Crossrail Environmental Statement

Volume 8a Appendices

Transport assessment: methodology and principal findings

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Crossrail Environmental Statement Volume 8A – Appendices Transport Assessment: Methodology and Principal Findings

February 2005

This volume of the Transport Assessment Report is produced by Mott MacDonald – responsible for assessment of temporary impacts for the Central and Eastern route sections and for editing and co-ordination; Halcrow – responsible for assessment of permanent impacts route-wide; Scott Wilson – responsible for assessment of temporary impacts for the Western route section; and Faber Maunsell – responsible for assessment of temporary and permanent impacts in the Tottenham Court Road East station area, … working with the Crossrail Planning Team.

Mott MacDonald St Anne House, 20–26 Wellesley Road, Croydon, Surrey CR9 2UL, United Kingdom www.mottmac.com

Halcrow Group Limited Vineyard House, 44 Brook Green, Hammersmith, London W6 7BY, United Kingdom www.halcrow.com

Scott Wilson 8 Greencoat Place, London SW1P 1PL, United Kingdom This document has been prepared for the titled project or named part thereof and should not be relied upon or used for any other project without an independent check being carried out as to its suitability and prior written authority of Mott MacDonald, Halcrow, Scott www.scottwilson.com Wilson and Faber Maunsell being obtained. Mott MacDonald, Halcrow, Scott Wilson and Faber Maunsell accept no responsibility or liability for the consequence of this document being used for a purpose other than the purposes for which it was commissioned. Any Faber Maunsell person using or relying on the document for such other purpose agrees, and will by such use or reliance be taken to confirm his agreement to indemnify Mott MacDonald, Halcrow, Scott Wilson and Faber Maunsell for all loss or damage resulting therefrom. Mott Marlborough House, Upper Marlborough Road, St Albans, Hertfordshire AL1 3UT, United Kingdom MacDonald, Halcrow, Scott Wilson and Faber Maunsell accept no responsibility or liability for this document to any party other than www.fabermaunsell.com the person by whom it was commissioned.

METHODOLOGY AND PRINCIPAL FINDINGS

Contents Figures

1 Introduction 5 1.1 The Crossrail Route and the Transport Assessment Report structure 4 2 Baseline 7 1.2 Crossrail will serve the City of London 5 3 Scope and methodology 12 1.3 Much of Crossrail will be in bored tunnel 6 4 Assumptions and limitations 17 2.1 The Crossrail transport assessment has taken account of committed DLR extensions 8 5 Assessment criteria 21 2.2 The transport assessment has taken account of population and employment 6 Route-wide impacts and mitigation measures 26 forecasts 10 7 Principal findings and conclusions 39 3.1 Crossrail has assessed temporary and permanent impacts on pedestrians and Annexe 8a–1 Lorry generation methodology 45 taxis 12 Annexe 8a–2 Glossary and list of abbreviations 47 3.2 Permanent and temporary impacts on waterway users have been assessed 14 Annexe 8a–3 Mapping sources 51 3.4 Impacts on buses and interchange in town centres like Romford have been assessed 15 4.1 Measures to minimise the deposit of mud on roads will include the use of wheel washers 17 4.2 Tunnel boring machines will be used to construct the Crossrail tunnels 18 5.1 Temporary and permanent impacts on parking have been assessed 22 5.2 Impacts on equestrians have been assessed 23 6.1 Location and direction of tunnel drives 26 6.1a Heathrow will be the terminus of one of the Crossrail lines 28 6.1b Crossrail will improve passenger access and interchange at Tottenham Court Road and create a new pedestrian plaza 28 6.2 Westbourne Grove to Shoreditch, cumulative lorry movements 29 6.3 Westbourne Grove to Shoreditch, cumulative lorry movements, typical week 31 6.4 East London, cumulative lorry movements, peak week 33 6.5 East London, cumulative lorry movements, typical week 35 6.6 West London, cumulative lorry movements, peak week 37 7.1 There will be new access for mobility impaired passengers at many Crossrail stations, including Ealing Broadway 41 8a-1.1 Flowchart of calculation process 45

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Transport for London

Transport Transport for London for London

Fig. 1.1 The Crossrail Route and the Transport Assessment Report structure

4 METHODOLOGY AND PRINCIPAL FINDINGS

1 Introduction 1.3 Crossrail will be a significant addition to the transport infrastructure of London and the southeast of England. It will deliver improved services for rail users through the relief of crowding, faster Crossrail – a general introduction journeys and the provision of a range of new direct journey opportunities. The project will also 1.1 Crossrail is a major new cross-London rail link project that has been developed to serve London have wider social and economic benefits for London and southeast England. and southeast England. Crossrail will support and maintain the status of London as a world city 1.4 It should be noted that the need for Crossrail is defined elsewhere in the Environmental by providing a world-class transport system. The project includes the construction of a twin-bore Statement, principally in Volume 1 chapter 4. tunnel on an east–west alignment under central London and the upgrading of national rail lines to the east and west of central London. Crossrail – route overview 1.2 The project will enable the introduction of a range of new and improved rail journeys into and 1.5 Crossrail’s route has four distinct sections: a Central route section in central London and, outside through London. It includes the construction of seven central area stations, providing interchange central London, the Western, Northeastern and Southeastern route sections as shown in fig 1.1. with London Underground, national rail and London bus services, and the upgrading and renewal 1.6 In the west, Crossrail will use the Great Western Main Line between Maidenhead and of existing stations outside central London. Crossrail will provide fast, efficient and convenient Westbourne Park. The existing 25 kV overhead electrification between Paddington and Airport rail access to the West End and the City by linking existing routes from Shenfield and Abbey Junction will be extended to Maidenhead, and bridges will be altered as necessary. The main Wood in the east to Maidenhead and Heathrow in the west. infrastructure changes are the construction of a flyover structure (the Stockley flyover) to allow Crossrail trains to join the existing tunnelled spur to Heathrow, and a rail underpass or ‘dive- under’ west of Acton Yard. A new line, within the existing railway corridor, will be provided between Langley and West Drayton. Enhancements will also be made to stations, the most significant works being at Ealing Broadway, Southall, Hayes & Harlington, West Drayton, Slough and Maidenhead. New stabling sidings at Old Oak Common, West Drayton and west of Maidenhead station are proposed. 1.7 The Central route section will consist largely of a twin-bore tunnel beneath central London with portals at Royal Oak in the west, Pudding Mill Lane in the northeast and Victoria Dock Road in the southeast. The Central section extends from a point around 200 m west of A40 Westway to a point around 500 m east of the portal at Pudding Mill Lane in the northeast and a point just east of Poplar Dock and A1206 Prestons Road in the Isle of Dogs in the southeast. New stations and associated structures such as ventilation shafts will be provided along this part of the route. 1.8 On the Northeastern route section, Crossrail will use the Great Eastern Main Line between Pudding Mill Lane and Shenfield. The main infrastructure changes are a new train maintenance depot west of Romford station and the reinstatement of a track between Goodmayes and Chadwell Heath. Some stations will be enhanced, notably Ilford and Romford. This section of the route already has 25 kV overhead electrification. New stabling facilities will be provided at Gidea Park. 1.9 The Southeastern route section runs between a point east of the Isle of Dogs station and the eastern terminus at Abbey Wood, where Crossrail will serve a reconstructed station. Crossrail will operate in a twin-bore tunnel to Victoria Dock portal, where it will serve a reconstructed station at Custom House. From there the route will follow the alignment that is used at present by the North London Line through the Connaught Tunnel to Silvertown. At North Woolwich, a new twin-bore tunnel to Plumstead, referred to as the Thames Tunnel, will pass beneath the River Thames. Two new tracks will be provided between Plumstead and a point east of Abbey Wood station to Fig. 1.2 Crossrail will serve the City of London accommodate Crossrail services on the North Kent Line corridor. This route will be provided

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with 25 kV overhead electrification on the Crossrail lines. New stabling sidings will be provided Structure of the transport assessment at Gidea Park. 1.10 Because of the size of the study, the transport assessment is reported as an appendix to the Crossrail Environmental Statement in four volumes. This document, Volume 8a, sets out the methodology and principal findings of the transport assessment. Volumes 8b, 8c and 8d set out the traffic and transport impacts, respectively, for the Central, Western and Eastern route sections as shown on fig 1.1. The Eastern section comprises the Northeastern and Southeastern route sections. The remote route window R1 (Pitsea) is at the end of the Northeastern route section. 1.11 The assessment identifies traffic and transport impacts due to Crossrail: both temporary impacts during the construction period and permanent impacts during operation. Traffic and transport impacts include impacts on vehicle occupants, public transport (including buses, heavy rail, light rail, coaches, taxis and the London Underground), interchange, parking and loading, vulnerable road users (including pedestrians, cyclists, mobility impaired persons and equestrians), accidents and safety, and waterway users. 1.12 Chapter 2 of this document describes the traffic and transport baseline; chapter 3 describes the scope and detailed assessment methodology that has been used to assess the traffic and transport impacts; chapter 4 lists assumptions and limitations; chapter 5 sets out the criteria against which the significance of impacts has been assessed; chapter 6 lists route-wide traffic and transport impacts; and chapter 7 summarises the principal findings of the assessment. 1.13 Annexe 8a-1 presents the lorry generation methodology; Annexe 8a-2 contains a glossary of terms and abbreviations; and Annexe 8a-3 contains mapping sources used for the mapping in all volumes.

Fig. 1.3 Much of Crossrail will be in bored tunnel

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2 Baseline 2004. Certain changes to the TfL Test 4 network have been made for the Crossrail assessment, as required variously by the DfT’s Transport Appraisal Guidance, TfL and the Strategic Rail Introduction Authority. 2.9 The Baseline scenario reflects the latest information available at the time when the Crossrail 2.1 The traffic and transport impacts have been assessed by comparing baseline traffic and transport transport modelling was undertaken, in September 2004. Future year network assumptions are conditions (ie the situation without the proposed project) with the conditions that would prevail subject to ongoing change as organisations announce their business plans. Sensitivity tests are were the project to be constructed and operated. For the assessment of traffic and transport used to anticipate potential network changes, and where appropriate these are reported on in the impacts during the operational phase, the year 2016 has been chosen, in order to be consistent Route Window chapters (8 to 11) of the Environmental Statement. with the temporal scope of the Mayor’s London Plan and with the population and economic forecasts on which it is based. The assessment of temporary impacts during the construction phase assumes that the main construction works for Crossrail take place between 2007 and 2013. The 2016 Baseline transport network 2.2 The baseline scenario outlines the 2016 scenario against which the environmental and transport 2.10 In compliance with the DfT’s Transport Appraisal Guidance, the 2016 Baseline transport network assessments have been made. For the assessment of temporary impacts during construction, it is comprised of committed schemes only. The definition of ‘committed’ is not rigid, but the also identifies the timings of various schemes assumed to be in place by 2016. The baseline schemes are expected to have some form of plans and approvals in place, and identified funding covers the transport network (including buses, light rail, national rail, the London Underground, within the relevant organisations’ business plans. intermediate modes and highways), population and employment forecasts and property 2.11 The 2016 Baseline transport network for the assessment of Crossrail has been developed by, or in developments. conjunction with, TfL and the SRA. 2.3 Account has also been taken of known proposed planning developments, the most significant to 2.12 Each element of the transport network assumed in the Baseline scenario is summarised below. Crossrail being works associated with a successful Olympic Bid for 2012. Tables 2.1–2.3 show further details.

