjacent allotments and Seven Acres playing fields (which lie approximately 1m lower) to the south east.
2.2.2 The site occupies a low lying position within the wider townscape. To the south, Shooters Hill rises to form a ridge line at Wins Common and to the north the townscape remains relatively flat with the prominent built element being Belmarsh Prison. Prior to implementation of the Temporary Development, the site mostly comprises open, vacant land, covered in grassland and scrub vegetation throughout its central section with scrub and occasional birch trees in the southern section and is generally flat except at its eastern end, where previously tipped material has created an uneven surface and there are raised mounds, ranging in level from 2.6m to 7.6m above tunnel datum (ATD), i.e. at a level up to 5m higher than that of White Hart Avenue to the north west. In advance of the Temporary Development, a small area of the site has been occupied by CRL office and welfare buildings and a temporary hard surfaced car park which serves the construction site for the adjacent Plumstead portal.
2.3 Site Conditions for TWAO Application
2.3.1 The Temporary Development comprises a temporary railhead and associated (permanent) civil engineering works. It includes the construction of temporary rail sidings: buildings for engineering train maintenance; inspection and cleaning and for staff welfare; storage facilities; road vehicle access points; parking and circulation routes.
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2.3.2 At commencement of the Proposed Development, the site baseline conditions will include an operational railhead including the following permanent features, which will be retained from the Temporary Development:
• Earthworks including drainage, retaining wall and slope stabilisation; • Electricity substation; • Two vehicle access points; • Hardstanding; • Rail tracks; and • Perimeter fencing.
2.3.3 The site layout plan shown in Appendix G of the EIA Scoping Report reproduced in Appendix 04 of this ES shows the location and layout of these retained elements following the Temporary Development.
2.4 Functional Requirements of the Proposed Development
2.4.1 It is proposed to use the Plumstead Crossrail Sidings as a permanent infrastructure maintenance and passenger train stabling facility for Crossrail from early 2019. The facility will be required to operate 24/7, 365 days per year. Trains will predominantly be stabled overnight but there will also be some daytime use of the sidings. The Proposed Development is required to provide the functional elements described below as shown on the indicative site layout plan contained in Appendix H of the EIA Scoping Report reproduced in Appendix 04 of this ES:
Passenger Train Stabling:
• Eight electrified sidings, each able to accommodate a passenger train up to 240m long and associated signalling equipment facilities; • Facilities for cleaning stabled trains including covered storage facilities with a waste compactor; and
• Accommodation and messing facility for infrastructure maintenance staff and train crew (see paragraph 2.7.1). Facilities will include offices, briefing, changing, shower and locker accommodation and booking-on point.
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Infrastructure Maintenance Facility: • Three non-electrified sidings for the stabling, formation, loading and unloading of dedicated infrastructure maintenance rail vehicles; • Refuelling facilities for the infrastructure maintenance rail vehicles; • Facilities for maintaining the infrastructure maintenance rail vehicles; • Lay down space for the storage of infrastructure maintenance components when they are not installed on a rail vehicle; • A facility for the manual jet washing of the infrastructure maintenance rail vehicles; • Storage facilities for infrastructure maintenance equipment and consumables; • Parking for approximately 20 maintenance vans and trucks; and • Parking for approximately 100 staff vehicles.
Associated Trackwork: • Trackwork for a headshunt and reception siding by which all trains (maintenance rail vehicles and passenger trains) will enter and exit the site and gain access to the Crossrail lines.
2.5 Proposed Site Layout
2.5.1 The proposed site layout for the Crossrail Plumstead Sidings has been influenced by two key factors: the need for proximity of the train stabling to the Crossrail portal (necessitating the siting of the stabling tracks along the southern boundary of the site); and the need for suitable access for staff and servicing vehicles to the site, which can only be provided from White Hart Avenue, along the northern boundary of the site.
2.5.2 The layout of buildings and facilities on the site has been designed to maximise the efficiency of the facility and to minimise risk to personnel. The main features of the design are: • Central Access Spine – located through the centre of the site to provide a clear route for all vehicle movements and to aid site legibility;
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• Large Vehicle Access - a route through the site to allow the passage of large/long vehicles (e.g. low loaders) and to avoid the need for the reversing of vehicles; • Site Zoning – the site has been sub-divided to locate most of the facilities for employees away from the higher risk activities (e.g. associated with empty passenger trains entering and exiting the site) and to minimise the walking distances for the largest number of site staff. As a result, activities needing the most pedestrian or third party access are located to the south west, with activities becoming progressively less frequently accessed towards the north east and the south of the site; and • Pedestrian Perimeter Route – a path from the Accommodation Building to the eastern end of the site provides a safe walking route for train drivers and cleaners past the train loading zone.
2.5.3 These four principles are illustrated in the diagrams contained in Appendix 03.
2.5.4 Four site layout options were investigated to determine a preferred layout of facilities on the site:
• Layout Option 1 – Both the accommodation and maintenance buildings were located in the south west quadrant of the site; • Layout Option 2 – The accommodation building was located in the south west quadrant of the site, with the maintenance building located in the north east quadrant; • Layout Option 3 – The accommodation building was located in the north east quadrant, with the maintenance building located in the south west quadrant; and • Layout Option 4 – Both the accommodation and maintenance buildings were located in the central part of the site.
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2.5.5 Layout Option 1 was selected for design development by Crossrail for the following reasons:
• Separation of people from risks - Option 1 gave the ability to sub-divide the site to locate most of the employees away from the risks associated with forklift truck and train loading/unloading operations; • Long Vehicles – Option 1 gave the scope to create a loop through the site so that long vehicles did not need to reverse; • Walking Distances – Option 1 minimised the walking distances for the largest number of site staff; • Site Width – Option 1 located the car park, one of the site larger elements, on the widest section of the site; • Security Office – Option 1 would allow the security office to be located within the accommodation building, while still providing good visibility of the entrance and car park.
2.6 Proposed Construction Works and Programme
2.6.1 Construction of the Proposed Development is programmed to be undertaken between mid 2017 and early 2019 and is expected to include the following works:
• Reconfiguring hardstanding areas and roads retained from the Temporary Development; • Construction of support buildings: - Accommodation building; - Maintenance building; - Signalling equipment facilities; and - Manual train wash. • Replacement of tracks for passenger stabling and maintenance trains; and • Replacement of the trackwork for the headshunt and reception siding.
2.6.2 No bulk earthworks for the Proposed Development will be required as this will be undertaken as part of the Temporary Development, as described in paragraph 2.3.2.
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2.6.3 Unless otherwise agreed with the relevant local authority through the Section 61 consent process (under the Control of Pollution Act 1974), construction activities will be undertaken in accordance with the Crossrail Environmental Minimum Requirements (EMR) (see paragraph 4.1.2) i.e. during core working hours (08:00- 18:00 Monday to Friday and 08:00 – 13:00 on Saturday) and utilising a start-up and close-down hour before and after these periods.
2.7 Operational Use
2.7.1 The operation of the Proposed Development will commence from early 2019. The functional requirements of the facility are such that the site will be required to operate on a 24 hour / 7 days a week basis, with the staff shift patterns throughout a typical twenty four hour period anticipated to be as follows:
• Passenger train drivers – 3 shifts, with the first shift starting at 5am and the last one finishing at 1am; • Passenger Train Cleaners – A night shift, supported by a cleaner during the day; • Security Guards – A continual presence of security guards, with each pair working an eight hour shift; • Infrastructure Maintenance Organisation: - Engineers, technicians and planners working at the site between 9am and 6pm; - An overnight shift of engineers and personnel working from the site between 11pm and 7am; and • Operations Staff – Two shifts (daytimes shift between 7am and 11pm and overnight shift between 11pm and 7am).
2.7.2 Accordingly, approximately 100 employees are likely to be present on the site at any one time, with over 170 employees working at or from the site over each 24 hour period. Additionally 24 train drivers would also use the facilities daily.
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PART III EIA
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3 Environmental Impact Assessment
3.1 Background
3.1.1 EIA refers to the whole process by which environmental information on the construction, operation and decommissioning of a development is collected, publicised and taken into account in reaching a decision on a relevant consent application.
3.1.2 Having established the need for an EIA (Section 1.5) the objectives of the EIA are to: • Obtain relevant environmental information about the site and surrounding area to enable the likely environmental impacts of the Proposed Development to be assessed; • Identify the likely impacts of the Proposed Development and interpret the nature of these impacts; • Identify and describe the mitigation measures envisaged to prevent, reduce and, where possible, offset any significant adverse impacts on the environment; and, • Determine the significance of any residual environmental impacts following the inclusion of mitigation measures in the scheme.
3.1.3 The EIA has been carried out in four stages:
1. Scoping and consultation; 2. Environmental baseline information gathering; 3. Impact assessment and identification of mitigation measures; and 4. Preparation of the ES and Non-Technical Summary.
3.1.4 The first stage, involving scoping and consultation with the Department for Transport and others was completed in June 2013 and is discussed in more detail in Section 3.2.
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3.2 Scoping
3.2.1 A request for a scoping opinion was submitted to the Department for Transport on 10 May 2013 in connection with the Proposed Development under Rule 8 of the Applications Rules. The proposed scope of the EIA was determined through an assessment and evaluation of the likely impacts of the construction and operation of the Crossrail Plumstead Sidings, taking into account the nature and extent of the works, the nature and quantity of materials used and the effects of the operation of the facility. The results of the assessment were reported in an EIA Scoping Report (refer to Appendix 04), which was submitted alongside the request for a scoping opinion.
3.2.2 Section 6 of the EIA Scoping Report (Summary of potential significant environmental impacts) concluded that, assuming a baseline of the site conditions following the Temporary Development, there would be no significant impacts relating to a number of environmental topics. These topics, listed below, were proposed to be scoped out of the EIA:
• Socio-economic and community; • Ground conditions and contamination; • Water resources and flood risk; • Ecology and nature conservation; • Noise (other than construction noise and operational noise associated with rail movements and fixed plant) and vibration (construction and operation); • Air quality; • Lighting (construction) and solar glare; • Built heritage and landscape/townscape (other than on Church Manor Way Sports Ground Character Area); • Archaeology; and • Traffic and transport.
3.2.3 Potentially significant impacts were predicted in relation to the following topics and these were deemed to require further assessment and reporting in an ES:
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• Noise (restricted to assessment of construction noise, rail traffic during operation and noise from fixed plant during operation); • Lighting (operation only); • Visual amenity (construction and operation); and • Landscape/townscape (restricted to assessment of construction and operation on the Church Manor Way Sports Ground Character Area).
3.2.4 In addition, a Transport Assessment and a Flood Risk Assessment were proposed to be submitted as standalone documents in support of the TWAO application.
3.2.5 A formal scoping opinion was issued by the Department for Transport in a letter dated 21 June 2013 (refer to Appendix 05). It advised that, assuming that planning permission for the Temporary Development had been granted, the Secretary of State agreed with the conclusions set out in Section 6 and Table 6.1 of the EIA Scoping Report as to which topics should be included in the scope of the EIA. These are the topics summarised in paragraph 3.2.3 above.
3.3 Baseline
3.3.1 This EIA has been prepared on the basis that the planning permission for the Temporary Development is implemented. Thus the site conditions described in paragraph 2.3.2 represent the environmental baseline for the purposes of this EIA.
3.3.2 Any mitigation measures required by planning conditions under planning permission 13/0300/F that have not been completed under the Temporary Development by the time of the Proposed Development will be incorporated into the package of mitigation for the Proposed Development. Thus, for the purposes of this EIA, it is assumed that all the mitigation required as part of the Temporary Development is fully implemented.
3.3.3 The construction works for Crossrail Plumstead portal will be completed prior to commencement of the Proposed Development, hence this infrastructure forms part of the baseline environmental conditions assessed in this EIA. Similarly the
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operation of Crossrail services, expected to commence on the central section by late 2018 (followed by a phased introduction of services along the rest of the Crossrail route over several months), have also been assumed to form part of the baseline environmental conditions for the purposes of the operational assessment in this EIA.
3.4 Preparation of the Environmental Statement
3.4.1 This ES has been prepared in accordance with the requirements of Rule 11 and Schedule 1 of the Applications Rules, having regard also to the guidance received from the Secretary of State in the EIA Scoping Opinion (Appendix 05).
3.4.2 For each topic included in the EIA, the likely significant impacts have been assessed in terms of direct and indirect impacts during construction and operation (as restricted in accordance with paragraph 3.2.3) and cumulative impacts arising from the Proposed Development (as defined in Section 4.5).
4 Assessment and Methodology
4.1 Approach and Assumptions
4.1.1 As the Proposed Development forms part of Crossrail the EIA has been undertaken in line with the methodologies and significance criteria as set out in Volume 5, Appendix A2 of the Crossrail 2005 ES (Appendix I of the EIA Scoping Report reproduced in Appendix 04 of this ES). The methodologies for each topic have been reviewed to ensure the assessments comply with any standards and industry guidelines which have been updated since 2005. Further details relating to assessment methodologies and significance criteria are given in each of the topic assessments in Sections 5 to 7.
