London Overground (Barking Riverside Extension) Order Environmental Statement: Non-Technical Summary

Transcription

1 Transport and Works Act 1992 London Overground ( Riverside Extension) Order Environmental Statement: Non-Technical Summary March 2016

2 Cover image for illustrative purposes only Page 2

3 Contents 1.0 Introduction Riverside Extension Consideration of Options and Alternatives The Environmental Statement Findings Conclusions How to find out more 26 Page 3

4 Figure 1 Illustrative Riverside Masterplan (Source BRL, Lifschutz Davidson Sandilands January 2016) Page 4

5 1.0 Introduction 1.1 Overview The primary aim of the London Overground extension to Riverside, known as the Riverside Extension (BRE), is to support economic development and population growth through the provision of new sustainable transport infrastructure. The BRE will unlock the full residential development potential of the Riverside development area and enable the sustainable delivery of 10,800 homes. Thereby, the BRE will support the wider regeneration of the London Riverside Opportunity Area Further aims of the BRE intended to meet other goals set out in the Mayor s Transport Strategy are: Improve transport connectivity Enhance quality of life Improve safety and security Improve transport opportunities Reduce transport s contribution to climate change and improve its resilience Implement legacy from the 2012 Olympic & Paralympic Games Figure 2 3D sketch looking south from the eastern station entrance Page 5

6 1.0 INTRODUCTION This document is the Non-Technical Summary of the Environmental Statement (ES) that accompanies the application for a Transport and Works Act Order (TWAO) for the BRE to the Secretary of State for Transport. The application is submitted on behalf of Transport for London (TfL) as the promoter of the project The BRE will provide a new sustainable transport link to Riverside through the extension of the Gospel Oak to London Overground line to a new station (see Figure 3) within the Riverside development area The development area is the largest housing development site within the London Riverside Opportunity Area. The masterplan for this area comprises 10,800 homes, new schools and commercial and community uses. 1.2 What is an Environmental Impact Assessment An Environmental Impact Assessment (EIA) is a process to ensure that decisions are made, in this case by the Secretary of State for Transport, with full knowledge of the likely significant environmental effects of a proposed development. The outcome of the EIA process is reported within the ES The objective is to ensure that any adverse effects are prevented, reduced or offset, and beneficial effects are enhanced. This informs the decision of whether to give consent for the scheme to proceed and to help frame any planning conditions During the EIA process for the BRE opportunities have been identified to improve the design, thereby preventing or reducing any adverse effects and enabling a sustainable design to be developed The ES comprises the following volumes: Non-Technical Summary; Volume 1 Main Report; Volume 2 Figures; Volume 3 Appendices; Volume 4 Supporting documents; Volume 5 Design and Access Statement; and Volume 6 Transport Assessment The Non-Technical Summary presents a concise summary of the key construction and operational effects identified within the EIA. The full technical assessments are presented within Volumes 1, 2 and 3 of the ES Volume 4 Supporting documents comprise the Health Impact Assessment, Energy Demand Assessment, Equality Impact Assessment and the Sustainability Statement This ES complies with the requirements of the Transport and Works (Applications and Objections Procedure) (England and Wales) Rules 2006 (the 2006 TWA Rules) and the EIA Directive (2011/92/EU, as amended by 2014/52/EU) The ES forms part of a suite of documents submitted as part of the application for a TWAO. Page 6

7 Proposed Riverside Extension Becontree BARKING STATION Hospital Upney RIPPLE ROAD Rippleside Cemetery GALE STREET Greatfields Park A13 ALFRED S WAY Castle Green Creek A13 ALFRED S WAY BASTABLE AVENUE Thames View School Playing Field CHOATS ROAD Key to lines Shared running on the Essex Thameside (Tilbury Loop) Line, c2c/ Overground extension Existing Overground line Proposed Riverside Extension c2c District line Hammersmith & City line RIVER ROAD THAMES ROAD NEW STATION RIVER ROA D RENWICK ROAD Figure 3 illustrative plan of the Riverside Extension Page 7