2.4 In assessing impacts on highways, the baseline has focused on roads subject to significant Table 2.1 London Underground and DLR assumptions changes in traffic conditions as a result of the construction and operation of Crossrail. 2001 2016 baseline 2.5 Existing conditions have been determined through: Bakerloo line 22 tph As 2001 • site visits; Central line (eastbound) 24 tph 28 tph (2006) • liaison with local authorities, TfL and other stakeholders, including the acquisition of present- Central line (westbound) 30 tph As 2001 day traffic and road traffic accident data; Circle line 7 tph ‘Pan-handle’ service (2009) and increased frequency between • information available from Crossrail’s own transport integration work; and Hammersmith & City line 8 tph Hammersmith and Paddington • specially commissioned traffic, pedestrian, cyclist, equestrian and parking surveys. Metropolitan line 22 tph to Baker Street 30 tph to Baker Street 2.6 Baseline conditions have been established using: 15 tph east of Baker Street 19 tph east of Baker Street (2014) • an estimate of the growth in road traffic, using growth factors from local studies, London District line 22 tph 26 tph (2017) Transportation Study (LTS) predictions and the National Trip End Model (NTEM); Jubilee line (eastbound) 24 tph, six-car trains 30 tph, seven-car trains (2009) • relevant predictive flows from existing traffic models as described below; and Jubilee line (westbound) 20 tph, six-car trains 30 tph, seven car trains (2009) • data on transport schemes assumed to be complete. Northern line 19 tph 25 tph (2011) Piccadilly line 27 tph 30 tph (2014) Establishment of Baseline – transport modelling Victoria line 28 tph 33 tph (2013) 2.7 The Baseline scenario is specified principally in terms of the transport network, population and Waterloo & City line 18 tph 21 tph (2005) employment forecasts. Docklands Light Railway To Bank, Tower Gateway, As 2001 network plus City Airport 2.8 The models used for the transport assessment are owned by Transport for London (TfL). TfL Stratford, Beckton, Lewisham extension (2005), Woolwich Arsenal extension (2008) and maintain and update the future year networks. The Crossrail Baseline scenario described below is Stratford International extension based on the ‘Baseline Expenditure Model Run (Test 4)’ LTS B3.21 network produced by TfL in (2009)

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Table 2.2 National rail assumptions London Underground (see table 2.1)

2001 2016 baseline 2.13 TfL has specified all the public–private partnership (PPP) enhancements of the London Chiltern Present services Train lengthening (before 2006) Underground Limited (LUL) network that will be made by 2017. For the London Underground network, 2017 rather than 2016 has been chosen since it includes the District line upgrade, which East London Line Present services Extensions to Highbury, Crystal Palace, West Croydon and is a committed scheme that would otherwise be in place only a year after the baseline year. There Clapham Junction (2010) is also interaction between Crossrail and the District line. One Great Eastern Present services As 2001 2.14 Under the PPP, all LUL lines except the Bakerloo line will be upgraded to some extent by 2017. First Great Western Link Present services Train lengthening (outer) (2006) The Circle line and the Hammersmith & City line are assumed to operate an end-to-end service, Heathrow Express 4 tph As 2001, plus 2 tph Heathrow referred to as a ‘pan-handle’, whereby services run from Hammersmith to Edgware Road via a Connect service (2005) loop of the Circle line, and from Hammersmith to Aldgate, so there will no longer be a Silverlink Present services Train lengthening (county) continuous Circle line service as at present. The sub-surface lines (Circle, District, Hammersmith (before 2006) North London Line terminated at & City and Metropolitan) will benefit from frequency increases and speed improvements. The Stratford; Silvertown and North Metropolitan line will run to Barking. Woolwich stations closed. See DLR changes (2009) 2.15 The Jubilee, Northern and Victoria lines will be improved to a frequency of five to six trains an South Eastern (outer) Present services Train lengthening (before 2006) hour, and Jubilee trains will be lengthened from six cars to seven. The Piccadilly and Waterloo & City lines will see frequency increases of three trains an hour. On the Central line, there is an South West (outer) Present services Train lengthening (before 2006) increase in the frequency of the eastbound service in the morning peak period. Thameslink Present services Thameslink 2000 as defined in the TWA submission (open before Crossrail) Docklands Light Railway (see table 2.1) West Anglia Present services Train lengthening (after 2006) 2.16 TfL has specified DLR extensions to Woolwich Arsenal and Stratford International and the Channel Tunnel Rail Link International services to International services to upgrade to three-car trains on the Bank to Lewisham service. Waterloo (4 tph) Waterloo (2 tph) and St Pancras (6 tph) (2007) Domestic services to St Pancras (8 tph) (2009)

Table 2.3 London bus, intermediate mode and highway schemes

2001 2016 baseline London bus services — 13 per cent frequency increase over 2001 on all routes(2004) Intermediate modes Croydon Tramlink As 2001 Highway schemes — Central Zone congestion charging (2003) Trafalgar Square World Squares Project (2002) A13 improvements (by 2011) A206 Thames Road widening in Bexley (2007) A23 improvements (by 2010) M25 widening to dual four lanes between junctions 1b–3, 5–7, 16–23, 23–27, 27–31 (by 2011) Fig. 2.1 The Crossrail transport assessment has taken account of committed DLR extensions

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2.17 The extension of the DLR network from Canning Town to Woolwich Arsenal will involve new World Squares project. The other major road schemes specified by TfL for the transport stations at West Silvertown, Pontoon Dock, London City Airport, King George V and Woolwich modelling of 2016 are: Arsenal. • A13 Enhancements 2.18 The DLR is assumed to take over the North London Line (NLL) corridor between Canning Town • the A23 Coulsdon Inner Relief Road and Stratford, with additional stations at Cody Road, Abbey Road and Stratford Market. It is then • A206 Thames Road widening in Bexley, and extended to Stratford International. Silvertown and North Woolwich NLL stations are closed. • the Highways Agency’s M25 widening to dual 4 lanes at junctions 1b–3, 5–7, 16–23, 23–27 Service patterns and frequencies are adjusted to accommodate the new branches. and 27–31. 2.19 The proposed DLR extension to Dagenham Dock is not assumed, since it does not have funds identified and is not included in TfL’s business planning assumptions. Further details of the transport network scenarios 2.26 The tables below show the ‘current year’ modelled scenario (2001) and the 2016 Baseline National rail (see table 2.2) scenario. Dates in brackets in the 2016 Baseline column show the implementation date of the 2.20 The SRA has specified changes in the national rail network, to be implemented through the various schemes assumed. Train frequencies in the tables refer to the a.m. peak frequency in each process of refranchising. There are no frequency increases, but capacity increases are assumed on direction or the direction indicated. South Eastern (outer), South Central (outer), South West (outer), Thames (outer), Chiltern, Silverlink (‘county’) and West Anglia services. The 2016 population and employment scenario 2.21 The SRA has also specified the following major schemes: East London Line extension, 2.27 For Greater London, the Baseline scenario assumes that the London Plan’s forecasts of Thameslink 2000, and the Channel Tunnel Rail Link (international and domestic services). population and employment by 2016 will be reached. For areas outside Greater London, it International services are assumed to use both Waterloo and St Pancras. assumes that the population and employment forecasts of the government’s TEMPRO model will 2.22 The North London Line is assumed to terminate at Stratford, the service south of Stratford being be reached. In a number of ways, these forecasts are fundamental to the transport and taken over by the DLR. environmental assessments: they are used to derive the trip matrix that is assigned to the transport network to produce the public transport and highway flows necessary to the transport impact London Bus services (see table 2.3) assessments. They are also used in the calculation of catchment populations, which are basic 2.23 Bus frequencies are assumed to be ‘frozen’ at 2004 levels, which is a 13 per cent increase over inputs to the regeneration analysis. the morning peak frequency for 2001. To set this in context, the Mayor’s Transport Strategy, which includes some aspirational schemes, assumes a 40 per cent uplift in bus capacity from The London Plan 2001 to 2016. The lower increase specified by TfL is a reflection of resource constraints, and is 2.28 The London Plan forecasts that the population of Greater London will increase by 800,000 compliant with the definition of ‘committed schemes’ given above. between 2003 and 2016, to 8.1 million. The number of jobs in Greater London is forecast to increase by 636,000 between 2001 and 2016. Intermediate mode schemes (see table 2.3) 2.29 Latest available transport modelling information from TfL assumes the Draft London Plan 2.24 No intermediate mode schemes are assumed, that is none of: West London Tram, East London population increase of 700,000 between 2002 and 2016, to 8.1 million, and the same increase of Transit, Greenwich Waterfront Transit, and Cross River Tram. These schemes are not included 636,000 jobs. The difference between the Draft and Final London Plans is due to the availability within TfL’s Baseline Expenditure Model Run (Test 4). of 2001 census information at the time when the forecasts were made. As the 2016 total Highway schemes (see table 2.3) population is the same in both cases, this will have no significant effect on the findings reported in this assessment. 2.25 The changes to the highway network from 2001 to 2016 have been specified by TfL. Of these, two have already been implemented: Central Zone congestion charging, and the Trafalgar Square

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LTS model 2.34 The LTS model is a multi-modal model of London and the South East. It has been used in the appraisal of all major rail schemes in London for the last three decades, and has undergone continuous development over that period. 2.35 The main inputs to the model are population and employment forecasts for each geographical zone in the model. There are 1019 zones within the M25, and another 253 outside. For each zone within the M25, the forecast population generates trips and the forecast employment attracts trips. The model links trip origins with destinations on the basis of the cost of travel between zones, and identifies the modal split between public and private transport. When Crossrail is introduced into the model, it redistributes the pattern of trips and recalculates the modal split. Crossrail uses the public transport trip matrices generated by LTS.

Railplan 2.36 Railplan is a public transport assignment model covering the South East; it takes the trip matrix for the three-hour morning peak generated by LTS and assigns it to the transport network. Railplan is used to assess the impact of Crossrail on passenger flows and congestion on the public transport network, and to calculate the passenger benefits and numbers of passenger-kilometres used in the economic appraisal.

Post-model adjustment Fig. 2.2 The transport assessment has taken account of population and employment forecasts 2.37 Although the Railplan model replicates the overall number of passengers travelling into and 2.30 The London Plan forecasts are based on a combination of projected growth trends and known within London for 2001, a strategic model cannot be expected accurately to predict the use of property developments. Tower Hamlets experiences the highest population growth of any London individual stations; the forecasts of station use are always thoroughly checked and, where borough. The overall population growth is spread fairly evenly across Greater London, though necessary, adjusted. The forecasts also draw on any actual passenger counts that are available, there are concentrations of higher growth along the Thames Gateway. Employment growth is using a statistical ‘goodness of fit’ technique developed jointly by London Underground and heavily concentrated in the City, Westminster and the Isle of Dogs. The inner London boroughs Transport for London. Changes to the 2016 Baseline resulting from the experience greater employment growth than the outer London boroughs. introduction of Crossrail

Outside Greater London 2.38 This section outlines the changes to the 2016 Baseline network arising from the introduction of Crossrail. It describes the changes to each mode, following the format of the preceding 2016 2.31 The population and employment forecasts outside Greater London are taken from the Baseline text. government’s national transport model, TEMPRO, which is a nationally consistent set of forecasts. The TEMPRO forecasts do not reflect the full objectives of the Office of the Deputy The 2016 with-Crossrail scenario Prime Minister’s Sustainable Communities Plan. London Underground 2.32 On the basis of these TEMPRO forecasts, growth outside Greater London is fairly evenly 2.39 There are no changes to the London Underground network arising from the introduction of distributed. Crossrail, other than the interfaces between Crossrail and London Underground infrastructure at the central area stations. Passenger forecasting methodology London Bus services 2.33 There are three cumulative stages in the production of station demand forecasts and line loading forecasts: the LTS (London Transportation Studies) model, the Railplan model, and post-model 2.40 No changes are assumed to the London Bus Services network in the transport models arising adjustment. from the introduction of Crossrail.

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Docklands Light Railway amended to operate fast between Reading and Paddington, with station calls at Maidenhead, 2.41 There are no changes to the Docklands Light Railway network arising from the introduction of Slough, Hayes & Harlington and Ealing Broadway removed. Crossrail. 2.45 The Greenford branch is terminated at West Ealing but the frequency is doubled from 2 tph to 4 tph. National rail 2.46 Crossrail replaces the 2 tph Heathrow Connect with a 4 tph stopping service to Heathrow. 2.42 On the Great Eastern corridor, Crossrail replaces the 12 trains per hour (tph) stopping service from Shenfield. In addition a 6 tph stopping service from Gidea Park is introduced. This makes Intermediate mode schemes use of surface-level platform capacity at Liverpool Street released by Crossrail. 2.47 There are no changes to intermediate mode schemes arising from the introduction of Crossrail. 2.43 Services are also introduced along the Lea Valley, making use of the remaining platform capacity at Liverpool Street released by Crossrail. These are 2 tph from Stansted Airport, 2 tph from Highway schemes Hertford East and 2 tph from Cheshunt. 2.48 There are no changes to the LTS highway network arising from the introduction of Crossrail. 2.44 On the Great Western corridor, Crossrail replaces the First Great Western Link inner services. Some First Great Western Link longer distance services that start at, or west of Reading are

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3 Scope and methodology • permanent road closures and diversions and improvements; • changes in public transport facilities, including taxis; 3.1 This chapter sets out the scope and detailed assessment methodology that has been used to assess the traffic and transport impacts of the construction and operation of Crossrail. This includes • changes in road and parking layouts in the vicinity of Crossrail; and positive and negative impacts, temporary and permanent impacts, and site-specific, route-wide • changes in the use of other public transport services. and cumulative impacts.

