20. NEWHAM ROUTE SECTION - ENVIRONMENTAL BASELINE AND ASSESSMENT OF IMPACTS... 2

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1 20. NEWHAM ROUTE SECTION - ENVIRONMENTAL BASELINE AND ASSESSMENT OF IMPACTS OVERVIEW OF NEWHAM ROUTE SECTION POLICIES RELEVANT TO ALL WORKSITES IN NEWHAM POLICIES RELEVANT TO LIMMO WORKSITE (WINDOW SE1) ROYAL VICTORIA DOCK WORKSITE (ROUTE WINDOW SE2) CUSTOM HOUSE WORKSITE (ROUTE WINDOW SE2) CONNAUGHT TUNNEL WORKSITE (ROUTE WINDOW SE3) SILVERTOWN STATION WORKSITE (ROUTE WINDOW SE3) NORTH WOOLWICH PORTAL WORKSITE (ROUTE WINDOW SE4) SUMMARY OF SIGNIFICANT PLANNING POLICY BENEFITS AND CONFLICTS WITHIN NEWHAM SOUTH EAST ROUTE SECTION Drivers Jonas Planning Policy Assessment February 2005

2 20. Newham Route Section - Environmental Baseline and Assessment of Impacts 20.1 Overview of Newham Route Section There are two Crossrail route sections in the London Borough of Newham. The south-east route section runs from the River Lea to North Woolwich. The north-east section runs from Pudding Mill Lane to a point west of Ilford. This chapter assesses the south-east route. The north-east Newham section is assessed in chapter 14 of this report. Figure 21.1: Crossrail route through L.B. Newham The south-eastern route runs in a new tunnel from Isle of Dogs station (in London Borough of Tower Hamlets) to Royal Victoria Dock. The line is proposed to run above ground, in a cutting to Custom House where a new station is proposed for Crossrail and DLR services. The line runs east from Custom House on the existing North London Line alignment through Connaught Tunnel to Silvertown. The line would cross the River Thames by tunnel from a portal at North Woolwich. A ventilation shaft and intervention point is proposed at Limmo peninsula, near the River Lea and Canning Town The North London Line is proposed to terminate at Stratford so that Crossrail services can run on the existing NLL alignment between Custom House and Silvertown. Silvertown station will be demolished and passive provision for a new station in the future. The Hybrid Bill proposals do not make provision for a station at Silvertown The North Woolwich Station on the NLL will also be closed as a result of the closure of the NLL between Stratford and North Woolwich. Drivers Jonas Planning Policy Assessment February 2005

3 Crossrail will run on OHLE to Abbey Wood. This will require overhead electrification of the track from Custom House. Statutory Development Plan In Newham, the statutory development plan comprises the saved Newham Unitary Development Plan (adopted June 2001) and the London Plan (adopted February 2004) Policies relevant to all worksites in Newham Transport & Traffic Management The Council supports the physical extension and improvement of the public transport system, particularly where it serves major development and town centres. Specifically, the Council strongly supports the construction of Crossrail (policies S33, 34, T5, T6 saved UDP) It will provide increased accessibility across Newham and shortened journey times from the Royal Docks area to the Isle of Dogs, City and West End. It will also provide new journey opportunities to south-east London The proposals will result in the permanent closure of the North London Line from Canning Town to North Woolwich with the consequent permanent closure of Custom House Silvertown and North Woolwich stations on the NLL. When the NLL is removed, a number of services can be used as alternatives including the Jubilee Line between Stratford, West ham and Canning Town; the DLR between Canning Town and Custom House and the DLR between Canning Town, London City Airport and King George V stations. As such it is not considered to be contrary to policy 3C.4 of the London Plan, which states resists the loss of transport functions unless equally good alternatives exist. Environment The Council promotes sustainable development by reducing the amount of travel and encouraging energy efficient transport. Crossrail assists in meeting this objective and facilitates sustainable development generally (policy S4, saved UDP) Alternative locations for Crossrail stations, ventilation shafts, tunnel portals and other infrastructure elements have been appraised during the development of the preferred scheme, taking into account environmental constraints The mitigation measures contained in the Crossrail Environmental Statement describe how the construction of the project will be managed to ensure that the impacts will be controlled and mitigated as a minimum. The nominated undertaker will continue to work with the London Borough of Newham to minimise the environmental impacts of the project in the detailed design of the scheme and in agreeing appropriate control over construction Railway ballast substrates have species-rich ruderal vegetation that is of high value for bio-diversity in urban contexts. The loss of this habitat along the railway corridor between Victoria Dock portal and North Woolwich is identified as a significant route wide impact in the ES. Drivers Jonas Planning Policy Assessment February 2005