4.1.2 In accordance with the Crossrail ES it is assumed that the Proposed Development will be constructed and operated in accordance with the Crossrail Environmental Minimum Requirements (EMR) (Appendix E of the EIA Scoping Report reproduced in Appendix 04 of this ES) which comprises:
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• General Principles; • The Construction Code (Annex 1 to the EMR); • The Planning and Heritage Memorandum (Annex 2 to the EMR); • The Environmental Memorandum (Annex 3 to the EMR); and • The Register of Undertakings and Assurances.
4.1.3 As a result the assessment in this ES assumes that relevant mitigation, as set out in the Crossrail Construction Code (CCC) (Appendix E of the EIA Scoping Report reproduced in Appendix 04 of this ES), is incorporated and will apply to both the construction and operational phases of the Proposed Development.
4.1.4 The assessment of potential impacts is based on the level of design for the Proposed Development available at the time of writing. Although further detailed design is required to be undertaken, the assessment, in accordance with the Crossrail ES approach, assumes the maximum (worst case) height and extent for structures and that the spatial extent will be limited to the defined Limits of Deviation for the works subject to the TWAO application. The TWAO application as proposed would grant powers for the railways described in Schedule 1 to the draft Order to be constructed within the lateral LoD set on the deposited plan(s), and to deviate vertically no more than 3 metres upwards from the corresponding limits set on the deposited section(s). In the case of the proposed accommodation and maintenance buildings for which an upper limit is shown on the sections, the power to deviate is limited to the limit shown on the sections, which in this case, equates to a maximum of 15 metres.
4.1.5 Materials for the accommodation and maintenancebuildings and structures will be specified during the detailed design of the facility subject to RBG’s right to approve their design and external appearance in accordance with the Crossrail planning regime, applied by the TWAO.
4.1.6 This ES assesses environmental impacts based on an ‘in perpetuity’ operation of the site as part of Crossrail for a rail stabling and maintenance facility and therefore
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decommissioning of the Proposed Development has not been considered as part of the assessment.
4.1.7 The assessments have involved interaction between the EIA team and the design team. Following issue of the preliminary plans, assessments were made and mitigation measures were proposed where it was considered that these would reduce an adverse environmental impact or increase an environmental benefit, either during the construction or operational stages of the project. The designs incorporating the agreed mitigation measures were then reissued to the environmental team for the final assessment.
4.2 Baseline Data Collection
4.2.1 A wide range of environmental data has been obtained for the purposes of the EIA including: • Published documentary information from a variety of sources, including historical and contemporary records; • Survey information relating to background noise levels, landscape/townscape character and lighting; • Aerial photography; and • Data provided by stakeholders and statutory consultees.
4.2.2 Baseline information for each topic assessment is presented in the relevant sections of the ES. Relevant environmental information from the Crossrail ES and the ES for the Temporary Development has been utilised in the EIA for the Proposed Development.
4.3 Consultation
4.3.1 Consultation with statutory and non-statutory consultees has been undertaken throughout the course of the assessment, as appropriate to the specialist assessments being undertaken. Information about consultation is included in the technical assessment sections of the ES.
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4.4 Alternatives
4.4.1 The Applications Rules (Rule 11 and Schedule 1 of the Rules) require that an ES should include an outline of the main alternatives to the proposed works studied by the applicant and an indication of the main reason for the final selection made, taking into account the environmental effects. Accordingly, the rationale for identifying the Plumstead site as the preferred location for a passenger train stabling and infrastructure maintenance facility is described in Section 1.7 and alternative layouts based on site principles for the Proposed Development are described in Section 2.5.
4.4.2 In the event that consent is not granted for a permanent rail related use at this site under the proposed TWA Order (the “do nothing” scenario), the site will be decommissioned, rail infrastructure will be removed and the site will be returned to a vacant plot of land awaiting future development. Engineering and building elements that will remain in situ under this scenario include: • Earthworks, including drainage, retaining wall and slope stabilisation; • Electricity substation; • Vehicle access points; • Hard surfacing; • Rail tracks (including stabling and reception siding, headshunt and associated trackwork); and • Perimeter fencing.
4.5 Cumulative Impacts
4.5.1 As required by the EIA Regulations, the ES includes an assessment of potential cumulative impacts. In accordance with the Crossrail ES approach, the assessment considers the following types of cumulative impact:
• The accumulation of impacts of the same type at different locations (e.g. non-significant individual impacts at different locations collectively may give rise to an overall significant impact);
• The accumulation of impacts of a different nature at the same location (e.g. construction noise and visual intrusion affecting a receptor - individually
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these may not be significant, but the accumulation of different impacts may give rise to an overall significant impact); and
• Impacts which are the result of the combination of activities associated with the Proposed Development together with other major development projects nearby (specifically those which are consented, committed or under construction, including other nearby Crossrail works authorised by the Crossrail Act and the Temporary Development as described in paragraph 1.1.4 and Section 2.3).
4.5.2 The Proposed Development is due to be constructed from mid 2017 with works expected to last approximately 18 months. A review of other consented construction works in the immediate vicinity of the Proposed Development site did not identify any non-Crossrail projects which would have the potential to result in cumulative impacts on nearby receptors due to overlapping construction programmes. Although plots of land adjacent to the site at White Hart Triangle have outline planning permission for business park development, the current lack of certainty over the development plans and programmes for these sites means they have been scoped out of the cumulative assessment.
4.5.3 In relation to potential cumulative impacts from other Crossrail works, as described in paragraph 1.1.4, the Temporary Development will continue to operate from parts of the site during part of the construction phase for the Proposed Development. The overlap of activities is likely to occur over a 16 month period between mid 2017 and late 2018 and, as a result, the potential for the combined works to give rise to significant cumulative impacts has been considered in each technical assessment section within the ES. The activities associated with the operation of the Temporary Development which are expected to occur at the same time as the construction of the Proposed Development are set out in Table 4.1.
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Table 4-1 – Activities Associated with Temporary Railhead Operation
Dates Activities
Mid 2017 – Late 2018 • Delivery of materials (including cement and aggregates and pre- assembled equipment) to site by HGV and engineering trains • Loading/unloading engineering trains • Movement of engineering trains • Maintenance of engineering trains • Staff movements (travel to site and within site)
4.5.4 Given that both sets of works are for Crossrail they will be undertaken in accordance with the Crossrail EMR (as described in paragraph 4.1.2). An appropriate package of mitigation measures will be implemented to avoid significant cumulative impacts, where practicable e.g. cumulative noise impacts will be managed and mitigated through the Section 61 consent process (under the Control of Pollution Act 1974) and such measures have been assumed to be incorporated in the cumulative assessment.
4.5.5 Two other aspects of Crossrail development in the vicinity of the Proposed Development are the works associated with Crossrail Plumstead portal (located adjacent to the south and west of the site); and works on the North Kent railway to widen the existing railway corridor to the south of the site and provide two additional tracks for Crossrail between Plumstead portal and Abbey Wood station. As these works are due to be completed before the commencement of the works for the Proposed Development they form part of the baseline environmental conditions and have not been included in the assessment of cumulative impacts in this ES. Similarly the operation of Crossrail trains, as described in paragraph 3.3.3, have been assumed to form part of the baseline for the purposes of this ES assessment.
4.6 Impacts of the Proposed Development on the Crossrail Project
4.6.1 Since the Proposed Development is for Crossrail the EIA Regulations require an assessment of whether this change or extension to the Crossrail project is likely to have significant adverse impacts on the environment (see paragraph 1.5.4).
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4.6.2 As described in Section 1.6 the need for the Crossrail Plumstead Sidings has resulted from development of the Crossrail timetable and maintenance strategy, which has demonstrated that the use of a single train stabling site at Old Oak Common and existing Network Rail maintenance facilities, would be insufficient and that an additional site at Plumstead is required.
4.6.3 As a consequence of the Proposed Development there will be no change in the nature and scale of Crossrail operations on the future Crossrail network, i.e. the length of tunnels, stations and infrastructure and frequency of trains will remain the same and, as a result, the impacts will remain as assessed and reported in the Crossrail ES. As noted in Section 4.5 potential cumulative impacts with other Crossrail works during construction of the Proposed Development have been assessed in this ES.
4.6.4 Although the detailed programme of passenger and maintenance train movements will change to incorporate the additional train stabling facility at Plumstead, the significant distance between the two sidings at Old Oak Common and Plumstead means that the train stabling activities will not result in any significant cumulative impacts and change to the Crossrail project.
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5 Noise
5.1 Introduction
5.1.1 This section of the ES considers the potential for noise impacts associated with the construction of the Proposed Development, operational train movements and operational use of fixed plant machinery. These impacts are assessed and mitigation measures are proposed. The approach to the assessment is that adopted in the Crossrail ES (Volume 5, Appendix A2, Section 8 (refer to Appendix I of the EIA Scoping Report reproduced in Appendix 04 of this ES)).
5.2 Review of Proposed Development and Potential Issues
5.2.1 Details of the Proposed Development are set out in Section 2.3.
5.2.2 There is a potential for noise impacts to result from the construction of the Proposed Development and the use of the site as Crossrail sidings. The principal features of relevance during the construction works which are likely to give rise to noise impacts are the use of heavy goods vehicles, engineering trains and other machinery. During operation, noise impacts could potentially arise from train operations and use of fixed plant machinery.
5.3 Scoping and Consultation
5.3.1 The proposed scope of the noise assessment was described in Section 5.6 of the EIA Scoping Report (Appendix 04) and adopted by the Secretary of State in the Scoping Opinion (Appendix 05). The Secretary of State consulted with various statutory authorities and consultees in forming his Scoping Opinion and no issues were raised with respect to potential noise impacts associated with the Proposed Development.
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5.4 Methodology
General Approach
5.4.1 The noise assessment has adopted the methodologies and significance criteria specified in the Crossrail ES (Volume 5, Appendix A2, Section 8 (refer to Appendix I of the EIA Scoping Report reproduced in Appendix 04of this ES)) and has been carried out in accordance with reference to the relevant legislation, standards and guidance, including: • Control of Pollution Act; • Environmental Protection Act; • The Noise Insulation (Railway and Other Guided Transport Systems) Regulations 1996; • BS5228:2009, Parts 1 and 2: Code of Practice for Noise and Vibration Control on Construction and Open Sites; • Crossrail Information Paper D9 - Noise Insulation and Temporary Re- Housing scheme (Appendix 06); • Crossrail Information Paper D25 - Noise from Fixed Installations (Appendix 07); • BS4142:1997, Method for rating industrial noise affecting mixed residential and industrial areas; and • Calculation of Railway Noise, 1995 (Department for Transport).
5.4.2 The assessment has assumed incorporation of relevant mitigation, as set out in Annex 1 of the Crossrail EMR (Crossrail Construction Code), as described in paragraph 4.1.2 (refer to Appendix E of the EIA Scoping Report reproduced in Appendix 04 of this ES).
Construction Activities
5.4.3 Construction activities for the permanent sidings will include: • Reconfiguring hardstanding areas and roads retained from the Temporary Development; • Construction of support buildings: o Accommodation building
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o Maintenance building; and o Manual train wash. • Replacement of tracks for passenger stabling and maintenance trains; and • Replacement of the trackwork for the headshunt and reception siding.
Noise from Construction
5.4.4 A significant impact is defined in the Crossrail ES (Volume 5, Appendix A2, paragraph 8.5.3 (refer to Appendix I of the EIA Scoping Report reproduced in Appendix 04 of this ES)) as follows: “For construction noise arising from above ground activities, levels generated by construction activities were considered significant if the total noise (pre- existing ambient plus airborne construction noise) exceeds the pre-existing ambient noise by 5dB or more, assessed in accordance with the core time and averaging periods adopted for the NI and TRH. The above is subject to
lower cut off values of 65, 55, and 45 dB LAeq, period from construction noise alone for the daytime evening and night-time periods, respectively.”
5.4.5 Noise from the surface construction activities has been calculated using the methodology specified in BS5228: Part 1: 2009 Code of Practice for Noise and Vibration Control on Construction and Open Sites: Noise. For rail traffic, noise has been assessed by using the method in BS5228 for mobile plant using a regular well-defined route.