Scoping Potential impacts 3.2 Traffic and transport impacts are defined as those that may affect vulnerable road users (pedestrians, cyclists, mobility impaired persons and equestrians), road traffic, heavy rail, light rail, the London Underground, buses, coaches, taxis and waterway networks, including impacts on parking, loading, access and dropping-off and interchange arrangements. Impacts include those on road accidents and safety, capacity and travel times and, for vulnerable road users, amenity. 3.3 Temporary impacts during construction can result from: • construction traffic, particularly from lorries using routes to and from worksites and disposal sites for excavated material; • worksite accesses; • worksites taking over part of the road network and leading to road closures or restrictions; • worksites affecting interchange facilities such as bus stops and taxi ranks, or affecting parking or loading facilities; • changes in the road network or footpaths to accommodate construction traffic and accesses; • possessions of railway lines and use of the rail network by construction trains; and • worksites affecting waterways. 3.4 Temporary impacts during construction may include: • changed traffic and lorry flows on routes; • changed journey times and distances for private and commercial vehicle occupants; • changed journey times, distances or frequencies for public transport; • changes to interchange; • loss of parking and loading facilities; • changed numbers of road accidents; and • changed journey times and distances, and loss of amenity, for vulnerable road users and waterway users. 3.5 Permanent impacts during operation can result from: Fig. 3.1 Crossrail has assessed temporary and permanent impacts on pedestrians and taxis

• additional rail patronage and hence additional movements to and from stations; 3.6 Potential permanent traffic and transport impacts during operation may include: • the activities associated with other Crossrail infrastructure such as the depot, stabling sidings • changes in traffic flows; and emergency escape/intervention shafts for the tunnels;

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• changed journey times and distances for private and commercial vehicle occupants; M25/A282 Dartford River Crossing; so for the purposes of this assessment, A206/A2016 is • changes to interchange; included in the main road network. • changed journey times, distances or frequencies for public transport; Spatial scope – permanent • loss of parking and loading facilities; 3.11 The assessment has included: • more road accidents; and • the highway network in the vicinity of Crossrail stations and infrastructure, including train • changed journey times and distances, and loss of amenity, for vulnerable road users and depots and sidings; waterway users. • the public transport system, in so far as it interfaces with the Crossrail proposals, including 3.7 Traffic-related environmental impacts on air quality, noise and the community are addressed in rail, underground and bus services; the air quality, noise and community sections of the main report of the environmental statement. • pedestrian, cyclist and equestrian routes in the vicinity of Crossrail’s stations and Definition of scope infrastructure; and • navigable waterways potentially affected by Crossrail. Spatial scope – temporary 3.8 The assessment has focused on traffic and transport impacts resulting from land taken for Temporal scope – temporary worksites and the impact of construction lorry traffic on the local road network. The extent of the 3.12 The assessment generally examines a robust case in terms of traffic and transport impacts, ie assessment has included: generally the period when the highest levels of construction traffic are expected to occur at each site, or the period during which roads are closed or restricted. The timing of construction • the highway network (including parking, loading and access arrangements) affected by construction worksites and on routes used by construction traffic, focusing on routes between activities will vary from site to site depending on the construction programme. The main worksites and the main road network (see below). activities will occur during a six-year construction period, but the duration of works at individual sites will vary, and will normally be less than the total period. The assessment focuses on normal • public transport networks directly affected by construction works including heavy rail, light working hours which are between 0700 and 1900 on weekdays (see also chapter 4). rail, the London Underground and bus and coach services, including lines, routes and stations that may be indirectly affected by the proposals; Temporal scope – permanent • transport interchange arrangements such as bus to rail in the vicinity of stations, worksites and 3.13 The permanent assessment is the assessment of Crossrail once operational. It has been assumed elsewhere; that Crossrail will open in 2013 and demand will build up to the assessment year of 2016. Present • pedestrian, cyclist and equestrian routes in the vicinity of the works; rail passengers are assumed to transfer to Crossrail as soon as it opens. Transfer of passengers • railways used to transport incoming materials and excavated materials; and from buses and private cars is assumed to take four years to build up to the final level: to 35 per • navigable waterways potentially affected by the proposed works. cent in the opening year, to 70 per cent in the second year, to 90 per cent in the third year and to 100 per cent in the fourth year. The forecast demand figures are for 2016, by which time it is 3.9 The assessed effects on the highway network included effects of lorry traffic on routes in the assumed, the full build-up of demand will have occurred. vicinity of sites where excavated materials are disposed of or transferred to rail or water outside the terms of existing planning and licensing consents; and access to and from lorry holding areas Inventory of resources and receptors and along the main road network where impacts are expected. 3.14 Resources and receptors potentially affected by traffic and transport impacts include: 3.10 For the purposes of this assessment the main road network is defined as the Transport for London • vehicle occupants and operators; Road Network (TLRN), the Motorway and Trunk Road Network (MTN) and the Principal Road • interchange users; Network (PRN) outside London (ie most ‘A’ roads outside London). In southeast London, the TLRN network is coarse. By the start of construction, A206/A2016 will be a high-capacity road • vulnerable road users; for most of its length, providing a major radial link between A205 South Circular Road and the • those using parking and loading facilities; and • waterway users.

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Prediction of impacts 3.18 The assessment addresses potential temporary traffic and transport impacts due to construction activities and permanent impacts due to the operation of Crossrail. Traffic and transport assessments have been prepared using the following for guidance, as applicable to Crossrail: • Department for Transport, Transport Analysis Guidance, WEBTAG, www.webtag.org.uk • Guidelines for Transport Impact Assessment (TIA), Institution of Highways and Transportation (1994) • Guidelines for the Environmental Assessment of Road Traffic, Institute of Environmental Assessment (1993) • Design Manual for Roads and Bridges Volume 11, Environmental Assessment Highways Agency (1993) Reference has also been made to the methodology and criteria used in previous environmental statements relating to major rail schemes such as the Channel Tunnel Rail Link and Thameslink 2000.

Temporary impacts

3.19 The assessment includes the identification of temporary traffic management, including road and footpath closures and assumed diversionary routes resulting from worksites occupying parts of Fig. 3.2 Permanent and temporary impacts on waterway users have been assessed the highway. The assessment of construction traffic at each worksite has taken account of: 3.15 Vehicle occupants and operators include drivers and passengers using private cars, commercial • the works to be constructed; vehicles, buses and coaches, taxis and rail services, including heavy rail, light rail, DLR and • engineering estimates of the quantity of plant and materials to be brought on to site and London Underground services. Interchange users include those using bus and taxi facilities, and removed; drop-off and pick-up facilities for car passengers. Vulnerable road users include pedestrians, • the assumed method of construction; and cyclists, mobility impaired persons and equestrians. Parking and loading facilities assessed include on-street, public-off street and private-off-street parking, including facilities reserved for • expected construction programme. particular groups such as disabled persons. Waterway users include boat operators and people 3.20 The assessment also takes account of routeing of construction traffic and probable traffic flows. using navigable waterways and moorings. The methodology for assessing lorry numbers and loads is provided as Annexe 8a-1. The traffic flow information is usually presented as a 12-hour base during the peak construction period. This Consultation information has been used as a basis for the assessment of traffic-related noise, air quality and 3.16 Relevant highway authorities and Transport for London have been consulted in order to community impacts by the other environmental specialists. The prediction process has included: understand the current and future baseline and where the initial assessment has identified • identification of works in the vicinity of stations and worksites affecting buses, taxis and potential traffic and transport impacts. Discussions have also been held with known landholders interchange facilities and operation; and businesses where parking and/or access are affected. Where possible the needs and wishes of consultees have been accommodated, for instance, in the choice of construction lorry routes to be • identification of changes to on-street, public off-street and private parking, and loading assessed. In many cases, these discussions have enabled significant impacts to be removed or facilities; minimised and/or potential mitigation to be identified. • assignment of net additional and diverted vehicle trips on to the road network, and quantifying the resulting increase in link flows and turning movements at key junctions; 3.17 Discussions will continue with these parties and others, including the emergency services, as the project progresses though the parliamentary stages and beyond, right through to the completion • assessment of diversion distances (including those for vehicles, buses, pedestrians, cyclists, of construction and the opening of Crossrail. mobility impaired persons and equestrians) when roads or rights of way are closed or movements banned; • analysis to identify specific delay or access problems;

14 METHODOLOGY AND PRINCIPAL FINDINGS

• use of traffic and junction modelling tools such as TRANSYT and LINSIG to quantify the 3.28 The assessment required average weekday 2016 12 hour and inter-peak hour traffic flows for extent of peak-hour delays where they are potentially significant; with and without Crossrail. For the 2016 base traffic flows without Crossrail, these were based on • identification of possessions and other factors leading to delays for heavy rail, light rail and 2003 morning 3-hour surveys factored to 12 hours and the inter-peak hour respectively using underground passengers, and assessment of delays; and local authority automatic traffic count data and factored to 2016 using LTS modelled zone factors. • identification of impacts on navigable waterway users and boat operators.

3.21 Changes affecting public transport users have been established primarily by identifying rail 3.29 The total additional traffic attributable to Crossrail was similarly derived from the morning peak possessions, by identifying use of trains to carry incoming materials and excavated materials, by trips assessed to result from the introduction of Crossrail. These were factored to a 12 hour period identifying impacts on bus stops, other interchanges and public transport facilities and services, and inter-peak hour based on passenger entry and exit surveys. and through external consultations with local authorities and bus authorities. 3.30 The morning peak-hour traffic, public transport, pedestrian and cycle movements are likely to be the most critical, and have formed the basis of the assessment. Traffic data has been extrapolated Permanent impacts over a longer period, to facilitate other specialist calculation of air quality and noise impacts. An 3.22 Changes affecting highway and public transport users have been established primarily through overview of the probable traffic and transport impacts at other periods has been made to establish project modelling tools, the transport assessment process and external consultation/studies. The whether there are impacts outside the morning peak – for example, where commuter traffic and assessment process has required an examination of the following trip characteristics by time shopping trips coincide, and where boarding and alighting movements have different period. characteristics. 3.23 Trip growth This has been derived from an assessment of the distribution of additional trips to different destinations as a result of changed accessibility due to Crossrail and has been derived from the LTS and Railplan modelling processes. The forecasting methodology is described in chapter 2. 3.24 Mode of access and egress to stations This has been evaluated using 2001 SRA data as a base. Cross checks have been undertaken to review this data for consistency against other data sources where appropriate. An estimation of 2016 mode shares, separately with and without Crossrail has been derived for each station for both access and egress trips. This has been based on an assessment of the local situation, reflecting local issues and constraints, and is coupled with the estimated change in use for each station. The wider impact of national and local transport and planning policies on the way people will be making local trips in 2016 has also been incorporated into the assessment. In this way, an estimate of how many passengers will access each station by each mode has been derived for 2016 without Crossrail, and with Crossrail based on the nature of the likely changes created by Crossrail. 3.25 Traffic flows Changes in traffic in the vicinity of stations and other Crossrail permanent sites have been based on both the changes in access to/from the stations and facilities and any changes to the road network consequent on Crossrail. 3.26 Any additional trips were assigned onto the road network on the basis of likely preferred routings

and hence the impact on specific road links and junctions derived. The effect in terms of delays Fig. 3.4 Impacts on buses and interchange in town centres like Romford have been assessed and congestion were assessed where necessary with the use of traffic and junction modelling tools such as TRANSYT and LINSIG. 3.31 In some locations, there are measures that can be carried out for the benefit of road users and 3.27 Alterations to highway flows as a result of the introduction of Crossrail have been determined for pedestrians that will mitigate the local impacts of Crossrail. These measures might include minor key links and junctions in the vicinity of Crossrail stations and other facilities as appropriate. This highway alterations, relocation of bus stops, taxi bays and provision of new or relocated has taken into account changes at Crossrail stations, depots and other facilities, and re-routing pedestrian and cycle facilities at or near stations. There could also be opportunities for other due to any road network changes. measures, such as revised bus services, cycle routes and new facilities, to be introduced to improve wider passenger links to Crossrail stations.

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3.32 These further measures do not generally form part of the works authorised by the Bill and so Assessment criteria could require additional consents if they are to come forward. Given the obvious benefits in 3.33 Having established the likely changes on the road and public transport networks during mitigating the impacts of Crossrail that arise from the introduction of these measures it is likely construction and operation, impacts were assessed using a set of criteria developed for Crossrail. that the relevant authorities would co-operate in the granting of such consents and thus that the The process is described in chapter 5 measures will be introduced. On this basis it has been considered appropriate to carry out an assessment of the impact of Crossrail assuming that the measures are in place. .

16 METHODOLOGY AND PRINCIPAL FINDINGS

4 Assumptions and limitations 4.1 This chapter sets out the assumptions and limitations that have been used in the assessment of temporary and permanent impacts.

Survey data 4.2 For both the temporary and permanent impact assessment, present baseline traffic flows have been factored up from existing traffic count information and specially commissioned surveys to the relevant assessment year flows, using London Transportation Studies factors. Where existing traffic flow information is not available, surveys have been used or flows estimated on the basis of surrounding flows. Where there were no data for pedestrians and cyclists, flow levels which would trigger the most sensitive criterion were assumed so that a robust assessment was made.

Pedestrian and cyclist impacts 4.3 The assessment of pedestrian and cyclist diversions has not taken into account the additional impact a change in the gradient of a route that could adversely affect users but distances have been assessed on the basis of the maximum possible diversion.