4 The railway corridor is designated as a protected site of nature conservation interest and as Green Space to be protected. Policy OS7 states that Green Space will be safeguarded by only permitting suitable development for recreation, leisure or nature conservation Policy EQ10 states that an ecological statement outlining compensatory measures should be produced for any proposals affecting SNCIs. The Crossrail ES includes a range of mitigation measures The Council s priority is to conserve existing features and wildlife, although it will allow the recreation of habitats in exceptional circumstances where the reasons for the proposal clearly outweigh the nature conservation of the site (Policy EQ10). On rail-side land that is designated as a SNCI, paragraph 3.47 of the saved UDP states that the Council will normally grant planning permission for improvements that are necessary for the continued operational use of railway since that is its primary role. The proposals are therefore not considered to be a significant conflict with planning policy. Amenity (e.g.: Noise, Vibration, Air Quality) The Crossrail ES has reported that with the mitigation measures set out in appendix B1 of the Crossrail ES in place, including sound insulation and site screening a number of residential properties will be affected by significant noise impacts. The proposals are therefore contrary to policy EQ45 of the saved plan The Crossrail ES states that no significant residual permanent noise or vibration impacts are predicted to occur The proposals will not result in any significant environmental impacts on air, ground or water quality The proposals accord with policy EQ47 of the saved UDP as the Crossrail ES includes a noise impact assessment. Design Policy EQ19 of the UDP sets out the Council s criteria for the design of new development The provisions of the hybrid Bill deem planning permission to be granted for the authorised works to construct the railway. The Bill provides for a special planning regime for the approval of detailed design by the local authority at a later date. At this stage, an assessment of the impact on townscape has been made on the basis of scale, height, and siting of the ticket halls and other related structures. On the basis of this information, the Crossrail ES has concluded that there will be no significant impacts on the townscape arising from the permanent portal structures and the new station at Custom House. Land Use Royal Docks is identified as an Opportunity Area in the London Plan (policies 2A.2 and 5C.2). Opportunity Areas have been identified on the basis that they are capable of accommodating substantial employment growth and new homes. The Royal Docks OA can accommodate 11,000 new jobs and 5,500 new homes in the period to The improvement of public transport in the area therefore contributes positively to this policy objective. Drivers Jonas Planning Policy Assessment February 2005