5.4.6 The Crossrail ES approach to mitigation outlined in Annex 1 of the Crossrail EMR (Crossrail Construction Code), as described in paragraph 4.1.2, has been adopted for this assessment to address potential impacts from construction noise and appropriate measures have been identified in accordance with the Crossrail ES methodology (refer to Appendix I of the EIA Scoping Report reproduced in Appendix 04 of this ES). The suite of potential measures includes on-site mitigation based on the three levels of control (Tier 1: standard measures, Tier 2: as tier 1 with enclosure of noisy plant and higher hoarding, Tier 3: as Tier 2 plus enclosure of parts of the site as practicable) and the provision of noise insulation and temporary
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re-housing, should the qualification criteria as defined in the Crossrail Noise and Vibration mitigation scheme (Crossrail Information Paper D9 (Appendix 06)) be met.
5.4.7 Appendix A, Section 1 of IPD9 defines the threshold values for noise insulation as follows: “Where the total noise level due to construction of the railway (pre-existing ambient plus airborne Crossrail construction noise), measured or predicted at a point one metre in front of the most exposed of any windows and doors in any façade of a building which is an eligible dwelling, exceeds whichever is the higher of either: a) any of the following criteria in Table 1”, “or 5 dB above the pre-existing airborne noise level for the corresponding times of day (i.e. the Relevant Time Periods presented in column 2 of Table 1); and for a period of 10 or more days of working in any 15 consecutive days or for a total of days exceeding 40 in any six consecutive months.“
5.4.8 Table 5-1 replicates the noise insulation thresholds in Table 1 of IPD9.
Table 5-1 – Noise Insulation Trigger Levels Time Relevant Time Averaging Time Noise Insulation Period T Trigger Level dB LAeq, T Monday to Friday 07:00 – 08:00 1 hr 70 08:00 – 18:00 10 hr 75 18:00 – 19:00 1 hr 70 19:00 – 22:00 3 hr 65 22:00 – 07:00 1 hr 55 Saturday 07:00 – 08:00 1 hr 70 08:00 – 13:00 5 hr 75 13:00 – 14:00 1 hr 70 14:00 – 22:00 3 hr 65 22:00 – 07:00 1 hr 55 Sunday and Public 07:00 – 21:00 1 hr 65 Holidays 21:00 – 07:00 1 hr 55
5.4.9 Appendix A, Section 2 of IPD9 further defines the threshold values for temporary re- housing as follows:
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“Where the total noise level due to construction of the railway (pre-existing ambient plus airborne Crossrail construction noise), measured or predicted at a point one metre in front of the most exposed of any windows and doors in any façade of an eligible dwelling, exceeds whichever is the higher of either:
(a) 10 dB above any of the noise levels in 1 or (b) 10 dB above the pre-existing airborne noise level for the corresponding time of day (i.e. the Relevant Time Periods presented in column 2 of Table 1); and for a period of 10 or more days of working in any 15 consecutive days or for a total number of days exceeding 40 in any six consecutive months.”
5.4.10 In terms of significance criteria, where properties are considered to be eligible for noise insulation or temporary re-housing, they are considered to be not significantly affected by noise as a consequence of installation of noise insulation or acceptance of temporary rehousing.
Operation Activities
5.4.11 All activities on site have been assessed in accordance with the methodologies in the Crossrail ES. The activities for the permanent sidings will include: • Train stabling for up to 8 passenger trains and 3 diesel maintenance units; • Refuelling, manual cleaning and emptying of trains; and • Operation of the maintenance and accommodation buildings.
Noise from Fixed Sources
5.4.12 In accordance with Section 2.1 of Crossrail Information Paper D25 (Appendix 07) the operational noise level from fixed installations which form part of the Proposed Development (i.e. static sources of noise, for example the manual train wash and refuelling point, but excluding noise from the movement of trains and vehicles on the sidings) will be determined using the methodology specified in BS4142:1997.
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5.4.13 BS 4142:1997 describes methods for determining and assessing noise levels from fixed plant with a view to predicting the likelihood of complaints. IPD25 sets out the Crossrail project requirement that the rating level from all sources of fixed plant 1m from the facade of the worst affected property does not exceed the background
noise level (LA90) minus 5dB (LA90-5) during normal operations.
Noise from Moving Sources
5.4.14 The Calculation of Railway Noise (CRN) [Department of Transport, 1995] defines the methodology for the calculation of operational airborne noise from railways and has been used here in accordance with the Crossrail ES methodology.
5.4.15 Operational noise predictions were made using the environmental modelling software package Soundplan. The model has been used to predict façade noise levels at noise sensitive receptors close to the proposed scheme.
5.4.16 For the train sources, an increase in the LAeq over the daytime or night-time period of greater than 3dB will be considered to constitute an adverse significant effect. During the daytime this is subject to a lower cut-off impact threshold level of
55dBLAeq(16hour) which will not be considered to give rise to a significant effect, even if the increase is 3dB or more. This reflects the threshold at which it is considered that up to 10% of the population might be annoyed by noise at that level (WebTag Noise Sub-objective, section 3.3.2).
5.4.17 A semantic scale has been applied to assess the magnitude of the effect.
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Table 5-2: Significance Criteria for Operational Noise Assessment
Predicted Noise Change LAeq, (0600 to 0000) day, and (0000 to Scale Rating 0600) night Note 1
Decrease of greater than 3 dB Slight Significant positive effect
Increase or decrease of less than 3dB No significant change No impact
Increase of 3-5 dB Slight
Increase of 5-10 dB Moderate Significant adverse effect
Increase of more than 10dB Substantial
Note 1. A cut off threshold of 55dB LAeq,16h (day) was used for the purpose of the assessment. The noise assessment is based on external noise levels 1m from the façade
5.4.18 In relation to the assessment of surface railway noise associated with the Proposed Development, the Crossrail ES methodology utilises RailNoise 98 to calculate the amount of noise arising from the wheel/rail interface and uses the calculation procedure set out in CRN. However, the CRN methodology does not take into account curving noise/wheel squeal. Squeal can occur when trains travel on curves with radii of less than 500m. Other factors which affect squeal generation include vehicle speed, track geometry and rigidity, wheel damping and contact surface frictional characteristics. The most widely used method to predict the effects of curve squeal is Schall 03 2006, a German prediction model for railway noise. This method suggests a correction of +3dB, to be applied at source, for curves with radii between 300m and 500m, and this method has been utilised in the assessment of operational airborne noise associated with the Proposed Development.
5.4.19 The headshunt itself does not contain sections of track where the radius of curvature is less than 500m, however the approaches to the sidings include radii which are less than 500m and noise from rail squeal has therefore been included in the assessment where this occurs.
5.4.20 Noise associated with the movement of non-rail vehicles on the sidings (i.e. wheeled loaders) has been included in the assessment of moving sources, by using
source data from Appendix C of BS5228, and calculating the increase in LAeq over the same periods of daytime and night time as for the rail noise assessment.
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5.5 Assumptions and Limitations
Working Hours
5.5.1 The core working hours for construction of the Crossrail project are defined in the Crossrail Construction Code (CCC) (refer to Appendix E of the EIA Scoping Report reproduced in Appendix 04 of this ES).
5.5.2 The construction of the Crossrail Plumstead Sidings will be undertaken during core working hours (08:00-18:00 Monday to Friday and 08:00 – 13:00 on Saturday) and utilising a start-up and close-down hour before and after these periods. It is assumed likely that there will be one weekend possession at the end of the process, in order to tie in the tracks. The activities to be undertaken during the start-up and shut-down periods may include: deliveries to and from site; loading; unloading; arrival and departure of workforce and staff at site and movement to and from place of work; general refuelling; site inspections and safety checks prior to commencing work; site meetings; site clean-up; site maintenance; and maintenance and checking.
5.5.3 The operation of the Crossrail Plumstead Sidings will be undertaken continuously, 24/7, 365 days a year. These activities include the rail operations, such as the passenger train stabling and train maintenance as described in paragraph 2.4.1.
Construction Programme and Plant Assumptions
5.5.4 The construction noise assessment is based upon a high level construction programme, as outlined below. At this stage, to the extent that the construction processes and overall programme are indicative only, the assessment has been undertaken on a precautionary, reasonable worst case, basis to ensure that it is robust.
5.5.5 Based on the list of activities taking place at the site, a number of reasonable worst case assumptions were made for the equipment that will be required and the on- times for each piece of equipment. The plant noise levels have been taken from BS5228-1: 2009 Code of practice for noise and vibration control on construction and open sites - Part 1: Noise. Where relevant items of plant are not provided in this
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source, measured data has been used. Further information is provided in Appendix 08.
Operation Assumptions
5.5.6 The assessment of fixed sources at this site has included use of the manual train wash, refuelling point and cleaning of the interior of the train. The trains will have had air conditioning units and any other passenger comfort equipment turned off prior to entering the sidings and will not have this equipment turned on whilst within the sidings, and so this has not been included in the assessment.
5.5.7 Once stationary, the trains are assumed to be turned off for cleaning and maintenance. The schedule of planned movements on the site (Appendix 09) indicates that the majority of train movements are during the night time. As the background noise levels are lower during this period, the assessment has only been carried out during this period, as this is the period where the impact from train movement noise will be greatest.
5.5.8 The design includes provision for a number of smaller extractor fans within the maintenance and accommodation buildings, such as to the kitchen and toilet spaces. These will be very small units and as the small fans would be expected to have a relatively low noise emission (approximately 45dB(A) at 3m) they have not been included in this assessment.
5.5.9 The accommodation and maintenance buildings have the following large items of plant: • Air handling unit (AHU); • Heat pumps; and • Gas boilers.
5.5.10 The equipment is proposed to be located in areas of the building which face away from the nearest residential receptors, and sufficient space has been included in the design to accommodate attenuators to the design. It is assumed that these items of plant could run at any time, as the sidings will be operational 24/7, however since
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these units have not yet been selected, and sufficient space to attenuate the noise to acceptable levels has been incorporated, only the noise from fixed items of equipment outside the maintenance and accommodation buildings has been included in the assessment. This includes the operation of the manual train wash and the refuelling of vehicles.
5.5.11 The assessment of potential impacts is based on the level of design for the Proposed Development available at the time of writing this ES. Although further detailed design is required to be undertaken, the assessment, in accordance with the Crossrail ES approach, assumes the maximum (worst case) noise levels.
Assumptions as to Baseline
5.5.12 The baseline noise measurements were made during periods which are considered typical of the existing environment prior to the commencement of construction activities by Crossrail. The noise sources which made up the noise environment at that time included noise from passenger trains on the existing North Kent Line tracks adjacent to the site of the proposed sidings. This railway noise formed the dominant noise source in the local area.
5.5.13 At the commencement of operation of the Proposed Development, Crossrail trains will have started using the Plumstead portal and new Crossrail tracks to Abbey Wood (located to the north of the existing North Kent Line). Noise from Crossrail trains using the portal and tracks was assessed in the Crossrail ES. Details of the assessment findings are set out in the supporting Crossrail Specialist Technical Report (STR): Assessment of Noise and Vibration Impacts, Volume 7 of 8, South Eastern Route Section, Route Window SE6 (extract reproduced in Appendix 10).
5.5.14 Significant daytime noise impacts were identified in the Crossrail STR due to the predicted noise changes attributable to the new Crossrail infrastructure, North Kent Line alterations and forecast railway traffic changes. As a result, lengths of 2m high (above rail) permanent reflective noise barriers were proposed on the northern and southern side of the railway corridor between Plumstead Portal and Abbey Wood
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station and with this mitigation, there would be no significant residual adverse noise impacts.
5.5.15 Design development of the Crossrail infrastructure (i.e. trackwork) undertaken since the Crossrail ES has confirmed the continued need for noise barriers in this location. Although the noise barriers, when installed, may assist in minimising impacts from the Crossrail Plumstead sidings for some receptors to the south of the railway, the railway noise from the Crossrail and North Kent Line trains will continue to be the dominant noise source in this area such that the operation of the Proposed Development is unlikely to appreciably increase overall railway noise levels.
Assumptions as to Mitigation Measures
5.5.16 All contractors undertaking works on behalf of the Crossrail project are required to comply with the noise mitigation measures set out in Section 5 of the CCC (refer to Appendix E of the EIA Scoping Report reproduced in Appendix 04 of this ES). Measures include the requirement that any contractor should demonstrate that Best Practicable Means (BPM) has been adopted to minimise noise and vibration at all times. The steps to be taken to minimise noise and vibration will be agreed with the local authority and subsequently controlled through the Section 61 consent process (under the Control of Pollution Act, 1974).
5.5.17 Mitigation measures during the operational phase are identified as part of the process of meeting the commitments made by Crossrail i.e. as set out above in paragraph 5.4.14 and contained within IPD25 for fixed plant (Appendix 07).
5.6 Baseline
5.6.1 The area to the north west of the site is mostly commercial and industrial in nature and has Belmarsh Prison located approximately 600m away. Residential properties are located to the south of the site alongside the railway line. The ambient noise levels in this area are dominated by the railway and are influenced by other transportation sources including local road traffic and aircraft. Further residential
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properties and two schools (St Paul’s Academy and St Thomas A Beckett Primary School) are located to the east of the site.