Over-site development

4.4 Where the project will provide new facilities at the surface, such as station ticket halls and shaft Fig. 4.1 Measures to minimise the deposit of mud on roads will include the use of wheel washers structures, there will be opportunities to carry out subsequent developments on many of the sites, over and above what would be needed to construct and operate Crossrail. Crossrail structures will 4.7 It has been assumed that construction rail traffic will make use of available gaps in current train therefore be constructed to be able to physically support the type of over-site development that is paths wherever they provide adequate capacity, so minimising any delay or disruption to likely to be proposed for the sites. Additional over-site development works do not form part of passenger and freight services. For water-borne transport, it is assumed that the movements the Crossrail scheme and are not provided for in the Hybrid Bill. As such they would require would be controlled and managed so as to minimise impacts on the waterways and other further planning permission and/or listed buildings consent to be obtained before they could be waterway users. implemented. The effect of introducing such improvements has not therefore been examined in Lorry routes this assessment. 4.8 The assessment of construction traffic has focused on the assessment of routes between worksites Construction mitigation measures and the main road network as defined in 3.10. Initially it was assumed that the shortest 4.5 Details of construction mitigation measures that have been assumed in this assessment are set out practicable route to this network would be used; but in some cases, alternative routes have been in full in Appendix B1 in Volume 6a of the Environmental Statement. They include the proposed and assessed to take account of local conditions and the preferences of the local production and implementation of traffic management plans in consultation with highway and highway authority. In general the assessment is based on the assumption that there will be one traffic authorities and the emergency services, works affecting highways and public rights of way, inward and one outward route to and from each worksite (and these routes are often the same measures to mitigate the deposition of mud and other debris on the highway and lorry controls. route). Discussions with local highway authorities on lorry routes will form part of the discussions about traffic management plans prior to the start of construction. Construction traffic Large loads 4.6 Wherever reasonably practicable, excavated material will be removed by rail or by water, and 4.9 The potential impacts of large or special loads of plant or equipment have not been assessed on construction materials such as tunnel segments, ballast, sleepers and rails will be brought in by the basis that they will be infrequent and are likely to occur at non-peak periods (eg at weekends) rail. It has been estimated that approximately 30 per cent of surplus material will be transported when the impacts on road users will be minimal. The routing of these loads will be agreed with by rail, 15 per cent by barge and the remainder by road. However, it is possible that there may be the police prior to delivery on the basis of up to date information about traffic conditions and the opportunities to increase the use of barge transportation. Details of transport modes are provided type and nature of the load. in the text relating to each route window. Further details of the Crossrail excavated material and waste management proposals are found in Volume 1 chapter 2 of the Environmental Statement.

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Hours of operation 4.12 Some works will need to be undertaken outside normal working hours. They include works 4.10 Normal working hours are assessed in the environmental assessment as being from 0700 to 1900 depending on temporary possession of roads and railways, for safety or operational reasons, or to hours on weekdays (excluding public holidays) and from 0700 to 1400 hours on Saturdays. Only limit disruption to the travelling public. They also include works on utilities, which are best done non-disruptive preparatory work, repairs or maintenance will be carried out on Saturday when the demand on them is low. Such works will be undertaken at night and on Saturday afternoons or on Sunday between 0800 and 1700 hours. There are certain general exceptions to afternoons, Sundays and bank holidays from time to time. Longer-term possessions (longer than a these normal hours, which are described below; it may also be necessary to depart from these week) will be required for more major works. hours in cases of exceptional urgency. For the transport assessment, a robust assessment has been 4.13 Deliveries will be arranged to minimise impacts on the road system as far as reasonably made focusing on the normal weekday situation. practicable. Deliveries may extend beyond the normal working hours up to 2200 hours from 4.11 Tunnelling works and directly associated activities (such as the installation and maintenance of Monday to Friday. Abnormal loads may also be delivered or removed outside normal working tunnelling equipment, the construction of cross passages, the installation of tunnel linings and hours, subject to the requirements and approval of the relevant authorities. transportation, and the storage and removal of excavated material) will normally be carried on 4.14 Construction traffic movements are expected to be spread evenly throughout the working day. An 24 hours a day, seven days a week. Track-laying and internal fitting-out works in stations and exception will be movements of excavated materials, which are assumed to be concentrated in the tunnels may also be carried out on the same continuous basis, but excavated material arising early part of the day, including the a.m. peak period, owing to the opening hours of disposal sites. outside normal working hours would be stockpiled on site and removed only during normal 4.15 As noted above, the assessment focuses on the peak construction period either for individual sites working hours. Wherever reasonably practicable, ground-level works at night will be kept to a or cumulative impacts. Most of the peak construction traffic periods occurs between Year 1 and minimum. Year 4 of the construction period.

Construction workforce 4.16 Construction workers are likely to arrive and depart outside the normal peak periods, many of them arriving at site early in the morning. Shift working, where adopted, will serve to distribute travel patterns over the working day. 4.17 It has been assumed that, in the Central route section, the construction workforce will not use private vehicles for journeys to and from work, since the worksites are well served by public transport, on-site parking will not generally be provided and many of them lie within the congestion charging zone. 4.18 In the outer areas, the number of construction workers will be relatively low, and traffic movements associated with the workforce will therefore be minimal; indeed, in some situations where the construction sites occupy car parks, the traffic movement associated with construction workers will be less than the previous flows of car park users, so that there will be an overall reduction in traffic flows in the vicinity of the worksites. 4.19 It is expected that the workforce at the larger worksites will arrive on site early and/or leave late, and will therefore not make have significant impact on the local road network. Furthermore, it is proposed that the worksites outside the Central section will provide an appropriate level of off- street parking for employees, having regard to the nature of the works and the local area. 4.20 The construction strategy includes implementation of a travel plan for construction workers. No significant impacts due to movements by construction workers are therefore expected.

Rail services during construction 4.21 The works will be planned to minimise disruption of existing railway services during construction. It is intended that line closures will generally be restricted to overnight or weekend Fig. 4.2 Tunnel boring machines will be used to construct the Crossrail tunnels possessions of the railway, so that weekday services will be able to run as normal except on

18 METHODOLOGY AND PRINCIPAL FINDINGS

public holidays. Other longer possessions may be needed, but they will generally be planned so Modal share of access and egress trips that they take place over public holidays or at Christmas. Where possible, possessions will be 4.27 It is assumed that the current trends in national and local government policy in the areas of linked with other works that require rail lines to be closed. There will be a two-week period planning and transport will continue. These are assumed to affect how people travel locally to and during which all services into Paddington main line station will be stopped to allow the Crossrail from rail stations, in particular encouraging more sustainable travel options. works to take place, and a week of reduced services before and after this period. 4.28 Improvements to local transport networks and infrastructure are anticipated in line with these Displacement of car parking policy trends. These are expected to support growth in rail travel before 2016 at Crossrail 4.22 Loss of car parking during construction has been assessed for individual parking areas and stations. stations. It is possible though not likely that loss of car parking at a number of stations in a Traffic flows corridor simultaneously could result in the displacement of traffic and a cumulative impact. Any 4.29 Traffic generation figures are derived from the assessment of mode share and trip growth for such impact is not thought likely to be significant, however. access and egress to each station, coupled with the network wide effects of the Crossrail project Utilities on the highway network, derived from the LTS model. In assessing the mode share for car-based 4.23 Utilities works (including diversions) have been assessed in detail only where they are major trips, a key factor has been the expected availability of parking given the existing levels of use, works and where there will be potentially significant traffic and transport impacts from the works expected growth to 2016 and the potential for the local authorities to impose further controls. separately, or in combination with other works. These are reported in the relevant route window. 4.30 For depots and other facilities, potential generation of trips by workers and visitors has been In addition to these works there will be other more minor utilities works that need to be carried assessed. The assessments do not include traffic generated by maintenance activities on the out to mitigate impacts of Crossrail on utilities infrastructure that might otherwise arise. At the operational railways, similar to those carried out at present. present stage of the design process it is not possible to identify the precise nature of these more 4.31 The assessments do not take account of any oversite or associated development, but rather minor works. It is possible that, in carrying them out, some significant traffic and transport assume the local impact of London-wide growth in population and jobs for 2016 in accordance impacts will arise, although the precise nature of such impacts cannot be determined at this stage. with the London Plan. Compensation grouting shafts 4.32 Where changes in the highway network result from the Crossrail permanent works, the existing 4.24 To mitigate impacts associated with settlement resulting from tunnelling and the excavation of highway flows have been re-assigned to the revised network. It has been assumed that no road underground stations and shafts, it is likely that compensation grouting will be undertaken. This users divert to other modes or to routes outside the local area. As a result the assessment is is a technique whereby the ground loss resulting from the excavation is replaced by material robustassuming the maximum potential impact. (grout) pumped into the ground, and requires grout shafts in the vicinity of the buildings at risk. Traffic speeds The exact location of the shaft sites will not be known until the method of construction is finalised, though Crossrail has made assumptions as to the most likely places. Where possible, 4.33 The traffic speeds assumed for the assessment represented 2016 with and without Crossrail, using the shafts will be located in the main worksites, but in some cases shafts may have to be the average two-way speeds taken from the 2016 LTS model. Some locations are not included in constructed in the highway. The potential impact of the shafts and their associated worksites has the traffic model, which were generally low-use unclassified roads. For these roads the free-flow been assessed and is reported in the relevant route windows. speed was assumed.

Programming assumptions for the Western route section Forecast passenger numbers 4.25 The programming of the works on the Western route section has not been finalised at this stage. 4.34 The forecast numbers of passengers entering and leaving the Crossrail stations were generated by To undertake a robust assessment, it has been assumed that the peak construction period and lorry a transport modelling process for 2016. The modelling assumptions are contained in chapter 2. generation for all worksites on this section occurs at the same time. Journey times Permanent impacts 4.35 A comparison of journey times for the situation with and without Crossrail was undertaken. These were derived from the Railplan 2016 with and without Crossrail models. Representative 4.26 The assessment year for assessing the permanent impacts of Crossrail is 2016; therefore morning peak journey times are reported for each Crossrail station, together with the change in assumptions have been made in forecasting and calculating the required information. These journey times as a result of Crossrail’s introduction. It should be noted that these are platform to assumptions are listed below.

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platform journey times and do not include the waiting time for the first leg of the journey. the forecast models, although potential oversite developments have not been specifically Intermediate wait times are included for journeys which include more than one leg. modelled.

Developments included in the models Public transport and highway infrastructure Included in the LTS and Railplan models 4.36 All planned and committed developments have been included in the Railplan Model via data from the LTS model, so that additional trips from new developments are already accounted for in 4.37 The main transport schemes that are included in the models are listed in chapter 2.

20 METHODOLOGY AND PRINCIPAL FINDINGS

5 Assessment criteria Public transport delay 5.1 The detailed criteria used for the identification and assessment of potentially significant impacts A significant impact on journeys by bus, rail, underground and light rail is defined as: are provided below. The magnitude of each impact and its significance have been predicted by a CT2a Changes in a majority of representative journey times by rail, Underground or variety of mechanisms, including computer modelling and professional judgement. The light rail of more than 20 per cent lasting for more than four weeks in any assessment then considered the potential to revise the construction methodology, programme or 12-month period. design to mitigate the potential impact and/or make alterations to the highway network or traffic arrangements by agreement with the relevant highway authority. Or CT2b Temporary changes in journey distances by bus for more than four weeks in any 12-month period, of more than 400 m in the GLA area and 1 km elsewhere, where 5.2 The assessment criteria were not the sole basis for judging significance used in the assessment. diversions apply. Professional judgement has also been applied in order to determine whether significant impacts arise which have not been identified by the use of the assessment criteria. Or CT2c A temporary net increase of more than 30 per cent, for more than four weeks in any 12-month period, in lorries or total traffic on a route running along a bus Criteria for temporary assessment route, or a net increase of more than 30 per cent in total traffic on a route intersecting a bus route. 5.3 The criteria outlined below have been used to assess the significance of permanent traffic and Or CT2d A significant delay, disruption, overcrowding or other impact affecting the public transport impacts during construction. transport network over a wide area for a period of more than five days. Traffic levels and delays to vehicle occupants Disruption to interchange A significant increase in traffic levels and driver and vehicle passenger delay (including delays to A significant impact on interchange is defined as: bus and coach passengers) is defined as: CT3a A material change in the vicinity of stations and worksites for over four weeks in CT1a A 30 per cent net increase in traffic (lorries or all vehicles) over future baseline any 12-month period to public transport interchange such as: two-way flows (or one-way flows where either the link or the lorry route is one- way) for links affected for more than four weeks in any 12-month period, and • bus facilities and operation (eg material loss of or relocation of bus stops, where the total increase in traffic is more than 40 vehicles a day, subject to the passenger waiting facilities, bus stands or operator facilities); or increase leading to delay. Individual temporary increases of up to five days do not • taxi facilities and operations (eg material loss of or relocation of taxi stands, count towards the four-week period. passenger waiting facilities or operator facilities); or Or CT1b A 100 per cent net increase in traffic (lorries or all vehicles) over future baseline • ‘kiss-and-ride’ facilities or operation (eg material loss or relocation of dropping two-way flows (or one-way flows where the link or the lorry route is one-way) for off areas). links affected for more than five days up to four weeks in any 12-month period, Parking and loading and where the total increase in traffic is more than 40 vehicles a day, subject to the increase leading to delay. Individual temporary increases of up to five days do not A significant impact on parking and loading is defined as: count towards the four week period. On-street facilities Or CT1c A temporary diversion, for more than four weeks in any 12-month period, that CT4a Loss for more than four weeks in any 12-month period of: leads to a maximum increase in length of journey of more than 2.5 km on a route • one or more on-street loading bays; or carrying more than 100 vehicles a day, 5 km on a route carrying more than 50 vehicles a day, or 10 km on any other route. • one or more on-street parking bays for a specific user or vehicle, including disabled persons, buses, taxis, doctors, ambulances and police vehicles; or Or CT1d A significant delay problem is forecast, such as at a specific junction or associated • five or more on-street bays for residents and businesses; or with access. • five or more on-street pedal or motor cycle spaces; or • 20 or more general parking bays or the equivalent length of unrestricted kerbside space; and • the bays or spaces are reasonably well used.