5 20.3 Policies relevant to Limmo Worksite (Window SE1) Significant Characteristics of Site and Surrounding Area The Limmo Peninsula Shaft is located between the Blackwall Way Shaft and the Royal Victoria Dock Portal. It is a roughly triangular area of semi derelict land contained by the River Lea to the west and south and to the east by the DLR and Jubilee Lines. The elevated Lower Lea Crossing dual carriageway skirts the southern boundary of the site The site is currently used as a construction worksite for the DLR London City Airport and King George V extension. This follows in the line of the existing access road under the Lower Lea Crossing. The DLR extension will, when complete, cut off all existing vehicular access to the peninsula. As part of the DLR infrastructure, however, a new access road from the eastbound carriageway of the Lower Lea Crossing will be constructed. This will provide permanent access to the peninsula, and the Crossrail installations, as well as serving any future development The Canning Town DLR/Jubilee Line Station is located in the north corner of the site, although there is at present no access to the station from Limmo Peninsula. Overview of proposals A shaft is proposed to provide ventilation, intervention and emergency escape for the Crossrail running tunnels. The shaft will be located toward the southwest point of the triangle In the short term, the shaft will provide a tunnelling working site from which to drive the Crossrail running tunnels west to Blackwall Way Shaft and east to the Royal Victoria Dock Portal. Permanent Works The Limmo Peninsula shaft will be used as an EIP, ventilation and evacuation facility, and a principle tunnelling site. It will consist of a 25 m diameter shaft located at the southern end of the Limmo Peninsula. The surface buildings will be included within a landscaped mound and an area of hard standing for maintenance vehicles and emergency services will be provided. Temporary Works The construction of Limmo Peninsula shaft including fitting out and commissioning will be undertaken over a period of approximately four years and three months The Limmo worksite will consist of a triangular area of currently derelict land. The site is bounded by the DLR and Jubilee tracks to the northeast and the River Lea to the west and the south. The elevated Lower Lea Crossing dual carriageway crosses the southern extent of the site. All incoming materials will be delivered to the worksite by road. Lorries will access the Limmo Peninsula worksite from an access road to be constructed off the eastbound Lower Lea Crossing carriageway as part of the DLR extension works that will take place prior to Crossrail works. Excavated material will be removed Drivers Jonas Planning Policy Assessment February 2005

6 by barge from a loading facility that will be constructed on the edge of the River Lea via a conveyor from the shaft For the Limmo worksite, peak construction will last 52 weeks during which time 13 lorries per day will serve the worksite, with an average of five lorries accessing the worksite per day at other times. Significant extant planning permissions & proposals There are no extant planning permissions of relevance to the proposals in this location. Assessment of Impacts Transport & Traffic Management Excavated materials will be removed from the worksite by barge. This will significantly reduce the number of lorry movements on the local road network The Crossrail ES concludes that there will not be any significant temporary or permanent impact on road users, pedestrians or cyclists. The proposals do not therefore conflict with policies T1 (Traffic Generated by New development), T3 (Highway Capacity), T10 (Traffic and the Road Hierarchy), and T19 (Pedestrians) of the saved UDP. Amenity (eg: Noise, Vibration, Air Quality) After the mitigation measures set out in Appendix B1 of the Crossrail ES there are no significant residual adverse construction noise impacts at these works sites The Crossrail ES states that no significant residual permanent noise or vibration impacts are predicted to occur No significant impacts on air quality are predicted to occur as a result of construction or operational activities. Design The Crossrail ES states that the proposals represents a landscape solution that adds quality, interest and character to an area of otherwise low quality and would result in a beneficial impact on the physical landscape and character of the area. It concludes that there will be no temporary or permanent landscape impacts. The proposals do not conflict with policies S3 (Design Quality Objective), S9 (High Standards of Design) and EQ19 (Urban Design Considerations). Historic Environment The Limmo site is located within an Archaeological Priority Area The Council seeks to promote the conservation, protection and enhancement of the archaeological heritage of the Borough. Policy EQ43 states that developers of sites of archaeological importance will be required to produce a written report on the results of an archaeological assessment. Where remains of importance are identified, the Council will seek preservation in situ. Drivers Jonas Planning Policy Assessment February 2005

7 The Limmo Peninsula shaft will completely remove all surviving archaeological remains within its footprint. The Crossrail ES states that preservation by record would be the most appropriate form of mitigation for archaeological remains of this type in this location. It concludes that on this basis, no significant impacts will occur. Natural Environment There are no significant impacts and therefore conflicts with planning policy beyond the cumulative loss of line-side vegetation described in the Newham-wide assessment. Land Use The Limmo Peninsula site is located within the designated Thames Wharf and Limmo Major Opportunity Zone (MOZ7). Policy URB1 states that in these areas the local planning authority will promote development of strategic and regional significance. The Major Opportunity Zones schedule of proposals (page 85) proposes: A priority Development Node requiring high quality mixed development of pre-dominantly B1 (business ), B2 (general industrial) and leisure uses which incorporates residential use on the Thames Wharf section of the river frontage and which safeguards the use of the wharf where appropriate for river-related uses. Part of the site has been identified by the DLR as the route for the proposed extension to Silvertown, London City Airport, and North Woolwich, together with a station. Completion targeted for Policy URB13 recognises that the Thames Wharf/Limmo Major Opportunity Zone occupies an important western gateway to the Borough and the royal docks The proposals do not inhibit future development on Limmo Peninsula. Drivers Jonas Planning Policy Assessment February 2005