8 ± ± Legend/Notes LOD LLAU Indicative BRE Alignment Access Point Indicative Compound Area Indicative Lay Down Area London Underground! London Overground National Rail Construction Routes Route 1 5! Route 2 5! Route 3 C r Roa Rive d 1! Way B Ch oa ts C Suitability Status r Roa Rive Way B proposed station Ch oa ts A CLIENT NAME: Transport for London LICENCE NUMBER: Manor oad d R rr ive S0 This map is reproduced from Ordnance Survey material with the permission of Ordnance Survey on behalf of the controller of Her Majesty's Stationery Office Crown Copyright. Unauthorised reproduction infringes Crown copyright and may lead to prosecution or civil proceedings. Choats Renwick Road 4! Ro ad Project London Overground Riverside Extension Project 3! 4! Riv Page 8 Ro ad 3! 2! Figure 4 Overview map of construction of the BRE Manor Renwick Road 2! Choats 1! er Drawing Title Volume 2 Environmental Statement Figure 4.2 Overview of Construction Access and Work Sites proposed station ad Ro Scale(s) 1:15,000 Alternative Reference A Meters Drawing Number ,000 - Sheet size A3 ELR & Mileage Sheet 1 of 1 Revision

9 2.0 Riverside Extension 2.1 Location of the BRE The BRE is located in the London Borough of and Dagenham (LBBD). It will provide a rail extension from station to a new terminus station in Riverside, located adjacent to Renwick Road and River Road within the southern part of the Riverside development area The overall length of the proposed extension is approximately 4.5km from station, including both the modifications along the existing railway and the proposed viaduct (approximately 1.6km) The BRE site boundaries are indicated on Figure 4, identifying land required for the permanent alignment and location of the new railway and proposed station (Limits of deviation and of land to be acquired or used, LOD); and additional limits for other temporary works (i.e. including temporary land take for construction, laydown of materials, access and ancillary works) (Limits of land to be used only temporarily, known as LLAU). Figure 5 Aerial photograph of the freight terminal and existing rail corridor looking west towards Page 9

10 2.2 Site and Surroundings From station, the BRE will run eastwards along the existing Essex Thameside (Tilbury Loop) Line up to Renwick Road overbridge. The area adjacent to the BRE along the existing railway line is predominantly urban, with a mixture of residential, industrial and commercial uses and derelict brownfield land Having crossed over the freight terminal, the proposed BRE viaduct and station will be located within the Riverside development area, on brownfield land currently being developed as part of the Riverside Masterplan (Figure 6). The land to the west of the viaduct comprises electricity pylons and overhead power lines, residential properties, Ripple Nature Reserve and Power Station. The land to the east includes future residential areas of the Riverside Masterplan and the proposed Riverside School. The Riverside Masterplan envisages the location of the new station to be a public area with good accessibility, allowing direct access from Renwick Road and River Road and the proposed new district centre. Figure 6 Aerial photograph of the Riverside development area looking south towards the site of the proposed station Page 10

11 2.0 BARKING RIVERSIDE EXTENSION 2.3 The Proposed Development The BRE comprises track work on the existing Essex Thameside (Tilbury Loop) Line up to Renwick Road overbridge, after which a new elevated viaduct will diverge from the existing railway and lead to the proposed station. The scheme design also accommodates the option to remodel Ripple Lane freight sidings and the alignment provides passive provision for the construction of an intermediate station at Renwick Road The double track viaduct will cross existing railway lines and sidings, the freight terminal, the Ship and Shovel Sewer (designated a main river) (Figure 9) and Choats Road, and then pass underneath overhead power cables through the Riverside development area to the proposed station. Pylon Park Figure 7 Section of the proposed viaduct at Riverside School Riverside School / Proposed Development Figure 8 Photograph of the existing railway (to the west of A13) looking west towards Page 11

12 2.0 BARKING RIVERSIDE EXTENSION The new station will be located within the Riverside development area, at the junction of Renwick Road and River Road, approximately 250m to the north of the River Thames. The design of the BRE and the Riverside Masterplan envisages this location to achieve maximum accessibility to the local residents, allowing direct access from Renwick Road and River Road, within the proposed new district centre (Figure 10). Towards existing residential areas The station will accommodate ticket machines, a gate line, and staff accommodation with plant and store rooms. Step free access from ground level to the train will be provided, via two lifts (Figure 13). Retail units will also be incorporated in the station structure and bicycle storage will be provided. Towards existing and future residential areas and sports facilities Towards school campus Towards new and future residential areas and secondary centre Towards future residential areas Towards waterfront Figure 9 Ship and Shovel Sewer Figure 10 Proposed station within the district centre Page 12