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Vulnerable road user delay and loss of amenity A significant impact on vulnerable road users (pedestrians, cyclists, mobility impaired persons and equestrians) is defined as: CT5a There will be a temporary increase of more than 30 per cent in the total traffic flow, or the number of lorries, for more than four weeks in any 12-month period; and • the increase is more than 40 movements a day; and • there will be over 100 two-way movements of cyclists or pedestrians per 12-hour average weekday; and Note: the vulnerability of the users is ‘high’ (eg there are no physically segregated facilities for cyclists, or there is no footway or an inadequate footway or crossing facilities for pedestrians. Or CT5b A temporary maximum increase, for more than four weeks in any 12-month period, in pedestrian journey length along a road or other public right of way of

more than: Fig. 5.1 Temporary and permanent impacts on parking have been assessed • 250 m on a route carrying more than 200 pedestrians a day; or Public off-street parking • 500 m on a route carrying more than 100 pedestrians a day; or CT4b Loss for more than four weeks in any 12 month period of: • 1 km on a route carrying more than 50 pedestrians a day; or • 2 km on any other route. • 30 or more public off-street car parking spaces; or • 20 per cent of the capacity of the car parks if the number of spaces lost is less Or CT5c A temporary maximum increase in journey length, for cyclists or equestrians along than 30; or a road or other public right of way, for more than four weeks in any 12-month period, of more than: • loss of any public of-street spaces for disabled persons, buses, taxis, doctors, ambulances or police vehicles ; or • 1.5 km on a route carrying more than 100 cyclists a day; or • loss of any public off-street loading bays or facilities; and • 3.0 km on a route carrying more than 50 cyclists a day; or • the spaces are reasonably well used and, for ordinary parking spaces, • 6.0 km on any other route. replacement facilities are more than 5 minutes’ walk away. Or CT5d A significant problem is forecast such as at a specific crossing, associated with Private parking footway or footpath overcrowding or with access to or between stations or bus stops, or to premises. CT4c A material traffic or transport impact due to a loss of private off-street parking or loading facilities for more than four weeks in any 12-month period. Or CT5e A temporary increase of more than 30 per cent in lorries or total traffic on a route intersecting a bridleway or near an equestrian centre, for more than four weeks in Note: the socio-economic consultant will report any significant socio-economic any 12-month period. impacts or impacts of particular importance of loss of private parking or loading facilities.

22 METHODOLOGY AND PRINCIPAL FINDINGS

Criteria for permanent assessment 5.4 The criteria outlined below have been used to assess the significance of permanent traffic and transport impacts during operation.

Traffic levels and delays to vehicle occupants A significant impact in traffic levels and driver and vehicle passenger delay is defined as: OT1a A 10 per cent increase in morning peak hour two-way traffic levels on the adjoining highway and exceeding the highway capacity on non-congested links. Or OT1b Traffic to or from the station development exceeds 5 per cent of the morning peak- hour two-way traffic flow on the adjoining highway where traffic congestion exists or will exist, or in another sensitive area (defined as schools, hospitals or other community facilities). Or OT1c Increased traffic levels that exceed 30 per cent of the off-peak-hour two-way traffic on the adjoining highway in congested or non-congested conditions. Or OT1d A 5 per cent decrease in morning peak-hour modelled traffic link speeds (over future baseline flows) for congested areas (defined as junction approaches running at an average of 85 per cent of capacity during the peak hour) on an individual Fig. 5.2 Impacts on equestrians have been assessed highway link.

Accidents and safety Or OT1e A 10 per cent decrease in morning peak-hour modelled traffic link speeds in non-congested areas. Significant impacts on accidents and safety is defined as: Or OT1f A 30 per cent decrease in off-peak modelled traffic link speeds in congested or CT6 Those junctions that have experienced more than ten personal injury accidents in a non-congested areas. three year period ending in 2003 or 2004 for which data is available: or Or OT1g There will be a permanent increase in journey length of 1250 m. • links for which data is available that have experienced on average more than ten personal injury accidents per 100-metre length in a three-year period ending Public transport in 2003 or 2004; and A significant impact on journeys by bus is defined as: • the junctions or links would be subject to a net increase of 10 per cent or more OT2a A 20 per cent change in journey times (an increase or decrease) on bus links. in total traffic flow during construction for a period exceeding four weeks in any 12-month period. Or OT2b A permanent change in journey distance of more than 400 m. A comparison of public transport journey times without Crossrail (by any or all modes) with the Waterways proposed Crossrail journey time has been assessed. A significant impact is defined as: A significant impact on waterways or waterways users is defined as: OT2c A change (an increase or decrease) in representative journey times of more than CT7 Loss of, or prevention of access to, moorings or waterside or water-borne facilities 10 per cent. or closure of a route with a diversion distance of more than 1000 m, for a period of more than five days, considering the level of use and local circumstances. Note: impacts on waterside pedestrians, cyclists, mobility impaired persons and equestrians are assessed in relation to the vulnerable road user criteria.

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Pedestrian delay and loss of amenity Cyclist delay and loss of amenity A significant impact is defined as: A significant impact is defined as: OT3a A predicted permanent increase of more than 10 per cent in the 12-hour weekday OT4a a predicted permanent increase of more than 10 per cent in 12-hour weekday two- two-way traffic flow; and way traffic flow; and • the increase will be more than 40 vehicle movements a day; and • the increase will be more than 40 vehicle movements a day; and • there will be over 100 two-way movements of pedestrians per 12-hour average • there will be over 100 two-way movements of cyclists per 12-hour average weekday; and weekday; and • the vulnerability of the pedestrian is ‘high’. • the vulnerability of the cyclist is ‘high’. Or OT3b A predicted permanent increase of more than 30 per cent in the 12-hour weekday Or OT4b a predicted permanent increase of more than 30 per cent in 12-hour weekday two- two-way traffic flow; and way traffic flow; and • the increase is more than 40 vehicle movements a day; and • the increase is more than 40 vehicle movements a day; and • there will be between 50 and 100 two-way movements of pedestrians per • there will be between 50 and 100 two-way movements of cyclists per 12-hour 12-hour average weekday; and average weekday; and • the vulnerability of the pedestrian is ‘high’. • the vulnerability of the cyclist is ‘high’. Or OT3c A predicted permanent increase of more than 30 per cent in the 12-hour weekday Or OT4c A predicted permanent increase of more than 30 per cent in 12-hour weekday two-way traffic flow; and two-way traffic flow; and • the increase will be more than 40 vehicle movements a day; and • the increase will be more than 40 vehicle movements a day; and • there will be over 100 two-way movements of pedestrians per 12-hour average • there will be over 100 two-way movements of cyclists per 12-hour average weekday; and weekday; and • the vulnerability of the pedestrian is ‘moderate’. • the vulnerability of the cyclist is ‘moderate’. Or OT3d A predicted permanent increase in journey length of more than 250 m for Note: moderate vulnerability is, for example, limited physically segregated pedestrians; and facilities for cyclists. • there will be over 100 two-way movements of pedestrians per 12-hour average Or OT4d A predicted permanent increase in journey length of more than 750 m; and weekday. • there will be over 100 two-way movements of cyclists per 12-hour average Or OT3e A predicted permanent increase in journey length of more than 500 m for weekday. pedestrians; and Or OT4e A predicted permanent increase in journey length of more than 1250 m for • there will be between 50 and 100 two-way movements of pedestrians per cyclists; and 12-hour average weekday. • there will be less than 100 two-way movements of cyclists per 12-hour average Or OT3f A predicted permanent increase in journey length of more than 1000 m for weekday. pedestrians; and Note: high vulnerability is, for example, no physically segregated facilities for • there will be less than 50 two-way movements of pedestrians per 12-hour cyclists. average weekday. Note: high vulnerability is, for example, no or inadequate footway or crossing facilities for pedestrians.

24 METHODOLOGY AND PRINCIPAL FINDINGS

Station and interchange impacts In all cases, based on assessment of impact considering the level of use and local circumstances such as parking controls and availability of alternative parking. A significant impact on station interchange is defined as: OT5 Impacts that may be caused by additional Crossrail passengers arriving and Waterways departing at stations have been assessed using professional judgement, taking A significant impact on waterways or waterway users is defined as: account of: OT7 Permanent loss of, or prevention of access to, moorings or waterside or water- • local transport conditions at each station; or borne facilities or closure of a route with a diversion distance of more than • forecast additional Crossrail passengers; or 1000 m, considering the level of use and local circumstances. • the resulting increases in passengers arriving and departing on foot, by bicycle, Note: impacts on waterside pedestrians, cyclists, mobility impaired persons and by car and by bus and taxi. equestrians are assessed in relation to the vulnerable road user criteria.

Impacts that it is considered will not be able to be mitigated by local improvement Accidents and safety measures are reported as significant impacts. A significant impact on accidents and safety is defined as: Parking and loading OT8 Those junctions that have experienced more than ten personal injury accidents in a A significant impact on parking and loading is defined as: three year period ending in 2003 or 2004 for which data is available: or OT6a A loss of special-use on-street or off-street spaces, including spaces for disabled • links for which data is available that have experienced an average of more than persons, buses, taxis, doctors, ambulances, police vehicles and car club bays; ten personal injury accidents per 100-metre length in a three-year period ending Or OT6b Any predicted increase in on-street parking demand in the vicinity of the station. in 2003 or 2004; and • the junctions or links would be subject to an increase of 10 per cent or more in Or OT6c A loss of private car parking. the total 12-hour weekday traffic flow. Or OT6d Any loss of off-street station car parking.

25 VOLUME 8A

6 Route-wide impacts and mitigation measures proposed mooring (Manor Wharf) at Belvedere. This arrangement will apply to excavated material from route windows SE4 (Warren Lane), SE5 and SE6. In cases where alternative modes Temporary impacts have been proposed a sensitivity test has been carried out in order to quantify the reduction in Cumulative effect on road network road traffic. 6.1 The assessment of construction traffic has focused on routes between worksites and the main road 6.6 On the basis of the assessment of landfill sites that have potential capacity to accommodate network. The main road network is defined in section 3.10. The cumulative effect of traffic from excavated material, it is considered probable that central London worksites at and east of all worksites on routes to and from the main road network has been assessed and is reported in Tottenham Court Road will use eastern routes out of London to landfill sites, and that worksites the appropriate route window. The majority of construction lorry movements arise from the at and west of Tottenham Court Road will use western routes to landfill sites. Figure 6.1 indicates transport of excavated material to disposal sites. Full details of the Crossrail excavated material the tunnel drives that are the main source of excavated material. and waste management proposals are found in Volume 1 chapter 2 of the Environmental Statement. Crossrail will use a hierarchy to identify the most appropriate destination for excavated materials and construction and demolition waste. The project will: • minimise the generation of excavated materials and wastes; or if this is not practicable Transport • reuse and recycle excavated materials and waste within the Crossrail project; for London or if this is not practicable • reuse and recycle excavated materials and waste through environmental beneficial use; or if this is not practicable • dispose of surplus excavated materials and waste at licensed landfill sites. 6.2 The Crossrail project will reuse as much of the excavated material as practicable within the project area and on or near to the sites where it will be generated. The project will also seek to provide excavated materials for reuse on development projects that will be constructed at the same time as Crossrail. 6.3 Any materials or waste that cannot be reused economically will be disposed of at appropriately licensed disposal sites with sufficient capacity. The disposal sites have been selected using criteria including proximity to Crossrail worksites and transportation methods available to the Fig. 6.1 Location and direction of tunnel drives disposal site (with preference given to sites accessible by rail and barge rather than lorry). 6.7 It is expected that the TLRN in East London, ie the A11, A13 and A1203/A1261 corridors and 6.4 Where practicable, excavated material will be removed by rail and water transport. It has been connecting roads east of the Aldgate gyratory system, will be used by construction lorries serving estimated that approximately 30 per cent of surplus material will be transported by rail, 15 per worksites in route windows C6 to C13 inclusive, C5 (Fisher Street worksite) and some of the cent by barge and the remainder by road. However, it is possible that there may be opportunities route windows in the east, including SE1 to SE4. Cumulative daily traffic flows during a robust to increase the use of barge transportation. Robust assumptions have been made for the amount of case and a typical case construction period have been assessed and the results discussed with excavated material and waste that would need to be transported to landfill sites and even using Transport for London. these assumptions adequate landfill capacity is available. 6.8 It is expected that parts of the TLRN in central London, ie the northern section of the Inner Ring 6.5 Catering for long-distance and heavy-vehicle traffic is part of the function of the main road Road A1202, A501 and the A40 corridor and connecting roads from worksites will be used by network. However where it was considered that there could potentially be adverse impacts on this construction lorries from route windows C1 to C5 (except Fisher Street) travelling to and from network, a scoping assessment has been carried out and, where appropriate, discussions held with the west and C5 (Fisher Street only), C6 and C7 travelling to and from the east. Cumulative daily relevant highway authorities. This is the case for route windows C11 and SE1 where excavated traffic flows during a robust case and a typical case construction period have been assessed and material will be transported by conveyor directed to barges moored near by. Similarly, for route the results discussed with Transport for London, and no significant impacts on this section of the windows in the southeast, the potential impact on the TLRN and SRN and on the local road TLRN are expected. Figures 6.2 and 6.3 show the cumulative daily peak and typical lorry network has been reduced by transferring excavated material from lorries to barges via a movement scenarios in central and west London.