Receptors
5.6.2 Assessments have been carried out for those receptors likely to be worst affected by noise from the Proposed Development. The list of Noise Sensitive Receptors (NSRs) is presented in Table 5-3.
Table 5-3 – List of Noise Sensitive Receptors Position Address 1 6 Barth Mews 2 77a Marmadon Road 3 115 Marmadon Road 4 161 Marmadon Road 5 183 Marmadon Road 6 108 Church Manor Way 7 128 Church Manor Way 8 St Pauls Academy 9 188 Finchdale Road 10 Factory on Nathan Way-Crown Industrial Estate
5.6.3 The impacts to these receptors have been considered on the basis that the sidings will be used as per the information in Appendix 08 and Appendix 09.
Existing Noise Levels
5.6.4 Ambient noise was measured at four residential properties located to the south of the railway on Marmadon Road and Reidhaven Road by Halcrow during January 2009. The locations of these properties are shown in Appendix M of the EIA Scoping Report reproduced in Appendix 04 of this ES.
5.6.5 At the time of this ES assessment, other Crossrail construction works are being undertaken at Plumstead and so the current baseline noise levels are not considered to be representative of the typical situation. Therefore, it was not
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deemed appropriate to perform an updated noise survey to measure the existing baseline noise levels.
5.6.6 The measured baseline noise levels obtained in 2009 are consistent with those measured in quiet urban areas. The measurement location at 189 Marmadon Road, is sited furthest to the east of the measurement locations, and the noise levels are considered representative of those properties at this end of Marmadon Road, Church Manor Way and Finchale Road. The baseline measurement at 75 Marmadon Road is considered representative of the ambient noise level at Barth Mews and the western end of Marmadon Road, including 77a Marmadon Road.
5.6.7 The ambient and background noise levels measured at the four NSRs in 2009 are summarised in Table 5-4.
5.6.8 As part of this assessment, the monthly ambient and background noise levels noise levels were calculated at 1m from the façade of the residential receptors surrounding the worksite.
Table 5-4: Noise Climate
LAeq (dB) LA90 (dB) LAmax (dB) Ref Receptor Time period 1 75 Marmadon Road Day 63 38 99 Evening 62 35 87 Night 56 31 88 2 189 Marmadon Road Day 56 40 99 Evening 55 35 99 Night 47 31 96 3 59 Reidhaven Road Day 60 42 92 Evening 59 40 86 Night 54 36 89 4 89 Reidhaven Road Day 59 41 92 Evening 58 39 84 Night 52 35 86
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5.7 Assessment
5.7.1 The noise levels from the activities associated with the construction of the Proposed
Development were predicted in dB LAeq, and based on the closest distance from the works to the noise sensitive receptor. All predictions have assumed that there would be 2.4m high fencing around the site for both construction and operational periods. This would be formed of open welded mesh or similar, which would not have any noise control properties. CRL have confirmed that hoarding would not be practicable to provide along the length of the retaining wall along the southern boundary of the sidings owing to constraints caused by wind loading on this structure.
5.7.2 The reasonably foreseeable worst case monthly noise level from construction is set out in Table 5-5. There are no planned construction works during the night-time, and so no assessment of night-time construction impacts is required.
5.7.3 For the operational period, the results for the fixed plant noise assessment and night-time use of the sidings are set out in Table 5-6 and Table 5-7 respectively. Only night time use of the Proposed Development has been assessed as the majority of train movements will occur during the night-time, when the existing noise levels are lowest and the potential impacts will be highest.
5.7.4 The residential receptors at which the assessment has been undertaken are representative of a number of properties, as described in paragraph 5.6.6.
Plumstead Sidings Construction
5.7.5 The predicted values in Table 5-5 are below the lower cut-off values for the daytime
construction noise of 65dB LAeq for all receptors except 6 Barth Mews and 77a Marmadon Road where the total noise level, construction plus ambient, is below the impact threshold level. Consequently no significant daytime impact is predicted during construction of the Proposed Development.
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Table 5-5: Predicted Worst Case Daytime Noise Levels During Construction of the Crossrail Plumstead Sidings
Predicted Noise Level, dBLAeq Criteria, dBLAeq, 10hr Impact NI TRH Pos Address Construction Ambient Total Impact NI Trigger TRH No. noise level Noise level noise Trigger level
1 6 Barth Mews 65 63 67 68 75 85 No No No
2 77a Marmadon Rd 65 63 67 68 75 85 No No No
3 115 Marmadon Rd 63 56 64 65 75 85 No No No
4 161 Marmadon Rd 61 56 62 65 75 85 No No No
5 183 Marmadon Rd 59 56 61 65 75 85 No No No
108 Church Manor 6 58 56 60 65 75 85 No No No Way
128 Church Manor 7 59 56 61 65 75 85 No No No Way
8 Paul's Academy 59 56 61 65 n/a n/a No No No
9 188 Finchale Road 57 56 60 65 75 85 No No No
Factory, Nathan 10 Way, Thamesmead 63 56 64 65 n/a n/a No No No Business Park
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Plumstead Sidings Operation – Fixed Plant Noise Levels
Table 5-6: Noise levels from items of fixed plant
Lowest Rating noise from Pos Background Address all external fixed Difference No. Noise Level dB plant, dBLAr LAeq
1 6 Barth Mews 31 23 -8
2 77a Marmadon Rd 31 24 -7
3 115 Marmadon Rd 31 25 -6
4 161 Marmadon Rd 31 25 -6
5 183 Marmadon Rd 31 24 -7
108 Church Manor 6 31 24 -7 Way
128 Church Manor 7 31 22 -9 Way
9 188 Finchdale Road 31 20 -11
5.7.6 During the operation of the facility, all plant items housed within the accommodation building and maintenance building will be provided noise control measures, such as attenuators, in order to ensure that the total noise from these sources is lower than the significance threshold for noise from fixed items of plant in accordance with IPD25 (Appendix 07).
5.7.7 Noise levels from train refuelling, cleaning and manual washing combined is less than the significance criteria in IPD25 (Appendix 07) at all residential locations.
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Plumstead Sidings Operation – Noise from moving sources
Table 5–7: Noise from trains moving on sidings and wheeled loaders during night-time operation of facility
Lowest Noise level from different sources Total noise Difference Impact Ambient levels Pos No. Address Noise Level Passenger dB LAeq,8hr Maintenance Loaders
1 6 Barth Mews 56 29.3 No impact 45.1 55.4 58.9 2.9
2 77a Marmadon Rd 56 46.5 52.3 31.6 57.9 1.9 No impact
3 115 Marmadon Rd 47 44.0 43.5 33.4 49.9 2.9 No impact
4 161 Marmadon Rd 47 42.7 41.8 34.9 49.2 2.2 No impact
5 183 Marmadon Rd 47 41.8 40.6 36.7 48.8 1.8 No impact
6 108 Church Manor Way 47 33.9 33.1 34.3 47.4 0.4 No impact
7 128 Church Manor Way 47 32.6 32.1 39.4 47.3 0.3 No impact
8 Paul's Academy 47 29.5 29.7 39.4 47.2 0.2 No impact
9 188 Finchdale Road 47 25.5 25.5 34.9 47.1 0.1 No impact
Factory, Nathan Way, 10 Thamesmead Business 47 28.3 36.3 30.4 47.4 0.4 No impact Park
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5.7.8 Table 5-7 indicates that the predicted noise levels do not exceed the significance criteria set out in Table 5-2 at any locations. As a result, significant impacts have not been identified at any sensitive receptors as a result of noise from the movement of vehicles at the Proposed Development during operation.
5.7.9 Predicted noise levels are within 0.1dB of the significance criteria at locations along Barth Mews and Marmadon Road. Given there is a level of uncertainty in both the prediction method and in the assumptions used to establish these noise levels (i.e. as set out in Appendix 08 and Appendix 09), it is possible that predicted noise levels may subsequently trigger the significance criteria following on from detailed design and appropriate mitigation will be required (see paragraph 5.9.6).
5.8 Cumulative Impacts
Construction
5.8.1 An overlap of construction and operation activities between the construction of the Crossrail Plumstead Sidings and the operation of the Temporary Development is likely to occur over a 16 month period between mid 2017 and late 2018 and as a result, the potential for the combined works to give rise to significant cumulative noise impacts is considered in this chapter. The activities associated with the operation of the Temporary railhead which are expected to occur at the same time as the construction of the Proposed Development are set out in Table 5-82.
2 IPD9 Noise and Vibration Mitigation Eligibility Assessment-Plumstead. Document Number C156-CSY-T1- RGN-CR148_PT005-00004
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Table 5–8: Activities Associated with Temporary Railhead Operation
Dates Works
Mid 2017 – Late 2018 • Delivery of materials (including cement and aggregates and pre- assembled equipment) to site by HGV and engineering trains • Loading/unloading engineering trains • Movement of engineering trains • Maintenance of engineering trains • Staff movements (travel to site and within site)
5.8.2 Given that both sets of works are for Crossrail, they will be undertaken in accordance with the Crossrail EMR. As a result, an appropriate package of mitigation measures will be implemented to avoid significant cumulative impacts where practicable e.g. cumulative noise impacts will be managed and mitigated through the Section 61 consent process (under the Control of Pollution Act 1974).
Table 5-9: Cumulative noise predictions during temporary railhead operation and construction of the Proposed Development
ID Location Predicted Daytime Noise Levels Ambient Noise Total (dB LAeq) Level
Temporary Permanent Railhead Sidings
1 6 Barth Mews 56 65 63 67
2 77a Marmadon Rd 60 65 63 68
3 115 Marmadon Rd 57 63 56 65
4 161 Marmadon Rd 46 61 56 62
5 183 Marmadon Rd 41 59 56 61
6 108 Church Manor Way 47 58 56 60
7 128 Church Manor Way 47 59 56 61
8 Paul's Academy 46 59 56 61
5.8.3 Table 5-9 presents the total noise levels from the worst case construction activity associated with the construction of the Proposed Development and the noise associated with the operation of the temporary railhead. All the total noise levels included are at or below the impact thresholds at the respective properties (Table 5- 5) and no significant cumulative noise impacts are therefore likely to occur.
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5.8.4 Given that the temporary railhead will be operating at a reduced level (i.e. from restricted parts of the site) whilst the Proposed Development is being built, as described in paragraph 4.5.3, this is considered to be a worst case assessment.
Operation
5.8.5 During the operational period of the Proposed Development, receptors surrounding the site will be subject to noise from: • Trains on the Crossrail sidings; and • Trains in the railway corridor (including both North Kent Line and Crossrail services using the Plumstead Portal and new Crossrail tracks to Abbey Wood).
5.8.6 As stated in paragraph 5.5.14, given the high baseline noise levels dominated by railway noise in the area, the operation of the Proposed Development is unlikely to appreciably increase overall railway noise levels. On this basis, and given that the majority of train movements associated with the Proposed Development are during the night time (Appendix 09), no significant cumulative impacts are likely to occur as a result of changes in railway noise resulting from train services in the railway corridor combined with the operation of the Crossrail Plumstead Sidings.
5.9 Mitigation Measures
Surface Construction Activities - Noise
5.9.1 In accordance with the CCC, all reasonable steps will be taken to reduce noise levels so that they are lower than predicted. Such measures will include, but not be limited to: • Selection of quiet loading methods and quiet plant and equipment; • Selective enclosure of fixed items of plant; and • Enhanced screening / hoarding.
5.9.2 As no construction noise impacts have been identified in the assessment, no additional site specific mitigation measures are proposed.
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5.9.3 The steps to be taken to control noise from the loading operations will be agreed with the local authority through the Section 61 consent process. As a result, it is considered unlikely that significant impacts will occur.
5.9.4 During the period of overlap of operation of the temporary railhead and construction of the Proposed Development, there will be more than one Crossrail contractor using the site and co-ordination of site use will be required. As necessary, and as agreed, cumulative noise management plans may be produced for these works to ensure that planning and liaison will be undertaken with the other Crossrail construction teams to minimise the combined noise levels.
Surface Operational Activities - Noise
5.9.5 No significant impacts have been identified at any properties, and as such further mitigation is not proposed.
5.9.6 However, the predicted noise levels are within 0.1dB of the significance criteria at a number of properties along Barth Mews and Marmadon Road. In the event that, as a result of detailed design, the predicted noise levels increase to above the significance criteria, appropriate noise mitigation will be designed and implemented.
5.10 Residual Impacts
Surface Construction Activities - Noise
5.10.1 No significant residual noise impacts are predicted at any assessed property as a result of the construction of the Crossrail Plumstead Sidings.
Surface Operational Activities - Noise
5.10.2 No significant residual noise impacts are predicted at any assessed property as a result of the operation of the Crossrail Plumstead Sidings.