13 2.0 BARKING RIVERSIDE EXTENSION Figure 11 CGI of platform level of the proposed station, looking south Figure 12 CGI of platform level of the proposed station, looking east Figure 13 CGI of ground floor of the proposed station Page 13

14 2.4 Construction of the BRE Construction of the BRE will require the following broad areas of activity: Remodelling of the existing railway track on the Essex Thameside (Tilbury Loop) Line and installation of new drainage, telecommunications network, cabling, Overhead Line Electrification, Electrical and Plant and signalling equipment; Demolition of a disused access ramp to the freight terminal, depot office block and engine shed (Figure 17); Construction of a railway viaduct, which will comprise the construction of an approach ramp, piling, construction of pier/ wing walls and abutments, lifting in pre-cast concrete structures and in situ deck works; and Construction of the station, which will comprise the installation of the concrete island platform, in situ concrete pours for ground flood concourse, stairs and lift shafts, installation of the platform canopy, application of architectural finishes and installation of station services The construction works will be undertaken from late to Working hours The core working hours will be as follows: Monday Friday Saturdays Certain construction activities will require extended working hours for reasons of engineering practicability, Page 14 to maintain the operation of the existing railway and having regard to health and safety considerations. These activities may comprise works on the existing infrastructure, major concrete pours and piling, surveys, lifting/fitting of infrastructure and abnormal deliveries. The nature and timing of these works and the associated extended working hours will be agreed with LBBD and notified to local residents and relevant stakeholders in advance of works. Construction Environmental Management A Code of Construction Practice (CoCP) has been drafted outlining the approach to environmental management procedures in line with current legislation, planning policy and best practice. This will be implemented on site by the Contractor, who will adopt it, and update the draft CoCP with detailed method statement and control measures. The draft CoCP covers the following topics: General requirements; Air quality; Biodiversity; Cultural heritage; Land quality; Noise and vibration; Surface and groundwater; Traffic and transport; and Waste and materials The Contractor chosen for the BRE will be required to demonstrate how they will comply with the CoCP and any conditions of the TWAO planning direction through their own construction method statements and management plans The draft CoCP includes noise trigger levels as a basis for a noise policy to be adopted and implemented prior to construction. The noise policy will include noise insulation and temporary rehousing measures to mitigate potential impacts of the BRE construction noise A Waste Management Plan (WMP) (design stage) has also been prepared which will be developed over subsequent design stages and implemented by the Contractor during construction. The aim of the WMP is to identify opportunities to minimise waste arising at source during the BRE construction, and where such waste generation is unavoidable, the WMP will identify opportunities to maximise the recycling and reuse potential of the materials To minimise the effects of the BRE construction traffic and associated impacts, a construction logistics plan will be implemented in parallel with the traffic management principles set out in the CoCP The construction logistics plan will be developed in consultation with LBBD and will include details of lorry routes, bus routes and interchanges, construction signage, safety measures for pedestrians, cyclists and other vulnerable users, and any other construction traffic management measures required by Local Highway Authorities A BRE framework travel plan will also be developed to manage the movements of construction staff to and from the site, and encourage travel by public transport, walking and cycling.

15 2.0 BARKING RIVERSIDE EXTENSION FIGURE 7 STRUCTURES TO BE DEMOLISHED Figure 14 Photograph of Tilbury Line Junction East, looking west towards Page 15