8 20.4 Royal Victoria Dock Worksite (Route Window SE2) Significant Characteristics of Site and Surrounding Area The site is located between Royal Victoria and Custom House DLR Stations. The tunnel eye of the portal is located approximately 400 metres to the west of the existing Custom House Station, opposite numbers 25 and 25a Victoria Dock Road. To the north of the portal structure lies Victoria Dock Road and to the south is the ExCel Exhibition Centre Overview of proposals The proposals comprise the tunnel portal for the tunnelled section running from Isle of Dogs to the west. The portal includes an emergency intervention point. Permanent Works The Victoria Dock portal will be located approximately 150 m east of Royal Victoria DLR station, and its location is determined by the gradients of the Crossrail tunnels, which must meet safety requirements. It will be constructed on the current alignment of Networks Rail s North London Line (NLL), which is assumed to have ceased operation between North Woolwich portal and Stratford with the opening of the proposed DLR route to Stratford. The eye of the tunnels will be located opposite 250 and 250A Victoria Dock Road from where a ramp will be contained within a cut and cover box to the portal opposite 251A Victoria Dock Road. From this point, Crossrail will run in a retained cut to join existing track levels immediately to the west of Custom House station A 22 m by 22 m by 27 m deep chamber will be constructed to allow removal of the TBMs at the tunnel eye. After removal of the TBMs the chamber will be fitted out with an emergency escape and EIP facilities from the twin-bore tunnels. At surface level the facilities will be housed in a 43 m by 11.5 m surface structure. On the north side of the structure a hardstanding area will be provided for emergency assembly, emergency and maintenance vehicles on existing railway land. Enabling Works The Crossrail portal site at Victoria Dock will require the diversion of the docks surface water sewer southwards between Royal Victoria DLR station and the east end of Custom House station. The sewer will therefore be diverted around the portal site to run between the railway corridor and the ExCel Centre. This diversion will take place prior to the main construction period. There will also be general utilities diversions at this location At Victoria Dock portal and Custom House station the following will be demolished to accommodate the works: NLL station (buildings and platforms); the Barge hotel; the taxi cab office; Drivers Jonas Planning Policy Assessment February 2005

9 two electrical substations: one domestic supply and one railway utilities substation; sections of the bridge structures which currently link the NLL Station, DLR station and the ExCel Centre; and partial demolition of the DLR platforms (demolition of the platform furniture and existing canopies). Temporary Works The construction of Victoria Dock portal including the fitting out and commissioning will take approximately two years and ten months to complete For construction within this route window, works will be carried out from the Victoria Dock/Custom House worksite which is located on both sides of the existing rail alignment and extends from Royal Victoria DLR station /Munday Road to Victoria Dock Road. The worksite includes the area north and south of the diverted DLR tracks, the existing Custom House station area, the former Barge public house and car park and the area between the NLL and Victoria Dock Road east of Custom House station by the junction with Prince Regent Lane All materials excavated or used in the works will be transported into and out of the site by road except for materials for the track work which may be transported by rail. The main access route to the worksite will be from Victoria Dock Road. Lorries will access sites south of the existing rail alignment from the A1011 Silvertown Way via Tidal Basin Road, Western Gateway and Seagull Lane. The number of lorries accessing the Victoria Dock/Custom House worksite will be up to 25 lorries per day during the 24- week peak construction period, and there will be an average of 13 lorries per day accessing the worksite at other times The works associated with the diversion of the docks surface water sewer southwards will be carried out from the Royal Docks surface water sewer diversion worksites. Significant extant planning permissions & proposals There are no significant extant planning permissions in this location. Assessment of Impacts Transport & Traffic Management The Crossrail ES states that the use of the ExCel centre lorry park as a worksite will impact on the operations of the ExCel Centre. The lorry park is used as a holding area in the management of lorries delivering to the centre in the build up to an exhibition. The Crossrail ES concludes that this will be a significant temporary impact. In addition, the completed works at the Victoria Dock portal works will result in the permanent loss of an area of the lorry parking. As this cannot be readily mitigated it will result in a significant permanent impact. The proposals will be contrary to Policy T18 of the saved UDP which states that loss of parking and servicing areas will not be permitted unless it can be demonstrated that there is no longer a need or where a suitable alternative is to be provided. Drivers Jonas Planning Policy Assessment February 2005