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5.11 Assessment Summary Matrix
5.11.1 A summary of the predicted significance of noise impacts from the proposed development is provided in Table 5-10.
Table 5-10: Noise Assessment Summary Matrix Description of impact Significance Mitigation Residual impact Airborne noise from Surface NSig Control through the Section 61 None Construction Activities consent process, including (Daytime during cumulative noise management plan construction)
Liaison with neighbouring contractors
If required, selection of quiet loading methods and quiet plant and equipment, selective enclosure of fixed plant and enhancement of site screening / hoarding
Airborne noise from Fixed Plant as NSig Plant within buildings to be None part of operation of the site provided with mitigation measures to control noise to within criteria
Airborne noise from rail vehicles NSig No mitigation is required based None using sidings during operation on current design & assumptions (to be confirmed during detailed design with appropriate mitigation designed and implemented if significance criteria are subsequently exceeded).
Key:
NSig – Non-significant Sig – Significant PSig – Impact of particular significance -ve – Adverse +ve – Beneficial T- Temporary D- Direct I – Indirect C - Cumulative
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6 Landscape, Townscape and Visual Amenity
6.1 Introduction
6.1.1 This section sets out the findings of the assessment of the likely impacts on the existing landscape/townscape context of the Church Manor Way Sports Ground character area and visual amenity of close range receptors in the vicinity of the site during the construction stage and in the operational phase of the Proposed Development. This assessment has been informed by a review of readily available published material, including the Crossrail ES, the ES for the Temporary Development (Appendix C of the EIA Scoping Report reproduced in Appendix 04 of this ES), OS mapping and aerial photography. A site visit has also been undertaken to establish the inter-visibility between the site and the surrounding area.
6.1.2 Landscape/townscape and visual assessments are related but separate studies, with the objectives of the assessment, in accordance with the Crossrail ES methodology, being to: • Evaluate the sensitivity of landscape/townscape character areas, conservation areas and the setting of listed buildings to change; • Define levels of magnitude of change including nature, scale, duration and visibility of any physical changes resulting from the Proposed Development; and • Consider whether any change is judged to be beneficial or detrimental to landscape/townscape quality.
6.1.3 For the visual assessment the objective of the assessment is to: • Consider the impact the Proposed Development would have on the overall visual context and character of the site and surrounding area and identify the magnitude of impacts relating to specific views.
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6.2 Review of Proposed Development and Potential Issues
6.2.1 The Proposed Development is for a permanent infrastructure maintenance and passenger train stabling facility, as outlined in Section 2.4.
6.2.2 The construction stage is likely to result in impacts to the existing landscape/townscape and visual baseline due to the introduction of new elements such as construction equipment, temporary hoardings and working areas.
6.2.3 On commencement of the operational phase of the Proposed Development, the majority of the site will be covered in hardstanding with engineered ground levels retained from the temporary railhead development. Assuming that appropriate design mitigation will have been implemented to integrate the permanent elements of the temporary railhead into the landscape/townscape, as described in the ES for the temporary railhead (Appendix C of the EIA Scoping Report reproduced in Appendix 04 of this ES), the potential landscape/townscape and visual amenity impacts of the Proposed Development will be limited to those arising from: • Operational activity including the presence of equipment and material associated with the maintenance of the facility; • Rail infrastructure, such as passenger and maintenance trains and rail track; • The introduction of new buildings including an accommodation building, a maintenance building, site offices and undercover stores; • Operational lighting masts and columns; and • Vehicle parking facilities.
6.2.4 The resources likely to be affected are Church Manor Way Sports Ground character area and close range visual receptors identified in paragraph 6.6.9 and paragraph 6.7.16.
6.3 Scoping and Consultation
6.3.1 The proposed scope of the landscape/townscape and visual assessment was described in Section 5.8 of the EIA Scoping Report (Appendix 04) and adopted by
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the Secretary of State in the Scoping Opinion (Appendix 05). The Secretary of State consulted with various statutory authorities and consultees in forming his Scoping Opinion and no issues were raised with respect to potential landscape/townscape and visual impacts associated with the Proposed Development.
6.3.2 In his Scoping Opinion (Appendix 05) the Secretary of State agreed with the scope of the landscape/townscape and visual assessment proposed in the EIA Scoping Report (Appendix 04). As a result, the assessment of impacts on built heritage is scoped out of the ES, as there will be no physical works to the Grade II Listed White Hart Avenue Depot or any other designated built heritage assets as a result of construction of the Proposed Development and the overall context of the building and its relationship to surrounding land use and industries will not be altered by the construction or operation of the Proposed Development. On the basis of the findings of the Plumstead Temporary Railhead and Associated Permanent Works ES (Appendix C of the Scoping Report reproduced in Appendix 04 of this ES), with implementation of appropriate mitigation as set out in the Crossrail EMR, potential significant residual impacts on landscape/townscape resources from the Proposed Development were identified for the Church Manor Way Sports Ground Character Area hence the scope of the assessment in this ES is restricted to this landscape/townscape resource. In relation to visual impacts, the amenity of close range receptors in the vicinity of the site is assessed during the construction stage and in the operational phase of the Proposed Development.
6.4 Methodology
6.4.1 As the Proposed Development forms part of Crossrail, this assessment applies the methodologies and significance criteria contained in the Crossrail ES, Volume 5, Appendix A2 (Appendix I of the EIA Scoping Report reproduced in Appendix 04 of this ES). While the potential for impacts on the landscape/townscape and visual resource are assessed separately, both are based on the consideration of impact magnitude and the sensitivity of the resource (refer to Tables 6-1 to 6-5).
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Table 6-1: Sensitivity of the Landscape/Townscape
Sensitivity of the Townscape or Landscape
High Sensitivity Medium Sensitivity Low Sensitivity
Landscape/ High or moderate Moderate or low quality / Low quality / poor townscape quality/good condition moderate condition condition and quality/condition and largely intact demonstrating some disparate intactness elements
Sense of Strong sense of Moderate sense of No sense of place place/legibility place/identity place/identity
Unspoilt Demonstrates Demonstrates a degree Demonstrates character unspoilt of change but with some high degree of characteristics unspoilt characteristics change
Scarcity of the Particularly scarce or Mainly common Common features resource fragile townscape features, but occasional found in many interesting features cities / towns
Conservation Historic or ecological Some historic or None / limited interests interests which ecological interests Historic or Value of the landscape/townscape landscape/townscape Value of the contribute which contribute to ecological significantly to townscape character interests townscape character
Tranquillity Provides tranquil / High use townscape with High use reflective locations some quiet areas townscape
Table 6-2: Sensitivity of Visual Receptors
Overall sensitivity of visual amenity receptors / viewers
High Views by receptors/viewers with proprietary interest and/or prolonged viewing sensitivity opportunities, particularly residents, but also users of public footpaths and open space, recreational users of facilities whose importance relates to their visual environment (e.g. from an observation tower)
Moderate Views by receptors/viewers with moderate interest in their environment, namely sensitivity workers pedestrians, users of formal sports facilities, users of community facilities, users of restaurants and bars, users of recreational river craft
Low sensitivity Views by receptors/viewers with passing or momentary interest in their everyday surroundings, namely motorists and other road users, train passengers, non- recreational river users
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Table 6-3: Definitions of Magnitude for Landscape/Townscape Assessment
Severity Magnitude
Very High Fundamental change in landscape or townscape components and character
High Substantial change in landscape or townscape components and character
Moderate Obvious change in landscape or townscape components and character
Low Minor change in components or character of the landscape or townscape
Negligible Almost imperceptible change in components or character of the landscape or townscape
Table 6-4: Definitions of Magnitude for Visual Amenity Assessment
Severity Magnitude
Very High The proposals become the dominant feature of the scene to which other elements become subordinate
High The proposals form a significant and immediately apparent part of the scene.
Moderate Readily noticeable change to the view, where change is evident but is not the key feature in the view, and possibly viewed at an oblique angle from the normal angle of view.
Low Minor changes to the view, where change is slight.
Negligible Almost imperceptible changes to the view, where change is barely perceptible and just a minor element in the overall view.
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Table 6-5: Evaluation of Levels of Significance of Impacts on Landscape/Townscape and Visual Amenity
With low landscape With moderate With high /townscape landscape/townscape landscape/townscape sensitivity sensitivity sensitivity or with low receptor or with moderate or with high receptor sensitivity receptor sensitivity sensitivity
With negligible impact NSIG NSIG NSIG magnitude
With low impact NSIG NSIG/SIG NSIG/SIG magnitude
With moderate impact NSIG/SIG SIG SIG magnitude
With high impact NSIG/SIG SIG SIG/PSIG magnitude
With very high impact SIG SIG/PSIG PSIG magnitude
Key: NSIG: non-significant impact; SIG: significant impact; PSIG: significant impact of particular importance
6.4.2 In conjunction with this approach the visual assessment has been carried out in accordance with Guidelines for Landscape and Visual Impact Assessment, (GLVIA), The Landscape Institute and Institute for Environmental Management and Assessment, 3rd Edition, 2013.
6.4.3 The methodology includes a desk review of specific published material, including Ordnance Survey mapping and planning policies for the site, as relevant to the landscape/townscape and visual baseline.
6.4.4 A theoretical zone of visual influence (ZVI) has been established, which is the area or areas over which the Proposed Development would be expected to influence people’s perception of their surroundings. The actual visibility of the Proposed Development may extend beyond this, but not in an influential way.
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6.5 Assumptions and Limitations
6.5.1 As described in paragraph 4.1.4, the assessment of impacts has been based upon the level of design available at the time of writing the ES. Specific elements of the Proposed Development, for example, the facade treatment to the buildings and the roof materials, will be confirmed during the subsequent detailed design phase. As a result, the landscape/townscape and visual impact assessment has been based on the maximum (worst case) height and extent (i.e. scale and massing) for structures and the spatial extent of the Proposed Development as defined by the Limits of Deviation for the works subject to the TWAO application.
6.5.2 A qualitative appraisal of the likely impacts from sky glow and ambient lighting, as identified in the lighting assessment discussed in Section 7, is also considered as part of the visual assessment reported below.
6.6 Landscape/Townscape Baseline
6.6.1 The baseline conditions assumed for this assessment are those following the Temporary Development as described in paragraph 2.3.2 and include the Crossrail Plumstead portal which is expected to be completed prior to commencement of the Proposed Development.
6.6.2 The site is located to the east of Plumstead Station, in the Royal Borough of Greenwich, South London. It is bounded by White Hart Avenue to the north, and extends southwards in an irregular layout, partly to the North Kent railway line and partly to adjoin the Church Manor Way allotments and sports pitches. The boundary with these allotments and sports pitches is defined by a former railway embankment, relative to which the site is at a higher level. The site is situated in a relatively low lying position, at approximately 8m AOD, and is open in character, with the exception of a small amount of planting on the southern boundary, parallel with the railway line.
6.6.3 The construction works required for the Proposed Development will be similar in nature to those required for the temporary railhead but they will be reduced in scale, with the majority of the groundworks and engineering features (including retaining
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wall and slope stabilisation) being completed as part of the Temporary Development and therefore forming part of the landscape/townscape baseline. During operation, the Proposed Development will be of a similar scale as the temporary railhead but the function of the activities undertaken will change from construction support to rail stabling and maintenance and these activities will be permanent in nature.
Reviewed Published Landscape Studies
6.6.4 The site and study area are included within the following: • South East and London National Character Area Map, Area 112 Inner London, 'Character of England Landscape, Wildlife and Cultural Features Map', 2005, Natural England but no specific mention or related landscape characteristics are given; and • The Greenwich Unitary Development Plan, (2006) (UDP).
6.6.5 The UDP includes a brief overview of the study area as follows: “The north of the Borough, near the river, has a contrasting mix of the older developed areas of the Borough where communities have grown in association with the river and riverside industries and contemporary waterfront developments. The urban fabric is generally tight knit with streets of terraced housing interwoven with other commercial uses. Open spaces, except for Greenwich Park, have been until recently, limited. Interspersed with the older areas are a number of relatively recent developments of housing and industrial estates.” (Greenwich UDP, The Environment 4.5, page 4, Part One).
Designations
6.6.6 In terms of landscape/townscape designations, a small triangular section of the site owned by RBG (adjacent to the disused bowling green) is designated as a Community Open Space (COS) on the UDP Proposals Map and covered by saved UDP Policy O7 (which will be superseded by OS(b) Community Open Space upon adoption of the Core Strategy). The playing fields forming part of the Seven Acre
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Sports Club and allotment gardens adjacent to the site also fall within this COS designation.
Public Rights of Way (PRoW)
6.6.7 There are no PRoW within the site. In close proximity to the north of the site is The Ridgeway, an accessible track on the top of an embankment (the Southern Outfall Sewer) extending from Plumstead in a north west direction. To the south of the study area, in an elevated location, is the Green Chain Walk, which extends from the River Thames to Nunhead and includes a section across Winn’s Common.