26 METHODOLOGY AND PRINCIPAL FINDINGS

6.9 A potentially significant effect was identified on the A13 at and to the west of the junction with 6.15 A number of weekend possessions are necessary on the Western route section to enable track the A102 Blackwall Tunnel Northern Approach. However an alternative route with lorries remodelling and the reconstruction of many of the bridges to take place. Bus replacement carrying excavated material from worksites from Route Windows C5 (Fisher Street only), C6 and services will be necessary in some places for a limited number of weekends; this will not cause a C7 using A1203 The Highway, A1261 Aspen Way, and the East India Dock Tunnel to join A13 temporary significant impact. near to the Canning Town flyover has been discussed with Transport for London and no 6.16 It will be necessary to impose a two-week total blockade on all services into and out of significant impacts are expected. Figures 6.4 and 6.5 show the cumulative daily peak and typical Paddington main line station (ie Great Western Main Line and local services) during construction lorry movement scenarios in central and inner east London. of Crossrail, to enable major track works outside the station to take place. Partial blockades will 6.10 In southeast London the TLRN is relatively coarse and includes hardly any of the roads within also be necessary for a week before and after the total blockade. The blockade will cause a route- the Crossrail route corridor. As a consequence, many of the route windows along this part of the wide impact of particular importance, because of the disruption it will cause to users of the Great Crossrail route are some considerable distance from the TLRN. Furthermore, many links on the Western main line and local services. It is likely that most services will start and terminate at borough road network in the Woolwich and Plumstead areas are heavily congested and are Ealing Broadway during this time, with buses and London Underground providing onward considered unsuitable as connecting routes to the TLRN. Discussions with the local highway connections. Some longer-distance services may be diverted (eg to Waterloo station). authority (LB Greenwich) and TfL concluded that the A2016 should be used as the primary route 6.17 In the Southeastern route section there are two existing rail tracks along the section between for construction traffic. The proposal to transfer excavated material to barges at Belvedere will Plumstead and Abbey Wood, so that possessions for railway widening lead to reduced levels of reduce the traffic impacts on the main road network (see Map SE6A (vii) in Volume 8D). service at some stations. A large number of weekend and minor possessions will be needed Cumulative daily traffic flows during the peak construction period for all worksites has been between Plumstead and Abbey Wood, and several long possessions (6 to 54 hours) are needed at considered in this assessment and represents the most robust case. The assessment concluded that Abbey Wood station. This will give rise to a significant effect on rail travellers due to the there would be no significant adverse impacts on the A2016. increased travel time on replacement services. 6.11 The nature of the works on the Western route section are very different from those on the Central Summary of significant impacts and impacts of particular importance route section. In general, the construction traffic generated will be much less than the Central section, with a maximum flow of approximately 70 lorries a day generated by one of the sites but 6.18 There is a route-wide impact of particular importance due to disruption to users of Great Western generally no more than 30 a day from groups of worksites sharing the same lorry route. and local services during the Paddington total and partial blockades. There is a significant public transport delay impact on rail users between Plumstead and Abbey Wood due to weekend 6.12 The road networks in the vicinity of the worksites are, in general, high-capacity roads that would possessions. not be unduly affected by marginal increases in lorry traffic generated by Crossrail. The TLRN roads in west London, ie A4, A40, A406 and A312, will be used to carry construction lorries to Impacts at remote sites associated with the disposal of excavated materials and from a number of worksites located in route windows W1 to W10 inclusive. Outside these 6.19 The transport impacts of the disposal of excavated material at the landfill site end of the journeys route windows, M4, M25 and A4 (which forms part of the principal road network west of M25) has not been assessed, on the basis that the scheme will operate within the terms of each site’s will be used by construction lorries to access the worksites. planning and licensing consents. In the case of the landfill site at Pitsea, however, it will be 6.13 The programming of the works on the west has not been finalised at this stage. For this necessary to construct new sidings and associated entry and exit points. The temporary impacts of assessment, the same peak construction period has been assumed for all worksites, therefore the construction of the sidings, and the permanent impacts of their operation as part of Crossrail’s representing the most robust case. The assessment concluded that none of the roads on the TLRN, construction, have been assessed in Route Window R1, which is presented in Volume 8d. principal road network or motorway network will experience significant increases in lorries as a result of constructing the Western route section of Crossrail. Fig. 6.6 shows the cumulative daily Permanent impacts peak lorry movement scenario in the western route section. 6.20 London’s rail infrastructure is vital for the economy of both London and the United Kingdom, but Effect of temporary changes in rail and underground services to users it has suffered in recent years from records levels of congestion and unreliability on the National 6.14 The works will be planned to minimise disruption to the existing railway services during Rail and Underground networks. Crossrail will provide an east–west rail link that creates a range construction. It is intended that line closures will generally be restricted to overnight or weekend of new links, increases capacity, improves the quality of service and reduces overcrowding, ‘possessions’ of the railway, allowing services to run as normal during weekdays (excluding bank especially on the Underground. holidays). Some longer possessions may be necessary, but they will generally be planned so that 6.21 Crossrail will be a significant addition to the transport infrastructure of London and the southeast they take place on public holidays or at Christmas. Where possible, possessions will be linked to of England. It will improve rail services by relieving crowding, shortening journey times and other works requiring rail lines to be closed. providing a range of new direct journey opportunities.

27 VOLUME 8A

6.22 Once completed, Crossrail services will call at all stations, with a peak frequency between • increasing accessibility to the central area from regeneration areas, including Thames Gateway Whitechapel and Paddington of 24 trains an hour (tph) during weekday peak hours, without the and, indirectly, the Lea Valley; need to interchange. It has been assumed that, in weekday peak hours, Crossrail will operate • enabling constraints on future economic growth in the capital to be lifted; 10 trains an hour from the Great Western Line (four from Maidenhead, four from Heathrow and • bringing quality benefits, including improved access for mobility impaired passengers; two from West Drayton) with 14 trains an hour starting at Paddington, travelling east. To the east • reducing highway congestion by allowing some road users to transfer to public transport. of central London, 12 trains an hour will operate from Shenfield and 12 trains an hour from Abbey Wood. 6.25 At a local level, Crossrail will increase the demand for travel to and from Crossrail stations. This will vary from station to station but overall is in the region of approximately 40 per cent. The impacts of additional patronage have been assessed on a station by station basis, but it is generally the case that constraint on the availability of parking will be combined with an improvement in the attractiveness of alternative modes. These factors are expected to ensure that overall there will be very little increase in local traffic as a result of Crossrail compared with 2016 levels and that these will anyway be offset by small London-wide reductions in traffic due to Crossrail.

Fig. 6.1a Heathrow will be the terminus of one of the Crossrail lines

6.23 The scheme will bring wider community benefits. Crossrail will pay particular attention to mobility impaired passengers by providing step-free access at new and rebuilt stations. Because of the relief it will provide to Underground services, it will help to reduce traffic congestion, by making it easier to travel by public transport. Fig. 6.1b Crossrail will improve passenger access and interchange at Tottenham Court Road and create a new pedestrian plaza 6.24 Crossrail will improve rail service levels for passengers in the London area against a background of increasing population and economic growth, and facilitate the regeneration of under-used land 6.26 There are also opportunities to introduce improvements at Crossrail stations to further improve in east London and to the east of London. The overarching benefits of Crossrail are set out passenger access and interchange with other modes. These could include minor highway elsewhere but can be summarised as: alterations, relocation of bus stops, taxi bays and provision of new or relocated pedestrian and cycle facilities at or near stations. There could also be opportunities for other measures such as • reducing overcrowding on heavily loaded London Underground and national rail networks; revised bus services or new facilities to be introduced to improve wider passenger links to • reducing the need to interchange between rail and Underground services; Crossrail stations. These would be progressed in discussion with stakeholders so that these • providing increased capacity into and within central London; opportunities can be implemented. These would require commitment by stakeholders. • improving journey times;

28

METHODOLOGY AND PRINCIPAL FINDINGS

7 Principal findings and conclusions Bond Street C4 Loss of on-street parking in Hanover Square Tottenham Court Road C5 Loss of on-street parking in Soho Square as a result of 7.1 This chapter presents the principal findings and conclusions of the temporary and permanent compensation grout shafts traffic and transport assessment for the whole Crossrail project. Farringdon C6 Loss of off-street parking in and around Smithfield Market Overview Whitechapel C8 Loss of public and private parking 7.2 It is inevitable with a project of this scale that there will be adverse impacts on traffic and Whitechapel C8 Loss of private parking at Whitechapel Sports Centre transport, particularly temporary ones during construction. These impacts need to be considered within the context of the overall objectives of the project and the transportation and other benefits Hertsmere Road C11 Loss of private parking it will produce. Maidenhead W25 Loss of public parking 7.3 Traffic and transport issues have been examined throughout the route development and Leigh Road Bridge W20 Loss of private parking at two worksites construction planning processes. Consultation with affected stakeholders has been undertaken by Stoke Poges Lane bridge W19 Loss of private parking the project to ensure that key potential impacts were identified and discussed at an early stage, Farnham Bridge W19 Loss of private parking and, where possible, appropriate mitigation agreed in principle. This has resulted in a number of Wexham Road Bridge W18 Loss of private parking changes that have mitigated many of the potential significant impacts. Nevertheless, despite these efforts a number of significant negative impacts, mainly temporary, remain. These negative Hayes & Harlington W10 Loss of public parking residual impacts need to be balanced against the many positive impacts of the project both in station transport terms and, as a catalyst for redevelopment and regeneration. Ealing Broadway W5 Loss of private parking Goodmayes station NE6 Loss of private parking Temporary impacts Romford NE9 Loss of private parking 7.4 Over the full length of the alignment, there are three temporary impacts of particular importance Harold Wood NE12 Loss of station parking and 53 temporary residual significant impacts during the construction phase. 24 of these relate to Brentwood NE15 Loss of public parking temporary loss of car parking facilities, eight to increases to traffic levels and delays to vehicle Shenfield NE17 Loss of station parking occupants including bus passengers, eight to diversions for vulnerable road users, seven to public transport delays, three to impacts on interchange, and one to impacts on waterways. The Blackwall Way SE1 Loss of private parking remaining two are other impacts. ExCeL centre SE2 Loss of private lorry parking 7.5 Details of the types of impact expected to arise during construction are set out below. Arsenal Way SE5 Loss of private parking and servicing Abbey Wood SE8 Loss of station and other public parking Impacts of particular importance Abbey Wood SE8 Loss of access to private parking Route-wide Originating Disruption to users of all rail services to and from in C2 Paddington main line station caused by the total and Traffic levels and delays to vehicle occupants partial blockade Royal Oak C1 Increased queuing and delays at the junction of Harrow Tottenham Court Road C5 General traffic, bus and pedestrian delays and diversions Road and Great Western Road in the St Giles Circus area Hyde Park C3 Delays at the intersection of West Carriage Drive and Pudding Mill Lane C13 Traffic congestion and delays on the A12 Blackwall Bayswater Road Tunnel Northern Approach Tottenham Court Road C5 Traffic delays and access difficulties caused by the Significant impacts closure of Fareham Street Farringdon C6 Delays at the junction of Aldersgate Street and Beech Parking and loading Street Paddington C2 Loss of station parking Farringdon C6 Impacts associated with relocation of police security point

39 VOLUME 8A

Liverpool Street C7 Delays in Moorgate Farringdon C6 Impacts associated with use of the private gated section of Charterhouse Square Whitechapel station C8 Delays along Brady Street and Durward Street Abbey Wood SE8 Delays on Harrow Manorway flyover and Felixstowe Road Permanent impacts 7.6 The significant operational impacts of Crossrail highlight the journey time benefits available for Vulnerable road user delay and loss of amenity passengers on most routes. A small proportion of station-to-station journeys will experience Paddington C2 Pedestrian diversion due to closure of western entrances significant increases where Crossrail replaces more direct services with stopping services. Farringdon C6 Pedestrian diversion due to location of worksite Crossrail services will attract a significant increase in passengers at nearly all stations. Stepney Green C9 Pedestrian and cyclist diversion due to road closure 7.7 Of the 71 significant impacts, 55 are beneficial impacts and 16 are adverse impacts. 33 are Isle of Dogs C11 Pedestrian and cyclist diversion due to bridge closure journey time benefits to public transport users, 17 are new access for mobility impaired passengers, three are pedestrian benefits, one is increased safety for pedestrians and one is Leigh Road Bridge W20 Pedestrian diversion due to bridge closure improved interchange. Two impacts are journey time disbenefits to public transport users, three Dog Kennel Bridge W15 Pedestrian diversion due to bridge closure impacts are delays to vehicle occupants, one is increased traffic levels, one is a pedestrian Ilford station NE4 Pedestrian diversion diversion, one is a cyclist diversion, and eight are loss of parking. Plumstead Portal SE6 Pedestrian diversion 7.8 Details of the impacts identified from the operational assessment are set out below.