16 ± Legend/Notes Route Alignments Alignment 1 Alignment 2 Alignment 3 Alignment 4 (Route Option A) Alignment 5 (Route Option B) Alignment 6 Alignment 7 London Underground London Overground National Rail Figure 15 Alternative route alignments Alignment 1 Alignment 2 Alignment 3 Alignment 1 Alignment 2 Alignment 3 Meters ,000 # # Status Suitability S0 This map is reproduced from Ordnance Survey material with the permission of Ordnance Survey on behalf of the controller of Her Majesty's Stationery Office Crown Copyright. Unauthorised reproduction infringes Crown copyright and may lead to prosecution or civil proceedings. CLIENT NAME: Transport for London LICENCE NUMBER: Project London Overground Project Riverside Extension Drawing Title Volume 2 Environmental Statement Figure 5.1 Alternative Route Alignments Scale(s) 1:30,000 Sheet size A3 ELR & Mileage Alignment 4 Alignment 5 Alignment 6 & 7 Alternative Reference Sheet 1 of 1 Alignment 4 Alignment 5 Alignment 6 & 7 Drawing Number - Revision 02 Page 16

17 3.0 Consideration of Options and Alternatives 3.1 Historical Overview The previously consented Riverside Masterplan (planning reference 08/00887/FUL) was subject to a Section 106 planning obligation that restricted development until a public transport link to the area was confirmed. The full masterplan development could not be completed until such a scheme was operational It was proposed to extend the Docklands Light Railwa (DLR) from Gallions Reach to Dagenham Dock, in order to provide a new public transport link for the development area. A TWAO application for an extension to the DLR was submitted in 2008 but this was subsequently withdrawn prior to Public Inquiry. The scheme was cancelled by the Mayor of London in November 2008 due to a lack of available funding for the scheme, which had an estimated outturn final cost of 750m Subsequently, TfL examined a number of transport options to serve the Riverside development area. The assessment of the alternatives concluded that, subject to consultation and further development, the BRE was the optimal scheme to enable the development of the area, on the basis of feasibility, cost and alignment with strategic policy objectives The Riverside Masterplan and its EIA ES have been updated by Riverside Limited (BRL), to take account of the BRE and subsequent changes to the masterplan parameter plans. A further Section 73 application was submitted to LBBD in January 2016 (Ref. 16/00131/OUT) to amend the existing planning permission and conclude a new S106 Agreement in support of the BRE. 3.2 BRE Routes and Design Options Options for the alignment and design of the BRE were constrained by the following features: Existing infrastructure operational passenger and freight railway lines and freight yard; the local and strategic road network; and overhead power lines; Existing residential properties in the vicinity of the existing and proposed railway; Watercourses and nature corridors; Historic land contamination and ground conditions; and The proposed Riverside development, including the Riverside School Seven alignments were identified for the BRE which were assessed for their feasibility and against the project aims and wider policy (Figure 15). Of the options considered, alignments 4 and 5 were shortlisted for further development and consultation. The other alignments were found not to be technically feasible, or resulted in considerable disruption to existing and future residents, and infrastructure Alignments 4 and 5 were referred to as Route Option A and Route Option B respectively at the public consultation held in May and June Route Option A was shortlisted for public consultation, as it was found to have the least operational impact on existing rail infrastructure. However this option was constrained by the proximity to existing residential properties in Keel Close, and the proposed works within the watercourse corridor of the Ship and Shovel Sewer Route Option B was located further from the existing residential properties and entailed limited works within and adjacent to the Ship and Shovel Sewer Following evaluation, Route Option B was selected as the preferred option over Route Option A. It had greater public support, has fewer, or reduced, environmental effects, does not preclude the operational development of Ripple Lane Sidings and the provision of an additional station at Renwick Road in the future, and is at least as safe, constructible and maintainable. The results of the EIA carried out for Route Option B (the proposed development as described in Section 2.3), are presented within the ES. Page 17

18 Figure 16 Aerial photograph of the north west corner of the Riverside development area and Phase 1 housing, looking west Page 18