Study Area and Site Assessment
6.6.8 In terms of the landscape/townscape setting of the site, the Crossrail ES described the baseline resources within the study area in terms of character areas with varying sensitivity to change as follows:
• Plumstead: predominantly residential properties of varied eras and styles, including Victorian terraces, 1930s semi-detached and post-war modern estates with medium sensitivity to change; • Woolwich: predominantly residential properties of varied eras and styles, including Victorian terraces and high rise apartments with medium sensitivity to change; • Woolwich Industrial Estate: mainly large built units, large scale buildings related to transport corridors, and often including areas of derelict land with low sensitivity to change; • Plumstead Railway Lands: an area of former railway sidings with a number of buildings including the Grade II Listed White Hart Avenue Depot with low sensitivity to change. A small area of the site is located within this character area; • Church Manor Way Sports Ground: an area with mixed use, including industrial units, football pitches and allotments with low sensitivity to change. The majority of the site is located within this character area;
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• Abbey Wood: predominantly a residential area of Victorian properties with medium sensitivity to change; • Broadwater: predominantly a residential area with a mixture of building styles with low sensitivity to change; • Royal Arsenal: a historic area adjacent to the River Thames with a strong architectural uniformity and high sensitivity to change; and • Bracondale / Mottisfont: predominantly a residential area to the east of Church Manor Way comprising a variety of building styles with low sensitivity to change.
6.6.9 A small section of the south western part of the site is situated within the Plumstead Railway Lands character area, while the remainder of the site is located within the Church Manor Way Sports Ground character area. Although the scope of this assessment is restricted to the Church Manor Sports Ground character area, more detailed description of the above character areas and their sensitivity is given in the Landscape Character Areas Table (Appendix 11) and Landscape Character Areas Map (Appendix 12).
6.6.10 In July 2013 a walkover of the site and surrounding character areas was undertaken to check the validity of the Crossrail ES baseline for use in the assessment of the Proposed Development. The site visit confirmed two main changes since the publication of the Crossrail ES: the addition of the Crossrail Portal structure within the Plumstead Railway Lands Character Area and the removal of vegetation to the south of the sports pitches within the Church Manor Way Sports Ground Character Area to facilitate works associated with the Plumstead Portal.
6.6.11 Prior to the commencement of the Proposed Development, the construction and operation of the temporary railhead within part of the Church Manor Way Sports Ground and Plumstead Railway Lands character areas (as consented under planning application 13/0300/F) will result in a further change to the baseline conditions from those reported in the Crossrail ES.
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6.6.12 The changes as a result of the Crossrail works are not considered substantial enough to alter the overall character of these areas as reported in the Crossrail ES (summarised in paragraph 6.6.10 above). The sensitivity of both of these character areas will remain low due to the continued variance of architectural styles and disparate elements of low aesthetic quality, general disturbance and lack of landscape/townscape interest. As a result, the railhead is included in the baseline for this ES and the description of the Church Manor Ways Sports Ground character area, for the purposes of this ES, includes reference to the Crossrail ES.
6.7 Visual Baseline
6.7.1 Based on the consideration of existing topography, built form, massing and inter- visibility studies, the study area and ZVI established within the Crossrail ES (replicated in Appendix 13) has been adopted for the visual impact assessment in this ES. The study area has been defined as extending northwards to the River Thames and the A2016, over relatively flat terrain, similar to that of the site; eastwards to Knee Hill, comprising residential properties and a number of industrial parks; southwards to Shooters Hill/Bellegrove Road, comprising residential properties and open spaces and marked by a strong topographical rise from 3mAOD to 85mAOD; and westwards to Woolwich, where residential properties predominate and there is a similar topographical rise.
6.7.2 The site is in a low lying position which affords views from the south and west. Views from the north are limited to being close range only, as The Ridgeway embankment screens the site. Views from the east are limited to close range receptors due to the alignment of residential properties and generally flat topography.
Review of Published Visual Studies & Site Visit
6.7.3 A desk review was undertaken to validate the ZVI described above. This included a review of Ordnance Survey (1:25,000) maps; Explorer No. 163 and the following published studies:
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• The London View Management Framework Supplementary Planning Guidance, March 2012 - the site is not included within any of the 26 designated views; • Greenwich Unitary Development Plan, (2006 - Included within section, D27 Local Views - the site is within the view corridor F, Winn’s Common, to the Lower Thames. This is designated on the basis that it is an important element of the character of the Borough.
6.7.4 A site visit undertaken in July 2013 confirmed that views of the Proposed Scheme were as follows:
From the North
6.7.5 Short range, open views are afforded for users of White Hart Avenue and the industrial premises. Open views are afforded from The Ridgeway across the railhead site and beyond to the ridgeline at Winn’s Common. The industrial units within White Hart Avenue are dominant elements within the view due to their scale and proximity.
6.7.6 Long range views are limited due to the level topography in relation to the site, the massing of Belmarsh Prison and the industrial units and the embankment which forms The Ridgeway.
From the East
6.7.7 Short range views are afforded of the site’s southern boundary and embankment from the Church Manor Way allotments and sports ground, second floor windows of properties along Church Manor Way Road and St. Paul’s Academy. Views from first floor windows of properties along Church Manor Way Road are screened by roadside fencing and garden vegetation. The industrial units along White Hart Avenue are dominant features within the view due to their scale.
6.7.8 Long range views are limited due to the level topography beyond Church Manor Way Road and existing residential properties.
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From the South
6.7.9 Short range open views are afforded to users of the railway line and from residential properties in Marmadon Road.
6.7.10 Long range open views are afforded from open space locations such as Winn’s Common and for those residential properties with a north-south orientation and elevated locations, such as those in Rockmount Road Estate. These long range views include extensive, panoramic views across London, including elements such as pylons and wind turbines. The site is considered to be a minor component within the wider view.
6.7.11 The industrial units along White Hart Avenue and the industrial area to the north of the site are dominant within the views towards the site due to their scale and massing.
From the West
6.7.12 Short range views are afforded from White Hart Depot and oblique views from residential properties within Marmadon Road. Views from Plumstead High Street are screened by the depot buildings.
6.7.13 Long range open views are afforded from within Plumstead and Woolwich from open space locations and residential properties in elevated locations and on an east to west orientation. The site is considered to be a minor component within these views, which include many elements such as pylons and wind turbines.
Changes to Visual Baseline Following Temporary Development
6.7.14 The visual baseline conditions assumed for this assessment include the Crossrail Plumstead Portal which is expected to be completed prior to commencement of the Proposed Development and the elements of built form retained from the Temporary Development (as described in paragraph 2.3.2). The nature and scale of these elements is such that the ZVI described above remains valid.
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Key Visual Receptor Groups and Viewpoints
6.7.15 Table 6-6 identifies the key visual receptor groups within the ZVI. A more detailed description of the receptor groups and their existing views is given in Appendix 13 extracted from the Crossrail ES (Crossrail Technical Report: Assessment of impacts on Heritage and Landscape, Volume 5 of 6, Route Window SE6 Plumstead Portal) and their location is shown in Appendix 14.
Table 6-6: Visual Receptor Groups
Visual Receptor Location Type Sensitivity VR1a Properties along Marmadon Residential High Road nos.49-95 VR1b Properties along Marmadon Residential High Road nos.95a-155 VR1c Properties along Marmadon Residential High Road nos.155-193 VR2 Barth Mews Residential High VR3 Council Depot and Industrial Employment Moderate Area VR4 The Ridgeway Recreational Moderate VR5 Sports Ground Recreational Moderate VR6 Church Manor Way Allotments Recreational Moderate VR7 Group of Properties in Panfield Residential High Road, Finchdale Road and Sewell Road VR8 St. Paul’s Academy Educational Moderate VR9 Properties on Church Manor Residential High Way Road VR10 Rail crossing users Recreational as the crossing Low (from this specific provides linkage to Church location) Manor Way Road VR11 Plumstead Common / Winn’s Recreational High Common including view corridor F VR12 Properties within Plumstead Residential High VR13 Properties within Woolwich Residential High VR14 Railway users Transport Low VR15 Properties in Bracondale Residential High Road
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6.7.16 From the visual receptor groups listed in Table 6-6 the following are considered to be the key viewpoints:
• VR1a,1b and 1c, residential properties along Marmadon Road; • VR4, users of the Ridgeway; • VR5 and VR6; users of the Church Manor Way allotments and sports pitches • VR9, properties along Church Manor Way Road; and • VR11, users of Winn’s Common and Plumstead Common, including the view corridor F as outlined in the Greenwich UDP.
6.8 Assessment of the Likely Significant Impacts
6.8.1 This landscape/townscape and visual impact assessment includes the assessment of both the construction and operational phases.
Construction Phase
6.8.2 During the construction phase the sources of landscape/townscape and visual impact are considered to arise from: • General construction activity; • Site compounds and storage of materials; • Temporary hoardings, signage and lighting; and • Construction traffic.
Operational Phase
6.8.3 During the operational phase the sources of impact are considered to arise from: • New accommodation and maintenance buildings, up to 15 metres in height; • New internal road network; • Staff car parking; • Train stabling for passenger and maintenance trains; and • Permanent lighting columns and signalling equipment facilities.
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Impacts - Construction Phase
Changes to Landscape/Townscape Character
6.8.4 Assuming prior use of the site for the Temporary Development, there will be no obvious change from the baseline landscape/townscape character as a result of the construction of the Proposed Development. The Proposed Development is considered to have a non significant impact on the Church Manor Way Sports Ground character area due to the magnitude of impact being low (i.e. minor change in components or character of the landscape/townscape) on this area of low sensitivity. The low impact magnitude is a result of the Proposed Development being restricted to the northern section of this character area, where there are no direct impacts on the sports pitches, allotments and pavilion which make up the remainder and key components of the character area.
Visual
6.8.5 The likely impacts in relation to the existing visual baseline are summarised in Table 6-7.
6.8.6 There will be no significant visual impacts on any key receptors in the immediate vicinity of the site due to the views of the construction of the Proposed Development being a minor change in the context of the visual baseline (which will include the temporary railhead, as described in paragraph 2.3.2.)
6.8.7 Views from elevated locations within the wider study area, such as Plumstead Common, which is within the designated UDP view corridor (VR11), are assessed as non significant, as the Proposed Development will be viewed as a minor component of a wider view.
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Table 6-7: Visual Impacts During the Construction Phase
Visual Location Impact Magnitude Impact (adverse unless stated) Receptor VR1a Properties along Marmadon Low Non Significant impact, (NSig) Road nos.49-95 VR1b Properties along Marmadon Low Non Significant impact, (NSig) Road nos.95a-155 VR1c Properties along Marmadon Low Non Significant impact, (NSig) Road nos.155-193 VR2 Barth Mews Low Non Significant impact, (NSig) VR3 Council Depot and Industrial Low Non Significant impact, (NSig) Area VR4 The Ridgeway Negligible Non significant impact, (NSig) VR5 Sports Ground Low Non Significant impact, (NSig) VR6 Church Manor Way Allotments Low Non Significant impact, (NSig) VR7 Group of Properties in Panfield Low Non Significant impact, (NSig) Road, Finchale Road and Sewell Road VR8 St. Paul’s Academy Low Non Significant impact, (NSig) VR9 Properties on Church Manor Low Non Significant impact, (NSig) Way Road VR10 Rail crossing users Negligible Non significant impact, (NSig) VR11 Plumstead Common / Winn’s Negligible Non significant impact, (Nsig) Common including view corridor F VR12 Properties in Plumstead Negligible Non significant impact, (Nsig) VR13 Properties in Woolwich Negligible Non significant impact, (Nsig) VR14 Railway users Negligible Non significant impact, (Nsig) VR15 Properties in Bracondale Road Low Non Significant impact, (NSig)
Impacts - Operational Phase
Changes to Landscape/Townscape Character
6.8.8 Assuming prior use of the site for the Temporary Development, there will be no obvious change from the baseline landscape/townscape character as a result of the operation of the Proposed Development. Impacts to the Church Manor Way Sports Ground character area will therefore remain as per the construction phase as outlined in paragraphs 6.6.3 but will become permanent in nature. There will be a no significant impact due to the low magnitude of change following the Temporary Development on this area of low sensitivity.
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Visual
6.8.9 Table 6-8 sets out the assessed visual impacts of the Proposed Development during the operational phase. The impacts remain as per the construction phase as outlined in paragraph 6.6.3 but will become permanent in nature. There will be no significant visual impacts on any key receptors in the immediate vicinity of the site due to the views of the Proposed Development being a minor change in the context of the visual baseline during its operational phase.