10 Amenity (eg: Noise, Vibration, Air Quality) After the mitigation measures set out in Appendix B1 of the Crossrail ES there are no significant residual adverse construction noise impacts at the works site The Crossrail ES states that no significant residual permanent noise or vibration impacts are predicted to occur No significant impacts on air quality are predicted to occur as a result of construction or operational activities. Design The Crossrail ES states that given the low sensitivity of the existing townscape, no significant impacts will occur, during either construction or operation. The proposals do not conflict with policies S3 (Design Quality Objective), S9 (High Standards of Design) and EQ19 (Urban Design Considerations). Historic Environment The Victoria Dock portal site is located within an Archaeological Priority Area The Council seeks to promote the conservation, protection and enhancement of the archaeological heritage of the Borough. Policy EQ43 states that developers of sites of archaeological importance will be required to produce a written report on the results of an archaeological assessment. Where remains of importance are identified, the Council will seek preservation in situ Most of the works associated with the Victoria Dock portal will completely remove all surviving archaeological remains within their footprints. The Crossrail ES states that preservation by record would be the most appropriate form of mitigation for archaeological remains of this type in this location. It concludes that on this basis, no significant impacts will occur and there will be no conflict with planning policy. Natural Environment There are no significant impacts and therefore conflicts with planning policy beyond the cumulative loss of line-side vegetation described in the Newham-wide assessment. Land Use The site is located within allocated Major Opportunity Zone 8 (MOZ8). The allocation proposes any or all of the following: exhibition conference centre, hotel, B1, housing development, arts and leisure facilities with ancillary retail, community facilities and open space The proposals will not inhibit future development in this location. Drivers Jonas Planning Policy Assessment February 2005

11 20.5 Custom House Worksite (Route Window SE2) Significant Characteristics of Site and Surrounding Area Custom House DLR Station is located south of the Victoria Dock Road near its junction with Freemasons Road. The Excel Exhibition Centre is located south of the station and beyond that the Royal Victoria Dock. Overview of proposals A new Crossrail platform will replace existing Silverlink/NLL tracks and platforms with a new end loaded island platform. The existing walkways, bridges and canopies will be removed and replaced by a new Crossrail Station. Permanent Works A new station at Custom House will be provided to serve the Royal Docks area. In order to accommodate this, the existing station at Custom House will be demolished although the DLR platform will be retained. Crossrail trains will use a new island platform on the north side of the station that will be 10 m wide at the west end and 5 m wide at the east end. Canopies will be constructed for the Crossrail and DLR platforms Access will be provided at the west end of the station from a high level ExCel Centre walkway. The walkway will extend linearly from the ExCel Centre across Victoria Dock Road to the site of the former Barge public house on the north side of the station. Access to the walkway from here will be provided by a stair, two escalators and a lift. The station which spans the DLR and Crossrail platforms, will be a two-storey structure measuring 14 m width, 32 m length, and 17.5 m above street level. The entrance on Victoria Dock Road will be contained within a 9.5 m by 11 m by 29 m enclosure. The bridge will be approximately 5.5 m above street level and will be up to 10 m wide. A deck will be constructed over the tracks that will support a concourse area and station building The station design will consist of a two-storey development built off the concourse deck. Conceptually the ticket hall will consist of an inverted u shaped building. The ground floor will contain ticketing and ancillary facilities while the gate-line will control the flow of passengers through the ticket hall. Station operations and staff accommodation will be located on the first floor, which will be accessible by both stairs and lift. Lifts and escalators will serve between concourse and platform level and will provide a step free access throughout OHLE will be installed throughout the route window. This will also include a feeder station on the site of an existing substation located to the northwest of Prince Regent DLR station, to supply the high voltage power to the Railway. Enabling Works The Crossrail portal site at Victoria Dock will require the diversion of the docks surface water sewer southwards between Royal Victoria DLR station and the east end of Custom House station. The sewer will therefore be Drivers Jonas Planning Policy Assessment February 2005