19 4.0 The Environmental Statement Findings Within the ES, the findings of the EIA are presented in technical subject areas each forming a technical chapter, as set out below: Air Quality; Ecology; Ground Conditions and Contamination; Historic Environment; Noise and Vibration; Resource Use and Waste; Socio-economic Effects; Townscape and Visual Impacts; Traffic and Transport; and Water Resources and Flood Risk Each technical assessment chapter reports the results of an iterative impact assessment, where potential significant effects on receptors and resources have been identified, and mitigation incorporated into the scheme to eliminate, avoid, or reduce potential effects The chapters outline the assessment based on the classification of the value or sensitivity of the receptor affected and the magnitude of the predicted impact, considering mitigation incorporated into the project. Where required, further mitigation is identified and residual effects are determined. Each technical chapter then classifies the effects and determines their significance The likely effects of the BRE during construction and operation are summarised in Sections 4.2 and 4.3, respectively, below It is necessary to consider how the effects identified within the technical topic chapters may combine with one another and with those of other proposed developments and schemes in the surrounding area. Chapter 17 of the ES assesses these in-combination and cumulative effects for both the construction and operation of the BRE, and the findings are summarised in Section Construction effects Local Area, Residents and Site Users Construction of a railway has the potential to cause disturbance to residents and site users located in proximity to works. Disturbance could arise from dust, emissions and noise from construction vehicles and plant; temporary delay or changes to transport routes and services from traffic control measures, and reduced amenity associated with the construction sites Control measures and construction planning and phasing has been incorporated into the development of the BRE to avoid, reduce and mitigate the potential for disturbance. As discussed in Section 2.4.5, a draft CoCP has been developed to set out control measures to minimise the potential for adverse construction effects. These mitigation measures include: Figure 17 Photograph of disused access ramp to be demolished Page 19

20 4.0 THE ENVIRONMENTAL STATEMENT FINDINGS Control measures for minimising construction dust applicable to high risk construction sites will be implemented, including the implementation of a dust management plan; Site hoarding/temporary noise attenuation barriers will be erected and maintained by the Contractor and existing vegetation will be retained, where possible, to screen construction compounds; Construction works will be programmed so as to restrict impacts in any area to a limited period of time. Works adjacent to the Riverside School will be undertaken outside normal school hours, where possible; Prior to the commencement of construction, the Contractor will submit an application to LBBD, setting out detailed construction noise calculations and measures to maintain noise levels at acceptable levels; Plant and equipment will be carefully selected and maintained in order to minimise noise and air quality emissions; A noise policy will be adopted specifying noise insulation or temporary rehousing as appropriate during construction; The Contractor will keep local residents and property owners fully informed of the nature and timing of the works, for example by undertaking letter drops and public meetings to liaise with the local community on ways of minimising construction disturbance It is acknowledged that some adverse effects will be experienced during the construction phase; however, with the above mitigation incorporated within the BRE proposals, the majority of construction effects of the BRE on the local area, residents and site users have been assessed as negligible and therefore not significant Table 1 summarises the overall impacts and effects of construction of the BRE. Natural and Historic Environment As for the local area, residents and site users, construction of a railway has the potential to impact the natural and historic environment. Without suitable mitigation, works could result in the damage, loss or disturbance to habitats, protected species and previously unrecorded heritage assets; and works could result in pollution from spills, leakages, emissions and introduction of new pollution pathways The design of the BRE has sought to minimise the land required for, and optimise the location and alignment of, the proposed viaduct. The BRE has been designed to minimise impact on watercourses and ecologically sensitive areas, and does not impact on historic features The draft CoCP outlines key principles for the protection of protected and notable species, habitats and waterbodies, the control of invasive non-native species, and sets out pollution prevention measures. The draft CoCP also includes measures to minimise potential to disturb ecological features due to light spill from construction lighting, construction dust and emissions, and noise Prior to construction, the Contractor will verify existing ground conditions and the management of any contamination from soils on site. Geo-archaeological monitoring will be undertaken to record any resources encountered and to confirm the risk and characteristics of below-ground archaeology. A procedure in case of the discovery of unexpected below ground archaeology are also set out in the draft CoCP The ground investigation results will be used to produce a suitable management plan, which will confirm the control measures for excavated materials, any remedial actions for contaminated soils found on site and suitable waste management measures. On the basis of the ground investigation results, the Contractor will also undertake a piling risk assessment to verify and manage potential risks of groundwater pollution To avoid adverse effects on protected species, the Contractor will undertake pre-construction ecology surveys and implement precautionary methods of working, under the supervision of an Ecological Clerk of Works, where required (e.g. for site clearance and works near watercourses). If during pre-construction surveys, protected species are found to be directly affected by the works, the Contractor will apply for a protected species licence from Natural England and specify further mitigation to ensure that any adverse effects are minimised. Page 20