Public transport delay Public transport Paddington C2 Local impacts associated with Paddington blockade Paddington C2 Journey time benefits Bond Street C4 Diversion of buses from Davies Street Bond Street C4 Journey time benefits Tottenham Court Road C5 Disruption to interchange for bus and underground Tottenham Court Road C5 Journey time benefits and reduced congestion at users Underground station Liverpool Street C7 Diversion of a bus route Tottenham Court Road C5 Bus diversion Ealing Broadway W5 Local impacts associated with Paddington blockades Farringdon C6 Journey time benefits Acton main line station W4 Local impacts associated with Paddington blockades Liverpool Street C7 Journey time benefits Plumstead to Abbey Wood SE6, SE7, Many weekend and minor rail possessions leading to Whitechapel C8 Journey time benefits SE8 delays for rail travellers Isle of Dogs C11 Journey time benefits Disruption to interchange Taplow W23 Journey time benefits Burnham W21 Journey time benefits Tottenham Court Road C5 Disruption to bus and Underground users Slough W18 Journey time benefits Maidenhead station W25 Loss of set-down and pick-up facilities Langley W16 Journey time benefits Abbey Wood SE8 Disruption to interchange for bus users Iver W14 Journey time benefits Waterways West Drayton W13 Journey time benefits Isle of Dogs station C11 Loss of boat access to Blackwall Basin, Poplar Dock Hayes & Harlington W10 Journey time benefits and moorings on North Dock Southall W8 Journey time benefits Other Hanwell W7 Journey time benefits Bond Street C4 Loss of the use of the cabman’s shelter facility West Ealing W6 Journey time benefits Ealing Broadway W5 Journey time benefits

40 METHODOLOGY AND PRINCIPAL FINDINGS

Acton Main Line W4 Journey time benefits Heathrow H3, H4, H5 Journey time benefits Stratford NE1 Journey time benefits Maryland NE1 Journey time disbenefits Forest Gate NE2 Journey time benefits Manor Park NE3 Journey time benefits Ilford NE4 Journey time benefits Seven Kings NE5 Journey time benefits Goodmayes NE6 Journey time benefits Chadwell Heath NE7 Journey time benefits Gidea Park NE10 Journey time benefits Harold Wood NE12 Journey time benefits Brentwood NE15 Journey time benefits Shenfield NE17 Journey time benefits

Custom House SE2 Journey time benefits Abbey Wood SE8 Journey time benefits Fig. 7.1 There will be new access for mobility impaired passengers at many Crossrail stations, including Ealing Broadway Traffic levels and delays to vehicle occupants Station and Interchange impacts Paddington C2 Delays along Eastbourne Terrace, Craven Road, Departures Road and Westbourne Terrace. Paddington C2 New access for mobility impaired passengers Paddington C2 Increased traffic on Craven Road Bond Street C4 New access for mobility impaired passengers Tottenham Court Road C5 Additional traffic delays in the St Giles Circus area Tottenham Court Road C5 New access for mobility impaired passengers Leigh Road Bridge W20 Reduced delays due to provision of new bridge Tottenham Court Road C5 Improved interchange with buses Farringdon C6 New access for mobility impaired passengers Pedestrian delay and loss of amenity or benefits Liverpool Street C7 New access for mobility impaired passengers at Tottenham Court Road C5 Pedestrian benefits Moorgate Dog Kennel Bridge W15 Pedestrian diversion Liverpool Street C7 New access for mobility impaired passengers at Church Manorway Bridge SE7 Benefits for mobility impaired persons and cyclists at Liverpool Street Church Manorway bridge Whitechapel C8 New access for mobility impaired passengers Church Manorway Bridge SE7 Benefits for mobility impaired persons and cyclists at Isle of Dogs C11 New access for mobility impaired passengers Bostall Manorway bridge Slough W18 New access for mobility impaired passengers Cyclist delay and loss of amenity West Drayton W13 New access for mobility impaired passengers Tottenham Court Road C5 Cyclist diversion Hayes and Harlington W10 New access for mobility impaired passengers Southall W8 New access for mobility impaired passengers West Ealing W6 New access for mobility impaired passengers Ealing Broadway W5 New access for mobility impaired passengers

41 VOLUME 8A

Acton Main Line W4 New access for mobility impaired passengers Custom House SE2 New access for mobility impaired passengers Abbey Wood SE8 New access for mobility impaired passengers

Parking and loading Whitechapel C8 Loss of public car parking Maidenhead W25 Loss of station car parking Harold Wood NE12 Loss of station car parking Blackwall Way SE1 Loss of private parking Custom House station SE2 Loss of private lorry parking at ExCeL Woolwich Arsenal SE5 Loss of private office parking Abbey Wood SE8 Loss of station car parking Abbey Wood SE8 Loss of access to private parking

Accidents and safety Tottenham Court Road C5 Beneficial changes to pedestrian facilities

42

Annexes

METHODOLOGY AND PRINCIPAL FINDINGS

Lorries carrying material that are not easy to quantify Annexe 8a–1 Lorry generation methodology Secondly, lorries transporting materials that are not easy to quantify by volume or weight, or are bulky (e.g. components of Tunnel Boring Machines and conveyors etc.). For these items an Methodology estimate of the number of lorries per day required is made. The calculation of lorry numbers can be split into two categories, lorries transporting materials Once the lorry numbers per day are calculated for all items then the values are plotted against the that can be easily quantified in volume or weight and lorries transporting materials that are not estimated dates to generate information about lorry numbers per day. easy to quantify by volume or weight, or are bulky.

Lorries carrying material that can be easily quantified Limitations Firstly, lorries transporting materials that can be easily quantified in volume or weight (e.g. The lorry numbers per day give average values for each activity and, therefore, do not account for excavated material, concrete, reinforcement etc.). For each of these items, the process outlined in any irregularity in the delivery pattern. the flowchart below is followed: Traffic and material flows are based on a programme which may be subject to acceleration or reduction by the contractor, thus potentially increasing or decreasing average maximum flows. Calculate in situ volume or weight of material as appropriate The traffic and transport assessment work is usually based on a robust case with peak (eg in situ volume of excavated material from shaft) construction lorry flows.

Lorry capacities and bulking factors

Calculate bulked volume of material if appropriate – see bulking factors below Central route section tunnels and stations (including Thames Tunnel) (eg multiply in situ volume of excavated material by 1.8 to get bulked volume) Lorry capacities Lorry type Capacity Eight-wheel tippers 14 m3 capacity, 20.0 tonnes tare Select the appropriate weight or volume capacity of the lorry – see capacities Ready-mix trucks 6 m3 capacity below – and divide the total (bulked) volume or weight by this value to get 3 the total number of lorries for the activity. Bentonite trucks 8 m capacity (eg divide total bulked volume of excavated material by 14 m3 to get Shotcrete lorry 6 m3 capacity total number of lorries) Bulking factors On the basis of experience of other tunnelling projects and discussions with major tunnelling contractors, the following bulking factors have been used: Divide the total number of lorries by the duration of activity (in Machine type Bulking factor range days*) to get the number of lorries per day for the activity. Clay from open-faced TBMs 1.7–2.0 Clay from Earth Pressure Balance machines 1.6–1.8 * Days may include weekends and evenings, depending on programme methodology. Sands and silts from EPBMs 1.4–1.5

Chalk from open faced machines 1.7–1.8 Fig. 8a-1.1 Flowchart of calculation process Chalk from EPB and slurry machines 1.6–1.7 Adopted average bulking factor 1.8

45 VOLUME 8A

Density of excavated material Eastern and Western route sections (surface works) Soil type In-situ density Bulked density The surface works fall into two basic types: major works such as the construction of the depot, London clay 2.1 t/m3 — underpasses etc., and minor works such as bridge widening, station platform extensions, etc. 3 — Sands and silts 2.0 t/m Accordingly it was agreed to have two sets of criteria for these works. Chalk 1.9 t/m3 — Lorry capacities, etc. – major works Adopted density 2.0 t/m3 1.1 t/m3 Lorry type Capacity Note: bulked density is calculated using adopted average bulking factor of 1.8. Eight-wheel tippers 14 m3 capacity, 20.0 tonnes tare Ready-mix trucks 6 m3 capacity Reinforcement, etc. 20 tonne loads

Lorry capacities, etc. – minor works Eight-wheel tippers 10 m3 capacity, 15.0 tonnes tare Ready-mix lorries 4 m3 capacity (assume delivery in part loads) Reinforcement, etc. 10 tonne loads

Bulking factors The following bulking factors have been used: All soil types 1.5 Demolition materials 1.5

46 METHODOLOGY AND PRINCIPAL FINDINGS

Annexe 8a–2 Glossary and list of abbreviations cycle parking parking facilities for cyclists in station car parks and on street. this includes open and covered or enclosed (secure) storage. marked or signed route for cyclists 12-hour weekday flow total traffic for an average weekday between 0700 and 1900 cycleway the ratio of arrival flow rate to capacity during a given flow period air quality management area an area designated by a local authority under an Order under Part IV of degree of saturation the Environment Act 1995 within which one or more air quality objectives will not be achieved. DfT Department for Transport Having designated an air quality management area the local authority is required to develop and disabled parking spaces parking spaces reserved for the holders of disabled parking permits in implement an air quality action plan. station car parks and on the street. The on-street spaces are designated as Disabled Parking Spaces by AM peak hour the period between 0800 and 0900 means of a Traffic Order.

AM peak period the period between 0700 and 1000 District/Borough Boundary local authority boundaries

ATC automatic traffic counts DLR Docklands Light Railway baseline The 2016 scenario against which the environmental and transport assessments of Crossrail EIA Environmental Impact Assessment have been made EIP emergency intervention point bus link a section of road between two junctions with a bus lane or dedicated to buses ES Environmental Statement CCTV closed-circuit television evacuation facility lifts and stairs to allow for passenger evacuation, with a place of safety provided at compensation grouting the injection of grout during tunnel construction, at an intermediate level the surface between ground surface and tunnel crown, to eliminate subsidence and collateral surface damage evening peak hour the PM peak hour, q.v. congested area junction approaches running at an average of 85 per cent or higher of degree of saturation or capacity during the peak hour evening peak period the PM peak period, q.v. flow the number of vehicles, pedestrians, cyclists or equestrians passing a given reference point in a congestion charging zone the central London congestion charging scheme area ie the area bounded given time period by the Inner Ring Road footway an area reserved for the passage of pedestrians construction depth the vertical height occupied by overhead line equipment, including tolerances and an allowance for movement Fruin level a method of analysing the level of congestion of pedestrian movement by applying a level of service concept to pedestrian flows construction lorry route the main routes between a Crossrail worksite and the TfL Road Network or the Principal Road Network assumed to be used by lorries; that is vehicles of over 7.5 tonnes gross GEML Great Eastern Main Line weight GEMR Great Eastern Mainline Railway construction traffic – site access/egress indicative points of access and egress for lorries to and traffic, usually additional to a “baseline” level, whose presence is attributable to a from worksites off the public road network generated traffic particular land-use or activity controlled parking zone (CPZ) area of on-street parking control where parking provision is allocated Greater London Authority according to local needs GLA GWML Great Western Main Line Crossrail tunnel and portal the centre-line and termination points of sub-surface works hard standing a constructed area for the parking of vehicles cumulative impact (1) The accumulation of impacts of the same type at different locations (eg non- significant individual lorry numbers to different sites collectively may give rise to an overall headshunt a siding off a running line on to which a train can be moved temporarily to facilitate its own significant impact in a route-wide context). (2) Impacts that arise from the accumulation of impacts reversing movement of a different nature at the same location (eg construction noise and visual intrusion affecting a heavy goods vehicle (known in other contexts as large goods vehicle) ie receptor – individually these may not be significant, but the accumulation of different impacts may heavy goods vehicle (HGV) vehicles of over 7 tonnes gross vehicle weight give rise to an overall significant impact). (3) Impacts which are the result of the combination of activities associated with Crossrail together with other development projects (eg impacts caused by heavy rail a conventional railway Crossrail construction may be exacerbated by construction activity at other major construction HGV heavy goods vehicle (known in other contexts as large goods vehicle) ie vehicles of over 7.5 projects near by). tonnes gross vehicle weight cut-and-cover tunnelling achieved by building a load-bearing roof over a retained cutting highway a section of road