12 diverted around the portal site to run between the railway corridor and the ExCel Centre. This diversion will take place prior to the main construction period. There will also be general utilities diversions at this location At Victoria Dock portal and Custom House station the following will be demolished to accommodate the works: NLL station (buildings and platforms); the Barge hotel; the taxi cab office; two electrical substations: one domestic supply and one railway utilities substation; sections of the bridge structures which currently link the NLL Station, DLR station and the ExCel Centre; and partial demolition of the DLR platforms (demolition of the platform furniture and existing canopies). Temporary Works The construction of Custom House station including the fitting out and commissioning will take approximately three years and four months to complete For construction within this route window, works will be carried out from the Victoria Dock/Custom House worksite which is located on both sides of the existing rail alignment and extends from Royal Victoria DLR station /Munday Road to Victoria Dock Road. The worksite includes the area north and south of the diverted DLR tracks, the existing Custom House station area, the former Barge public house and car park and the area between the NLL and Victoria Dock Road east of Custom House station by the junction with Prince Regent Lane All materials excavated or used in the works will be transported into and out of the site by road except for materials for the track work which may be transported by rail. The main access route to the worksite will be from Victoria Dock Road. Lorries will access sites south of the existing rail alignment from the A1011 Silvertown Way via Tidal Basin Road, Western Gateway and Seagull Lane. The number of lorries accessing the Victoria Dock/Custom House worksite will be up to 25 lorries per day during the 24- week peak construction period, and there will be an average of 13 lorries per day accessing the worksite at other times The works associated with the diversion of the docks surface water sewer southwards will be carried out from the Royal Docks surface water sewer diversion worksites. Significant extant planning permissions & proposals There are no significant extant planning permissions or proposals. Assessment of Impacts Transport & Traffic Management Drivers Jonas Planning Policy Assessment February 2005

13 Rail passengers at Custom House station will benefit from quicker journey times to and from the West End and the City. This accords with policies S33, 34, T5, T6 of the saved UDP The Crossrail ES states that the use of the ExCel centre lorry park as a worksite will impact on the operations of the ExCel Centre. The lorry park is used as a holding area in the management of lorries delivering to the centre in the build up to an exhibition. The Crossrail ES concludes that this will be a significant temporary impact. In addition, the completed works at the Victoria Dock portal works will result in the permanent loss of a strip of the lorry parking. As this cannot be readily mitigated it will result in a significant permanent impact The proposals will be contrary to Policy T18 of the saved UDP which states that loss of parking and servicing areas will not be permitted unless it can be demonstrated that there is no longer a need or where a suitable alternative is to be provided. The policy conflict is not considered to be significant given its temporary nature. Amenity (eg: Noise, Vibration, Air Quality) After the mitigation measures set out in Appendix B1 of the Crossrail ES there are no significant residual adverse construction noise impacts at the works site The Crossrail ES states that no significant residual permanent noise or vibration impacts are predicted to occur No significant impacts on air quality are predicted to occur as a result of construction or operational activities. Design The Crossrail ES states that given the low sensitivity of the existing townscape, no significant impacts will occur, during either construction or operation. The proposals do not conflict with policies S3 (Design Quality Objective), S9 (High Standards of Design) and EQ19 (Urban Design Considerations). Historic Environment The Custom House Station site is located within an Archaeological Priority Area The Council seeks to promote the conservation, protection and enhancement of the archaeological heritage of the Borough. Policy EQ43 states that developers of sites of archaeological importance will be required to produce a written report on the results of an archaeological assessment. Where remains of importance are identified, the Council will seek preservation in situ Works associated with Custom House Station are likely to partially or completely remove potential archaeological remains. The Crossrail ES states that preservation by record would be the most appropriate form of mitigation for archaeological remains of this type in this location. It concludes that on this basis, no significant impacts will occur. Natural Environment Drivers Jonas Planning Policy Assessment February 2005