21 4.0 THE ENVIRONMENTAL STATEMENT FINDINGS Receptor Potential Impact Mitigation Effect Existing residents and site users adjacent to the existing railway Existing residents and site users adjacent to the proposed viaduct Existing residents and site users adjacent to access routes Future residents and site users adjacent to the proposed viaduct Pedestrians and road users (including buses passengers and cyclists) Ecological designated sites Ship and Shovel Sewer Gores Brook River Roding Riverside ponds and drainage, including aquatic habitats Groundwater within the underlying aquifers Terrestrial habitats Protected species Below ground archaeology Construction dust and emissions from construction vehicles and plant Noise from construction works and traffic Reduced visual amenity and impact on townscape character Construction traffic (delay, increased risk of accidents, and severance) Temporary construction management measures Physical damage and loss of habitats Disturbance to protected species Water and air-borne pollution Introduction of pollution pathways Construction disturbance due to noise and light spill Spread of invasive species and Potential loss and compaction. Measures outlined in the draft CoCP Adoption of a construction noise policy Continued adherence to the WMP Development of a construction logistics plan and framework travel plan Measures outlined in the draft CoCP Continued adherence to the WMP Reptile translocation Adoption of precautionary methods of working Not significant Not significant Not significant Temporary effect on visual amenity from hoardings, vehicles and construction activities - significant Not significant Not significant Not significant Not significant Not significant Not significant Not significant Not significant Not significant Not significant TABLE 1 SUMMARY OF OVERALL RESIDUAL CONSTRUCTION EFFECTS Page 21

22 4.0 THE ENVIRONMENTAL STATEMENT FINDINGS Reptile translocation will be undertaken within the footprint of the site clearance area for Compound C (Figure 4) and the viaduct north of Choats Road in advance of construction. The reptiles captured will be translocated to a suitable receptor site, within the wider Riverside development area. Following construction, habitats within temporary works areas will be reinstated in line with the biodiversity strategy for the wider Riverside development area The Contractor will apply for all relevant consents and licences from statutory stakeholders to undertake the works and consult all relevant stakeholders on the proposed construction environmental management measures With the above mitigation incorporated within the BRE proposals, the construction effects of the BRE on the natural and built environment have been assessed as negligible and therefore not significant. Figure 18 Aerial photograph of the Riverside development area from the location of the proposed station looking north Page 22

23 4.0 THE ENVIRONMENTAL STATEMENT FINDINGS 4.3 Operational effects Local Area, Residents and Site Users The BRE will enable the regeneration of Riverside and therefore, deliver wider economic benefits for the labour market and productivity, due to the improved sustainable transport link between existing and new communities, job markets, facilities and services. A small number of jobs will also be provided through the operation of the proposed station The townscape of the Riverside development area will undergo a major change. The BRE has been designed to integrate the new viaduct and proposed station with the future urban realm of Riverside and its landscape/townscape elements As a result the BRE is assessed to have a significant major beneficial effect on the local area Several measures have been considered in the design of the BRE to reduce rail noise at source, and the visual impact of the viaduct. For instance, the chosen Route Option B is located further away from existing residential properties than the alternative short-listed Route Option A Design development has included measures to minimise the noise from the passage of trains: All the tracks associated with the BRE are to be continuously welded; Use of new quieter electrified trains to keep noise levels to a minimum Where required, operational maintenance, such as track lubrication, will reduce noise emissions from the passage of trains on the new rail alignment. To reduce noise from the proposed station, the public announcement speakers will be directed away from any neighbouring properties With the above mitigation incorporated into the design, operation of the BRE will not have a significant adverse effect on the local area, residents and site users. Natural Environment The operation of a railway has the potential to impact on the natural environment due to disturbance from operational noise, lighting, overshadowing, any potential pollution, and changes to drainage pathways and discharge rates The BRE has been designed to minimise land take adjacent to ecologically sensitive sites and waterbodies, where possible. Directional lighting and public announcement speakers will be used to minimise disturbance of ecological habitats and species The BRE will upgrade drainage on the existing railway line and incorporate sustainable urban drainage systems to limit the quantity and speed of runoff. Pollution prevention measures, such as filter drains and catchpits will be provided to reduce the risk of contamination from the BRE drainage With mitigation incorporated within the design, the operational effect of the BRE on the natural environment is assessed as negligible and therefore not significant. 4.4 Cumulative Effects In-combination Effects During construction, local residents, pedestrians and road users will be subject to a combination of adverse air quality, noise, traffic and visual effects. Most of these individual effects are identified as not significant, and they are not expected to result in an additive effect All practicable mitigation measures to minimise effects from construction disturbance are set out in the draft CoCP, which will minimise the adverse air quality, noise, traffic and visual effects. As a result the combined effect will not be greater than its separate parts. Cumulative Effects with Other Projects This potential for cumulative environmental effects due to impacts of the BRE interacting with the impacts of other developments in the vicinity has also been identified. Page 23