47 VOLUME 8A impact of particular importance where the receiving environment is of high value and the modal share how the total number of journeys in an area or to a destination is split between different magnitude of the impact on that environment is high modes of transport induced demand demand for new trips that is generated by improvements to the transport system by morning peak hour the AM peak hour, q.v. Crossrail motorways and trunk roads motorways and trunk roads designated by the Secretary of State for inter peak the period between 1000 and 1600 Transport for which the Highways Agency is the Highways Authority. intermediate mode scheme refers to a Public Transport Scheme which utilises an intermediate level navigable waterway a river, canal or other waterway which is able currently to be used by boats or of technology and cost, lying between a regular bus and a heavy rail service. Typically, a guided bus other craft travelling along it; or a waterway which is proposed by British Waterways to open before or tram scheme. or during the Crossrail construction period intervention facilities points, located at a maximum spacing of about 1 km, to be used by the negative impacts impact that have an adverse influence on receptors or resources emergency services to gain access to the tunnels NKL North Kent Line invert the part of a tunnel below floor level NLL North London Line kiss and ride a mode of access to public transport in which passengers are driven to a station or stop NTEM National Trip End Model and left to board the train, bus, etc. and/or met after their return trip off-peak hour any hour outside the morning and evening peak periods LB London Borough of off-peak period any period outside the morning and evening peak periods LBN London Borough of Newham off-street public car park run by the Local Authority or a private contractor London Borough of Tower Hamlets off-street public car park LBTH including station car parks available for use by the public with or without charge and/or reservation. LCAP London Cycling Action Plan This includes pay and display or contract parking

LCN the London Cycle Network, q.v. OLE overhead line equipment

LGV light goods vehicle (not to be confused in this context with large goods vehicle) OSD oversite development light goods vehicle see LGV overhead line equipment the contact wires supplying electric current to trains and the equipment that supports the wires light rail a railway built to lighter standards (eg a tramway) compared with a conventional railway park and ride journeys a term given to multimodal journeys, which at some point involve interchange link the section between two junctions between private car and a public transport mode, often rail, to complete the journey LINSIG a computer programme used to model traffic at an individual signal junction pay and display payment for vehicle parking between set times, usually a day at a time, by buying a London Cycle Network the Strategic Cycle Network with the Greater London Area ticket from a machine and displaying it on the vehicle

London Plan The Mayor of London’s spatial development strategy peak construction period the period during construction when traffic generation is at its peak lorry A heavy goods vehicle pedestrian crossing facility a facility to assist pedestrians crossing a road eg pelican crossing, zebra crossing, green man at signals lorry holding area a location away from worksites where Crossrail lorries will await an opportunity to load or unload. May be on-street or off-street pedestrian priority area an area where motor vehicles are banned at all or certain times or where motor vehicles have to give way to motor vehicles lorry movement flow of a lorry in a particular direction permanent impacts impacts that constitute an irreversible change to the baseline environment or lorry routes the main routes between worksites and the TfL Road Network or the Principal Road Network which persist for the foreseeable future PM peak hour the period between 1700 and 1800 LTS London Transportation Study PM peak period the period between 1600 and 1900 LUL London Underground Limited positive impacts impacts that have a beneficial influence on receptors or resources main road network the main road network is defined as the Transport for London Road Network (TLRN), the Motorway and Trunk Road network (MTN) and the Principal Road Network (PRN) PPP public–private partnership outside London (ie most ‘A’ roads outside London). Additionally includes the A2016 in south east forecast flow London predictive flow

48 METHODOLOGY AND PRINCIPAL FINDINGS

Principal Road Network most ‘A’ roads. The relevant county or unitary authority is the highways SRA Strategic Rail Authority authority. SRN Strategic Road Network PRN the Principal Road Network surface structure elements of the Crossrail scheme that are above ground public highway a road maintained by the highway authority Strategic Cycle Network (1) within the Greater London area, the London Cycle Network; (2) outside public right of way a link where the public have the right to pass on foot and sometimes by cycle, the Greater London area, cycle networks as defined by the relevant highways authority horse and motor vehicle eg footpath, bridleway, road used as a public path, road Strategic Road Network in London A network of London Borough roads expected to be designated railway overbridge a bridge carrying the railway over an obstacle by the Secretary of State for Transport under Sections 60 to 63 of the Traffic Management Act 2004 in February 2005. The network will then be updated by the Mayor of London. On the designated railway underbridge a bridge carrying the railway under an obstacle Strategic Roads Transport for London will have new powers of co-ordination in relation to road Red Route a road with red line waiting and loading controls to serve strategic longer distance works on borough roads that affect a strategic road. These new powers will enable TfL to prevent movements; in London TLRN roads in London are red routes and are under the control of TfL. works which would cause undue disruption on the strategic road network.

Red Route controls regulations that enforce parking, loading and other restrictions on Red Routes sub-surface structures elements of the Crossrail scheme that are permanent below-ground structures, excluding tunnels and portals. retained cut a cutting, open at the top and lined on both sides with retaining walls TA transport assessment route wide impact impacts that are felt at a regional level or which cannot be attributed to a particular section of the project route, or which occur across a number of route windows TBM tunnel boring machine route window cut-line the beginning and end points along the Crossrail alignment that define the TCR Tottenham Court Road route windows. Route windows are commonly used in Environment Statements for linear schemes to impacts that persist for a limited period due, for example, to particular break up the route into manageable and logical portions for descriptive and reporting purposes. The temporary impacts construction activities (eg construction lorry traffic). Temporary impacts refer to all impacts that will cut-lines are positioned, where possible, to the centre of a particular feature, unless noted otherwise. be experienced only during construction and/or advance works. They may be experienced for running tunnel a tunnel, part of the permanent works, through which trains in revenue-earning service anywhere between a few days and six years, the full duration of Crossrail’s construction, or more if will run advanced works are required segment a modular component of a tunnel lining TEMPRO the government’s national trip end transport model database program sensitivity test a test to assess how sensitive the output of an assessment is by making changes to the TfL Transport for London input data TGB Thames Gateway Bridge temporary conversion of two-way road traffic to controlled alternating one-way shuttle working Transport Impact Assessment traffic, instituted to make the adjoining part of a road (or nearby land) available to construction works TIA or lorry movements TLRN The Transport for London Road Network (TLRN) as designated by a statutory instrument, The GLA Roads Designation Order 2000 (SI 2000 No. 1117) made under section 14A of the Highways significant impact an impact that (either in isolation or in combination with others) should, in the Act 1980 which was inserted into the Highways Act 1980 by section 260 of the Greater London opinion of the EIA team, having regard to relevant criteria, be taken into account in the decision- Authority Act 1999. For this network Transport for London is the highways authority. making process TOC train operating company significant temporary impacts Significant impacts that persist for a limited period due, for example, to the displacement of car parking spaces. Temporary impacts refer to all impacts that will be traffic link speeds speed travelled on a link experienced only during construction and/or advance works. They may be experienced for anywhere Transport for London Road Network a network designated by a statutory instrument for which TfL between a few days and six years, the full duration of Crossrail’s construction, or more if advanced is the highways authority (see TLRN) works are required. TRANSYT a computer programme used to model traffic on a road network significant permanent impact Significant impacts that constitute an irreversible change to the baseline environment (eg loss of car parking spaces). trip a journey made between an origin and a destination using one or more modes of transport

Single alternate lane working a traffic management arrangement usually during roadworks when a trip matrix a matrix showing the number of people travelling between each origin and destination in a road width is resticted preventing two way operation with traffic shuttle working in each direction given time period within the study area alternately Trunk Road Network trunk roads designed by the Secretary of State for the Transport for which the special use parking spaces spaces for particular categories of vehicle or users including disabled Highways Agency is the highways authority persons, buses, taxis, doctors, ambulances, police vehicles and car club bays. tunnel eye the point where the bored tunnel begins

49 VOLUME 8A tunnel portal termination point of sub-surface work watercourse a channel of moving water turning movement the direction of flow at a junction waterbody a static body of water two-way movement the sum of flow in each direction on a link or at a junction worksite land required by Crossrail for constructing the scheme, including contractors’ compounds on which no actual construction will take place. two-way speed the average of the speeds in each direction vulnerable road users pedestrians, cyclists and equestrians unadopted road roads that are not maintained by a highway authority utilities pipes, conduits, cables and other equipment used in the supply of gas, power, water, drainage and telecommunications

50 METHODOLOGY AND PRINCIPAL FINDINGS

Annexe 8a–3 Mapping sources

Legend feature Definition Source Extent of mapping District/Borough Boundary Local Authority Boundaries. Ordnance Survey Boundary Line mapping. Route Window. County Boundary County Boundaries Ordnance Survey Boundary Line mapping. Route Window. Watercourse/ Waterbody Rivers, canals, docks and other moving and still water surfaces Ordnance Survey Vector mapping at 1:1250 and 1:2500. Route Window. TfL Road Network The Transport for London Road Network is designated by a statutory Transport for London (Surface Transport) via model file and Greater London area instrument, SI 2000 No. 1117 ‘The GLA Roads Designation Order 2000’ modified to suit 1:5000 scale mapping by Crossrail. made under section 14A of the Highways Act 1980 which was inserted into the Highways Act 1980 by section 260 of the Greater London Authority Act 1999. For this network Transport for London is the Highways Authority. Proposed Strategic Road A network of London Borough roads expected to be designated by the Consultation draft network provided by TfL (Surface Transport) via Greater London area Network in London Secretary of State for Transport under Sections 60 to 63 of the Traffic model file and modified to suit 1:5000 scale mapping by Crossrail. Management Act 2004 in February 2005. The network will then be updated by the Mayor of London. On the designated Strategic Roads Transport for London will have new powers of co-ordination in relation to road works on borough roads that affect a strategic road. These new powers will enable TfL to prevent works which would cause undue disruption on the strategic road network. Motorways Motorways – roads designated as motorways by the Secretary of State for Highways Agency Route Window Transport Trunk Roads Trunk Roads – roads other than motorways designated by the Secretary of Highways Agency Route Window State for Transport for which the Highways Agency is the Highways Authority. Principal Road Network Most ‘A’ roads County Councils and Unitary Authorities Route Window Strategic Cycle Route Within the Greater London area: London Cycle Network. LCN+: Transport for London via model file. LCN: Greater London area Outside the Greater London area: Cycle networks as defined by the relevant Outside LCN area: Relevant highway authority via website or Outside LCN area: Route Window highway authority drawing Bus Route Existing bus route London Buses Data Bases of July 2003 with some manual In the vicinity of Crossrail stations or worksites updating by Crossrail where relevant. Disabled Parking Spaces Parking spaces reserved for the holders of disabled parking permits in Survey. In the vicinity of Crossrail stations or worksites station car parks and on street. The on street spaces are designated as where relevant. Disabled Parking Spaces by means of a Traffic Order. Cycle Parking Parking facilities for cyclists in station car parks and on street. This includes Survey. In the vicinity of Crossrail stations. open and covered or enclosed (secure) storage. Off Street Public Car Park Off street public car park run by the Local Authority or a private contractor Survey. In the vicinity of Crossrail Stations including station car parks available for use by the public with or without charge and/or reservation. This includes pay and display or contract parking.

51 VOLUME 8A

Crossrail features

Legend feature Definition Crossrail Tunnel & Portal The centre-line and termination points of sub-surface works. Crossrail Surface The approximate centre-line of existing surface railways which will be utilised by Crossrail; and The centre-line of new surface works. Route Window Cut-Line The beginning and end points along the Crossrail alignment that define the Route Windows. Route Windows are commonly used in Environment Statements for linear schemes to break up the route into manageable and logical portions for descriptive and reporting purposes. The cut-lines are positioned, where possible, to the centre of a particular feature, unless noted otherwise. Surface Structure Elements of the Crossrail scheme which are permanent above-ground structures. Sub-Surface Structure Elements of the Crossrail scheme which are permanent below-ground structures. Worksite Land required for use by Crossrail to construct the scheme. Significant Residual Impacts Significant impacts remaining following mitigation, which may arise during the construction and/or operation phases. These include beneficial as well as adverse impacts. Construction Lorry Route – The main routes between a Crossrail worksite and the TfL Road Network or the Principal Road Road Network assumed to be used by Heavy Goods Vehicles; that is vehicles of over 7.5 tonnes gross vehicle weight Lorry Holding Area Locations away from worsksites where incoming Crossrail lorries would be held awaiting availability of a loading/unloading ‘slot’. May be on-street or off-street. Main construction Indicative points of the main access and egress for heavy goods vehicles to and from worksites off access/egress the public road network

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