14 There are no significant impacts and therefore conflicts with planning policy beyond the cumulative loss of line-side vegetation described in the Newham-wide assessment. Land Use The site is located within allocated Major Opportunity Zone 8 (MOZ8). The allocation proposes any or all of the following: exhibition conference centre, hotel, B1, housing development, arts and leisure facilities with ancillary retail, community facilities and open space. The proposals will not inhibit the future development of this area. Drivers Jonas Planning Policy Assessment February 2005

15 20.6 Connaught Tunnel Worksite (Route Window SE3) Significant Characteristics of Site and Surrounding Area The Connaught tunnel is located between the Prince Regent and Silvertown Stations on the existing North Kent Line. It is approximately 550 metres long and has two draft relief shafts, one on either side of the Connaught Bridge At present the tunnel carries a single track on the downside, with the track removed from the upside from the London end portal throughout the tunnel. Overview of proposals The proposed works comprise the alteration and refurbishment of the Connaught Tunnel to OHLE. Permanent Works Permanent works will consist of the alteration and refurbishment of the Connaught Tunnel to accommodate OHLE. The tunnel will become elliptical in cross section and the floor will be lowered. Crossrail will use the alignment that is currently occupied by the single Network Rail track. Temporary Works The alteration and refurbishment works at the Connaught Tunnel to include fitting out and commissioning will be undertaken over a period of approximately four years and two months Other than the pump house located on the north side of the Connaught passage, works for the Connaught Tunnel will be carried out from predominantly within the existing railway boundary between the eastern limits of Prince Regent DLR station to the west of the tunnel and the eastern limit of Silvertown station to the east of the tunnel. Under the Connaught Bridge, an open area bisected by the channel between Royal Victoria Dock and Royal Albert Dock will be used for shaft alteration and refurbishment works. This site will be accessed from the south off Hartman Road, close to its junction with Connaught Bridge, using an existing cycle/footpath and accessed from the north off Festoon Way (under Connaught Bridge) The Connaught Tunnel worksite will be serviced by two works compounds. The compound to the west will form part of the Custom House worksite which will be set up on existing railway land situated off Victoria Dock Road to the northeast of Prince Regent DLR station. Access to this site will be off Sandstone Lane. The compound to the east, which will form part of the Silvertown worksite, will be situated on a triangle of land bounded by existing rail track, Connaught Bridge and North Woolwich Road and will be accessed from off North Woolwich Road Most materials incoming and outgoing, including excavated material, from the Connaught Tunnel worksite will be transported by road. The number of lorries accessing the worksites will be up to 17 lorries per day during the 14- week peak construction period, and an average of six lorries accessing the worksites per day at other times. Materials for the track work may be delivered by rail. Drivers Jonas Planning Policy Assessment February 2005