24 4.4.4 The only development likely to result in cumulative impacts will be the adjacent Riverside development area which the BRE scheme will serve The BRE proposal is closely linked with the adjacent Riverside development, with development of both schemes overlapping spatially and temporally. Once operational, the proposed BRE and Riverside Development will together enable the sustainable delivery of 10,800 new homes, and support the wider regeneration of the London Riverside Opportunity Area. This will have a significant beneficial effect Throughout the construction and initial operation of the BRE, there are likely to be cumulative effects from the construction of these developments on receptors in the area. As identified in the Riverside Masterplan, and the BRE respective CoCPs, Best Practicable Means and control measures will be adopted to minimise or remove adverse effects. Ongoing engagement between the two schemes, as well as with the local community will be maintained, including information on programming and working activities to be employed. Figure 19 3D sketch of the proposed station (east elevation) Therefore, any negative cumulative effects of the two schemes will be minimised as far as is practicable, and are not expected to result in an additive effect, greater than its separate parts. Figure 20 3D sketch of the proposed station (west elevation) Page 24

25 5.0 Conclusion The primary aim of the BRE is to support economic development and population growth by unlocking the full residential development potential of Riverside. The BRE will provide a new sustainable transport link to the area and will thereby support the wider regeneration of the London Riverside Opportunity Area. This primary aim of the BRE is consistent with the goals of the Mayor s Transport Strategy The BRE proposals have been subject to an extensive examination of alternative alignments and design options. Consultation with stakeholders and the public has been important in this process in selection of the preferred option and will be on-going throughout detailed design development and construction It is acknowledged that some adverse effects will be experienced during the construction phase of the BRE due to temporary construction disturbance, with measures identified to mitigate all bar temporary visual effects Overall, the BRE will bring long term major beneficial effects to the local area and the London Riverside Opportunity Area by unlocking development and providing a sustainable transport link. Figure 21 CGI of the western entrance of the proposed station Page 25

26 6.0 How to find out more The Transport and Works Act Order application, including the ES and other supporting documents can be viewed and downloaded free from the project website at: tfl.gov.uk/rail/barking-riverside This website also provides information on procedures and channels for making representations (either for or against) the proposals A copy of the application, and of all plans and other documents submitted with it, may be inspected free of charge from Thursday 31 March 2016 until Friday 13 May 2016 (excluding Monday 2 May 2016 which is a Bank Holiday) by visiting the following locations: Venue Learning Centre 2 Town Square,, Essex IG11 7NB Thames View Library Bastable Avenue,, Essex IG11 0LG Opening Hours Mondays to Thursdays: 09:00 to 21:30; Fridays & Saturdays: 09:00 to 17:00; Sundays: 10:00 to 16:00 Mondays: 10:00 to 17:00 Tuesdays: 10:00 to 19:00 Wednesdays & Fridays: 12:00 to 17:00 Saturdays: 11:00 to 15:00 Thursdays & Sundays: Closed Mondays to Fridays: 07:30 to 17:00 Saturdays & Sundays: Closed Further information on the BRE and the TWAO application can be obtained by contacting the BRE project team by at bre@tfl.gov.uk. Rivergate Centre Minter Road,, Essex IG11 0FJ Bircham Dyson Bell LLP 50 Broadway, London SW1H 0BL Mondays to Fridays: 09:30 to 17:30; Saturdays and Sundays: Closed Page 26

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28 TfL Planning Riverside Extension 10th Floor, Windsor House 50 Victoria Street LONDON SW1H 0TL