Table 6-8: Visual Impacts During the Operational Phase
Visual Location Impact Impact (adverse unless Receptor Magnitude stated) VR1a Properties along Marmadon Road Low Non Significant impact, (NSig) nos.49-95 VR1b Properties along Marmadon Road Low Non Significant impact, (NSig) nos.95a-155 VR1c Properties along Marmadon Road Low Non Significant impact, (NSig) nos.155-193 VR2 Barth Mews Low Non Significant impact, (NSig) VR3 Council Depot and Industrial Area Low Non Significant impact, (NSig) VR4 The Ridgeway Negligible Non Significant impact, (NSig) VR5 Sports Ground Low Non Significant impact, (NSig) VR6 Church Manor Way Allotments Low Non Significant impact, (NSig) VR7 Group of Properties in Panfield Road, Low Non Significant impact, (NSig) Finchdale Road and Sewell Road VR8 St. Paul’s Academy Low Non Significant impact, (NSig) VR9 Properties on Church Manor Way Road Low Non Significant impact, (NSig) VR10 Rail crossing users Negligible Non significant impact, (Nsig) VR11 Plumstead Common / Winn’s Common Negligible Non significant impact, (Nsig) including view corridor F VR12 Properties within Plumstead Negligible Non Significant impact, (Nsig) VR13 Properties within Woolwich Negligible Non Significant impact, (Nsig) VR14 Railway users Negligible Non Significant impact, (Nsig) VR15 Properties in Bracondale Road Low Non Significant impact, (Sig)
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6.9 Cumulative Impacts
6.9.1 An overlap of activities associated with the construction of the Proposed Development and the operation of the temporary railhead is likely to occur over a 16 month period between mid 2017 and late 2018 and, as a result, the potential for the combined works to give rise to significant cumulative landscape/townscape impacts is considered in this section. The activities associated with the operation of the temporary railhead which are expected to occur at the same time as the construction of the Proposed Development are set out in Table 6-9.
Table 6-9: Activities Associated with Temporary Railhead Operation
Dates Works
Mid 2017 – Late 2018 • Delivery of materials (including cement and aggregates and pre- assembled equipment) to site by HGV and engineering trains • Loading/unloading engineering trains • Movement of engineering trains • Maintenance of engineering trains • Staff movements (travel to site and within site)
Landscape/Townscape 6.9.2 The combined works are not considered to increase the low impact magnitude predicted to occur on the Church Manor Way Sports Ground character area as a result of the construction of the Proposed Development alone (paragraph 6.8.4) as together they will lead to a minor change in components or character of the landscape/townscape on this area of low sensitivity. As a result, there will be no significant cumulative impact on the Church Manor Way Sports Ground character area during the construction of the Proposed Development.
Visual
6.9.3 The potential for cumulative visual impacts will arise due to the combined impacts of the construction of the Proposed Development and the operation of the temporary railhead from mid 2017 to late 2018.
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6.9.4 During the period of overlap of operation of the temporary railhead and construction of the Proposed Development, the combined works will be located directly adjacent to each other, and there will be increased intensity of activity within an existing view which includes existing rail infrastructure and built form. Due to the proximity of the temporary railhead to the Proposed Development (i.e. being within part of the same site subject to this assessment) the scope of this cumulative visual assessment includes all receptors identified within Table 6.6 (i.e. those within the ZVI for the Proposed Development) since they are potentially subject to cumulative impacts from the combined developments. The cumulative visual assessment has been undertaken in line with the methodology outlined in Section 6.4.
6.9.5 For the identified receptors in Table 6.6 the combined works are not considered to increase the low and negligible magnitudes of impact predicted to occur as a result of the construction of the Proposed Development alone (paragraph 6.8.4) as together they will result in a minor change within the localised view. As a result, there will be no significant cumulative impacts on visual receptors during the construction of the Proposed Development.
6.10 Mitigation Measures
6.10.1 Mitigation measures to minimise landscape/townscape and visual impacts will be implemented during the construction phase in accordance with the CCC contained within the Crossrail EMR (Appendix E of the EIA Scoping Report reproduced in Appendix 04 of this ES). These include, but are not limited to, the measures described in paragraphs 6.10.2 to 6.10.5.
6.10.2 The site layout and appearance will be designed using the following principles:
• Sites at prominent locations will be screened; • The site will be fully secured; • Existing features will screen the site, where appropriate; • Accommodation building and maintenance equipment will be located to limit environmental impacts, as far as reasonably practicable, and having due regard to neighbouring accommodation, as far as allowed by the constraints of the site;
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• Site lighting will be located and directed so as not to intrude into occupied residential properties, on sensitive areas or constitute a road or rail hazard; • Security cameras will be sited and directed so that they do not intrude into occupied residential properties; and • Site facilities will be powered from mains electrical sources.
6.10.3 The visual intrusion of the construction site on nearby residents and users of local facilities and amenities will be contained and limited, as far as reasonably practicable. Where appropriate, construction activities will be screened to protect the amenity value of adjacent recreational facilities. The extent and height of hoarding or fencing will be selected to maintain effective security and achieve appropriate visual screening.
6.10.4 Site lighting and signage will be provided to ensure the safety and security of the site and will be at the minimum luminosity necessary. Where appropriate, lighting to site boundaries will be provided and illumination will be sufficient to provide a safe route for the passing public. Appropriate industry standard procedures will be implemented for site lighting and lighting will be designed, positioned and directed so as not to unnecessarily intrude on adjacent buildings and land uses and so as to prevent unnecessary interference with local residents.
6.10.5 The operational requirements of the Proposed Development (particularly the local rail connections to the Plumstead Portal and road access from White Hart Avenue) have directly influenced the design of the Crossrail Plumstead Sidings. As a result, any potential design-related mitigation (e.g. with respect to the scale of the structures and facilities, and the detailed layout of the site to minimise landscape/townscape and visual impacts) is limited. The location of the train loading areas is determined by proximity to the proposed new tracks and the site offices and accommodation facilities and maintenance building have been designed to accommodate the required staff numbers and located in close proximity to each other so as to centralise the massing of the new buildings and to minimise walking routes of staff on site. Notwithstanding these operational design constraints
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measures will also be adopted to minimise the lighting impact (refer to Section 7 for further details).
6.11 Residual Impacts
6.11.1 There will be no significant residual impacts on the landscape/townscape of the Church Manor Way Sports Ground character area or on visual receptors during the construction and operation of the Proposed Development. Notwithstanding the application of mitigation measures described in paragraphs 6.10.2 to 6.10.5 will further reduce the magnitude of the assessed landscape/townscape and visual impacts.
6.12 Assessment Summary Matrix
6.12.1 Table 6-10 summarises the landscape/townscape and visual impacts likely to arise from the Proposed Development, including residual impacts.
6.12.2 For the Church Manor Way Sports Ground landscape/townscape character area the residual impacts are non significant adverse during both the construction and operational phases. This is because the proposals result in a minor change in components or character of the landscape/townscape baseline conditions following the Temporary Development.
6.12.3 As regards visual impacts, non significant impacts will arise in relation to those receptors in close proximity to the Crossrail Plumstead Sidings as identified in Table 6.6.
6.12.4 With reference to local views from elevated locations, such as Plumstead Common, which is within the designated UDP view corridor (VR11), the residual impact is assessed as non significant as the Proposed Development is deemed to be a minor element within the wider view, which already features rail infrastructure.
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Table 6-10: Summary Matrix of Landscape/Townscape and Visual Impacts
Receptors Magnitude Impact During Impact During Residual impact Construction (adverse Operation (adverse (adverse unless unless stated) unless stated) stated) Church Manor Low as the proposed Non Significant impact Non Significant Non Significant Way Sports works introduce as the works required to impact as the impact as the Ground elements that facilitate the Scheme will Scheme represents a Scheme represents Character constitute a minor result in a minor change minor change to part a minor change to Area change in components to part of the character of the character area part of the character or character of the area as the sports as the sports provision area as the sports landscape/townscape provision and allotments and allotments will provision and will remain, which are remain, which are allotments will considered to be the key considered to be the remain, which are components of this key components of considered to be the character area. this character area. key components of this character area. Visual Low as the scheme Non Significant due to Non Significant due Non Significant - Receptors, will form a minor a minor change in the to a minor change in layout and form of identified in change to the view, context of the visual the context of the the proposals Table 6.6 where change is baseline or a minor visual baseline or a constitute a minor slight. component of a wider minor component of a change to the view view. wider view. where change is slight
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7 Lighting
7.1 Introduction
7.1.1 This section of the ES addresses the likely significant impacts associated with lighting as a result of the operation of the Proposed Development. It should be read in conjunction with the Obtrusive Light Survey Report in Appendix 15. This assessment of lighting impacts has been informed by a review of various publications including:
• The Crossrail ES; • The ES prepared for the Temporary Development (Appendix C of the EIA Scoping Report reproduced in Appendix 04 of this ES); • Rail Industry Standard for Lighting at Stations RIS-7702-INS Issue 13 ; • HSE document ‘HSG38 – Lighting at Work’4; and • Guidance on the reduction of obtrusive light issued by the Institution of Lighting Professionals (ILP)5.
7.2 Review of Proposed Development and Potential Impacts
7.2.1 Lighting impacts are likely to arise given the levels of light (luminance and illuminance, i.e. the intensity of light that passes through or is emitted from a particular area) associated with the permanent lighting installations for the
3 Rail Safety and Standards Board Limited, Rail Industry Standard for Lighting at Stations RIS-7702-INS Issue 1, 2013 4 Health and Safety Executive, Lighting at Work HSG38 books.hse.gov.uk/hse/public/saleproduct.jsf?catalogueCode=9780717612321 5 Guidance on the reduction of obtrusive light issued by the Institution of Lighting Professionals (ILP) https://www.theilp.org.uk/documents/obtrusive-light/
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Proposed Development. Without appropriate mitigation, the lighting associated with the Proposed Development is likely to result in an increase in general sky glow and, as the site is within an existing urban area, this may increase the existing light pollution levels. Obtrusive light, sometimes referred to as light pollution, is defined as “that part of the light from a lighting installation that does not serve the purpose for which it was designed. In other words, if the light does not illuminate the visual task and, where necessary, its immediate surrounding area, then this light goes somewhere else where it is not needed.”6 Key mitigation for these impacts is that the design of the electric lighting on the site will conform with the requirements of the Rail Industry Standard RIS-7702-INS Issue 1 and HSE document HSG38.
7.2.2 The Crossrail Plumstead Sidings will be a potential source of obtrusive light for those receptors in residential properties in Marmadon Road, Barth Mews and Church Manor Way which have windows facing the site. These receptors are located on the north side of Marmadon Road, north side of Barth Mews and on the eastern side and southern end of Church Manor Way (as shown in Appendix A of the Obtrusive Light Survey Report located in Appendix 15) and discussed in paragraph 7.6.2 below.
7.2.3 The external lighting arrangements associated with the Proposed Development, as shown on the lighting layout plans in Appendix 16, include lighting of the following facilities on the site: • Passenger train stabling sidings; • Train loading and laydown areas within the maintenance sidings; • Main entrance, internal access road, staff car park and bicycle parking; and
6 C.E.L.M.A. Federation of National Manufacturers Association for Luminaires and Electrotechnical Components for Luminaires in the European Union, CELMA Guide on Obtrusive Light, First Edition (2007)
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• Perimeter areas of accommodation building, maintenance building and covered storage facilities.
7.2.4 The initial lighting design indicates a mounting height (i.e. the height of the luminaires above the ground level) of 10m for the storage and laydown areas adjoining White Hart Avenue; 8m for the main site entrance and internal access road; and 5m for the car park. In addition, lighting columns of 2.5m in height will be placed between the passenger rail sidings. No lighting columns are proposed between the maintenance sidings.
7.2.5 The finished constructed levels of the Proposed Development will be approximately 2.5 metres higher than the level of Marmadon Road and Church Manor Way, which will bring the site lighting into the viewing angles of the first floor windows of receptors (residential properties) in these locations, in the absence of appropriate mitigation.
7.3 Scoping and Consultation
7.3.1 The proposed scope of the lighting assessment described in Section 5.9 of the EIA Scoping Report (Appendix 04) was adopted by the Secretary of State in his Scoping Opinion dated 21 June 2013 (Appendix 05). The Secretary of State consulted with various statutory authorities and consultees in forming his Scoping Opinion and no issues were raised with respect to potential lighting impacts associated with the Proposed Development.
7.3.2 On the basis that the type and scale of construction lighting for the Proposed Development will be the same as for the preceding Temporary Development, the Scoping Opinion confirmed that an assessment of impacts relating to construction lighting was not required to be undertaken due to the findings of the Temporary Development ES confirming that, with the implementation of mitigation measures in accordance with the Crossrail EMR, there would be no significant impacts from construction lighting.
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7.3.3 In addition, the Scoping Opinion confirmed that solar glare impacts need not be addressed in the ES. This conclusion was reached on the basis that the Temporary Development ES had assessed that there would be no significant residual solar glare impacts as a result of a proposed 2m high weld mesh fence on top of the 5m high retaining wall on the southern boundary of the site mitigating solar glare impacts for the receptors in Marmadon Road and Church Manor Way. The 2m high weld mesh fence will be retained from the Temporary Development and will continue to provide mitigation during the construction and operation of the Proposed Development.
7.3.4 In line with the Scoping Opinion both construction lighting and solar glare impacts have been scoped out of the lighting impact assessment and the lighting assessment in this ES is restricted to consideration of impacts associated with operational lighting due to the 24 hour operation of the Proposed Development, which requires night time lighting to maintain a safe working environment.
7.4 Methodology
7.4.1 The methodology and significance criteria for the assessment of obtrusive night time lighting (from luminance of luminaires) has been taken from the Crossrail ES (Volume 5, Appendix A2, Section 4.4 (Appendix I of the EIA Scoping Report reproduced in Appendix 04 of this ES)). These significance criteria, which are set out in Table 7-3, are based upon consideration of the magnitude of the change in perceived brightness at the visual amenity receptors (as defined in Table 7-1) and of the overall sensitivity of those receptors (as defined in Table 7-2).
7.4.2 The magnitude of visual change arising from the Proposed Development will be influenced by various elements, including:
• Distance from the development; • The appearance of the development; whether a direct view or an oblique view; • The context/importance of the existing view (e.g. across a conservation area or towards an industrial site);
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• The duration of the viewing opportunity (prolonged or fleeting); and • The presence and effectiveness of any screening (which is an important factor in respect of visual containment, particularly at ground level).
7.4.3 Since the lighting impact will be experienced at night, the magnitude of visual change will also be influenced by the following factors: • Lighting of areas and features not previously lit can change the existing visual character of a given night-time view; for example, new lighting can increase the visual extent of urban areas; • Direct light spillage into a property may occur where lighting hoods are insufficient to prevent direct light affecting the receptor, i.e. the receptor is located within the lighting spread; • An increase in ambient light levels, from raised night-time lux levels and reflection from cloud cover; and • Reflective glare, as caused by the reflection of a directional light source off windows or metallic surfaces.
Table 7-1: Definitions of Magnitude
Severity Magnitude
Very High The proposals become the dominant feature of the scene to which other elements become subordinate
High The proposals form a significant and immediately apparent part of the scene
Moderate Readily noticeable change to the view, where change is evident but is not the key feature in the view, and possibly viewed at an oblique angle from the normal angle of view
Low Minor change to the view, where change is slight
Negligible Almost imperceptible changes to the view, where change is barely perceptible and just a minor element in the overall view
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Table 7-2: Evaluation of Receptor Sensitivity
Evaluation of receptor sensitivity
High sensitivity Views by receptors/viewers with proprietary interest and/or Prolonged viewing opportunities, particularly residents, but also users of public footpaths and open space, recreational users of facilities whose importance relates to their visual environment (eg from an observation tower)
Moderate Views by receptors/viewers with moderate interest in their environment, namely sensitivity workers pedestrians, users of formal sports facilities, users of community facilities, users of restaurants and bars, users of recreational river craft
Low sensitivity Views by receptors/viewers with passing or momentary interest in their everyday surroundings, namely motorists and other road users, train passengers, non- recreational river users
Table 7-3: Evaluation of Levels of Significance for Impacts on Visual Amenity With low receptor With moderate receptor With high receptor sensitivity sensitivity sensitivity With negligible impact NSig NSig NSig magnitude With low impact NSig NSig/Sig NSig/Sig magnitude With moderate impact NSig/Sig Sig Sig magnitude With high impact NSig/Sig Sig Sig/PSig magnitude With very high impact Sig Sig/PSig PSig magnitude Key: NSig: non significant impact; Sig: significant impact; Psig: significant impact of particular importance
7.4.4 As described in paragraph 7.2.2 receptors are restricted to local residents with properties whose windows face the site. Receptor sensitivity has been evaluated against the criteria in Table 7-2 and the findings are included in the baseline section of this assessment (Table 7-4).
7.4.5 The lighting assessment has been undertaken in two stages. First, a site visit and survey was carried out to identify the potential lighting receptors, to confirm the sensitivity of those receptors and to establish the baseline lighting conditions. The findings of the site visit and survey, conducted from publicly accessible land on 2 May 2012 and 9 May 2012, are documented in the Obtrusive Light Survey Report in
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Appendix 15. A review was undertaken to confirm that the findings of the site visit and survey conducted in May 2012 remain valid for this assessment (July 2013) and a re-survey of the site was therefore not considered necessary.
7.4.6 The second stage of the methodology relating to the impact assessment involved an examination of the net increase in obtrusive light expected from the proposed permanent lighting installation against the baseline conditions, as surveyed, and the assessment of the likely impacts on sensitive receptors using the Crossrail significance criteria contained in Table 7-3.
7.4.7 The potential for obtrusive light impacts on the surrounding receptors arising from the Proposed Development have been considered by reference to sky glow, glare and ambient lighting using the following definitions:
• Sky glow – this is the general glow over a populated area as result of light reflecting from objects towards the sky. This can result in a reduced ability to view the stars in the sky, for example; • Glare – this refers to lighting orientated towards a receptor, for example vehicular headlights towards a pedestrian. It is the result of a contrast between bright and dark areas within a field of vision; and • Ambient – this is the general lighting from an area to produce the ’background’ illumination of that area.
7.5 Assumptions and Limitations
7.5.1 The assessment does not include any consideration of the impacts of light on the local flora and fauna as it is assumed that, following implementation of the Temporary Development, the site will be cleared of all vegetation.
7.5.2 The assessment has been undertaken on the following basis:
• The baseline conditions were measured on a single night; • The survey results were taken from the positions indicated in the Obtrusive Light Survey Report (Appendix 15) with the positions adjusted, where possible, to negate the impacts of street lighting;
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• The usual amount of street lighting for urban residential roads was present throughout the area; and • The luminance results are specific and identify the source of any glare.
7.5.3 The lighting of the Proposed Development is designed in accordance with Rail Industry Standard for Lighting at Stations RIS-7702-INS Issue 1, and the HSE document ‘HSG38 – Lighting at Work’. It is assumed, therefore, that the levels of obtrusive light from the proposed installations will be contained within the guidance values of both the Rail Industry Standard and the HSE document.
7.6 Baseline
Lighting Conditions
7.6.1 The street lighting adjoining the site in White Hart Avenue and Marmadon Road has been included in the baseline conditions used in the assessment of lighting impacts. The baseline also includes the permanent lighting associated with the Crossrail Plumstead Portal (currently under construction and due to be completed by May 2015) and lighting from Crossrail passenger trains which will have started using the portal and new Crossrail tracks when the Proposed Development commences operating.
Receptors
7.6.2 For the purposes of the lighting assessment the sensitivity of receptors at residential properties in Marmadon Road and Church Manor Way (as identified in the Obtrusive Light Survey Report in Appendix 15), have been evaluated as high sensitivity using the significance criteria in the Crossrail ES (Volume 5, Section A2 (Appendix I of the EIA Scoping Report reproduced in Appendix 04 of this ES)). These receptors and other nearby receptors are shown in Table 7-4.
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Table 7-4: Visual Receptor Impacts
Visual Location Receptor sensitivity Receptor VR1a Properties in Marmadon Road nos.49-95 High sensitivity VR1b Properties in Marmadon Road nos.95a-155 High sensitivity VR1c Properties in Marmadon Road nos.155-193 High sensitivity VR2 Barth Mews High sensitivity VR3 Council Depot and Industrial Area Moderate sensitivity VR4 The Ridgeway Moderate sensitivity VR5 Sports Ground Moderate sensitivity VR6 Church Manor Way Allotments Moderate sensitivity VR7 Group of properties in Panfield Road, Finchale Road High sensitivity and Sewell Road VR8 St. Paul’s Academy Moderate sensitivity VR9 Properties in Church Manor Way Road High sensitivity VR10 Rail crossing users Low sensitivity VR11 Plumstead Common / Winn’s Common including view High sensitivity corridor F VR12 Properties in Plumstead High sensitivity VR13 Properties in Woolwich High sensitivity VR14 Railway users Low sensitivity VR15 Properties in Bracondale Road High sensitivity
7.6.3 The receptors in Church Manor Way are a significant distance further away from the site than the receptors in Marmadon Road and this increase in distance will have a mitigating effect on any obtrusive light. There are also lines of existing deciduous trees at the southern end of Church Manor Way adjoining the sports ground which, when they are in leaf, will further reduce obtrusive light to the benefit of the sensitive receptors at the southern end of Church Manor Way.
7.6.4 As described in paragraph 7.2.2, the Proposed Development will be a potential source of obtrusive light for those receptors on Marmadon Road (VR1a, VR1b, and VR1c), Barth Mews (VR2) and Church Manor Way (VR9) which have windows facing the site. As a result, the assessment of impacts has been restricted to these receptors.
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7.7 Assessment
7.7.1 Sky glow is likely to increase as a result of the Proposed Development which introduces permanent lighting columns into the area varying in height from 2.5m to 10m (refer to the indicative lighting design shown on the layout plan in Appendix 16). The lighting installed on the site under the Temporary Development will be in use between 2014 and 2018 and will form part of the baseline conditions prior to the Proposed Development. The impact from the permanent lighting to be installed as part of the Proposed Development is considered to be potentially significant due to the permanent lighting columns representing a minor change to the view (low severity) for the high sensitivity receptors in Marmadon Road, Barth Mews and Church Manor Way.
7.7.2 Lighting orientated towards the high sensitivity receptors in Marmadon Road, Barth Mews and Church Manor Way could also give rise to potential glare. However, the proposed lighting columns along White Hart Road, the main entrance, internal access road, staff car park and bicycle parking will represent a negligible change to the high sensitivity receptors. The potential glare impact is therefore considered to be non significant.
7.7.3 The ambient light is likely to increase as a result of the Proposed Development due to the introduction of permanent lighting columns into the area ranging between 2.5m to 10m in height (refer to the indicative lighting design shown on the layout plan in Appendix 16) . This increase in ambient light is likely to result in a significant impact due to the permanent lighting representing a minor change to the view (low severity) for the high sensitivity receptors in Marmadon Road, Barth Mews and Church Manor Way.
7.8 Cumulative Impacts
7.8.1 The inclusion of the future Plumstead Portal lighting within the baseline conditions for the assessment of the Proposed Development (as described in paragraph 7.6.1) means there will be no potential cumulative lighting impacts during the operation of the Crossrail Plumstead Sidings.
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7.9 Mitigation Measures
7.9.1 The lighting design will be fully compliant with the Rail Industry Standard for Lighting at Stations RIS-7702-INS and the HSE document ‘HSG38 – Lighting at Work’. Compliance with these standards will be verified following installation of the lighting.
7.9.2 As noted in paragraph 7.2.3 this assessment has been undertaken based on the indicative lighting design shown on the layout plan in Appendix 15. As part of the development of the detailed design, opportunities to reduce the mounting height of the lighting will be considered. Any indirect impacts of glare from the change in luminaire heights will be assessed in parallel during the detailed design. Lower mounting heights will also lead to a greater number of luminaires, therefore, a number of design options will be considered to ascertain an optimal solution which minimises obtrusive light impacts.
7.10 Residual Impacts
7.10.1 The visual receptors in Marmadon Road, Barth Mews and Church Manor Way will be affected by the operation of the Proposed Development. However, implementation of the mitigation measures as set out in Section 7.9 will minimise adverse impacts with respect to sky glow, glare and ambient lighting such that any residual impacts following mitigation will be non significant.
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7.11 Assessment Summary Matrix
7.11.1 Table 7-5 summarises the lighting impacts likely to arise from the Proposed Development.
Table 7-5: Obtrusive Light Assessment Summary Matrix
Description of Significance Mitigation Residual Impact Impact
Operational Lighting
Sky glow Significant – Due to Compliance with Rail Industry Non significant introduction of permanent Standard for Lighting at Stations RIS- lighting mounted on 7702-INS, and the HSE document columns varying between ‘HSG38 – Lighting at Work’ 2.5m to 10m in height which will impact on Mounting height to be minimised and / receptors of high or the location / position of lighting sensitivity in Marmadon columns to be changed Road, Barth Mews and Church Manor Way
Glare Non Significant Not required (subject to assessment Non significant of detailed design, if a change to the mounting height is proposed)
Ambient light Significant – Due to Compliance with ‘Rail Industry Non significant introduction of permanent Standard for Lighting at Stations RIS- lighting mounted on 7702-INS, and the HSE document columns varying between ‘HSG38 – Lighting at Work’ 2.5m to 10m in height which will impact on Mounting height to be minimised and / receptors of high or the location / position of lighting sensitivity in Marmadon columns to be changed Road, Barth Mews and Church Manor Way
End of Document
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