16 Significant extant planning permissions & proposals There are no significant extant planning permissions in this location. Assessment of Impacts Transport & Traffic Management The Crossrail ES concludes that there will not be any significant temporary or permanent impact on road users, pedestrians or cyclists The proposals do not conflict with policies T1 (Traffic Generated by New development), T3 Highway Capacity), T10 (Traffic and the Road Hierarchy), and T19 (Pedestrians) of the saved UDP. Amenity (eg: Noise, Vibration, Air Quality) After the mitigation measures set out in Appendix B1 of the Crossrail ES there are no significant residual adverse construction noise impacts at these works sites The Crossrail ES states that no significant residual permanent noise or vibration impacts are predicted to occur No significant impacts on air quality are predicted to occur as a result of construction or operational activities. Historic Environment The Connaught Tunnel site is located within an Archaeological Priority Area The Council seeks to promote the conservation, protection and enhancement of the archaeological heritage of the Borough. Policy EQ43 states that developers of sites of archaeological importance will be required to produce a written report on the results of an archaeological assessment. Where remains of importance are identified, the Council will seek preservation in situ The Crossrail ES concludes that with mitigation, no significant impacts will occur. Natural Environment In addition to the route-wide impacts identified above, the Crossrail ES states that fern communities will be lost in Connaught Tunnel. As mitigation measures cannot assure their protection the loss is identified as a significant impact. The proposals therefore do not accord with Policy EQ11 of the saved UDP The ES states that although the loss of significant vegetation will give rise to a landscape impact on completion of the work, replacement planting will mitigate this impact once mature, such that it will become non-significant The ES identifies the loss of railway ballast vegetation at worksites as contributing to a cumulative loss in east London which will be a significant impact. Land Use The site is located within allocated Major Opportunity Zone 8 (MOZ8). The allocation proposes any or all of the following: exhibition conference centre, Drivers Jonas Planning Policy Assessment February 2005

17 hotel, B1, housing development, arts and leisure facilities with ancillary retail, community facilities and open space. The Crossrail proposals will not inhibit the future development proposals for the area. Drivers Jonas Planning Policy Assessment February 2005

18 20.7 Silvertown Station Worksite (Route Window SE3) Significant Characteristics of Site and Surrounding Area Silvertown Station is located on Factory Road north of and adjacent to the Thameside Industrial Estate opposite Constance Road. The Tate and Lyle sugar refinery lies to the south. Description of proposals The existing Silvertown Station will demolished as part of the works to close the North London Line between Canning Town and North Woolwich and because the new alignment of the tracks through the existing station will be unsuitable for use by Crossrail trains Passive provision will be made for a future Crossrail station in the event of the development of adjacent properties The private Tate & Lyle footbridge at Whytes Road will be demolished and the public footbridge to the west of Silvertown station will be retained with minor with minor parapet modifications. Significant extant planning permissions & proposals There are no significant extant planning permissions in this location. Assessment of Impacts Transport & Traffic Management The impact of the closure of this station and this section of the North London Line is dealt with in the Newham-wide section The Crossrail ES concludes that there will not be any significant temporary or permanent impact on road users, pedestrians or cyclists The proposals do not conflict with policies T1 (Traffic Generated by New development), T3 Highway Capacity), T10 (Traffic and the Road Hierarchy), and T19 (Pedestrians) of the saved UDP. Amenity (eg: Noise, Vibration, Air Quality) After the mitigation measures set out in Appendix B1 of the Crossrail ES there are no significant residual adverse construction noise impacts at these work sites The Crossrail ES states that no significant residual permanent noise or vibration impacts are predicted to occur No significant impacts on air quality are predicted to occur as a result of construction or operational activities. Natural Environment The Crossrail ES states that most vegetation within the Silvertown worksite will be removed but replaced following construction. It concludes that on this Drivers Jonas Planning Policy Assessment February 2005

19 basis no significant landscape impacts will occur, either during construction or in the long term The Crossrail ES identifies the loss of railway ballast vegetation at worksites as contributing to a cumulative loss in east London which will be a significant impact. Drivers Jonas Planning Policy Assessment February 2005

20 20.8 North Woolwich Portal Worksite (Route Window SE4) Significant Characteristics of Site and Surrounding Area The portal is located within the existing railway corridor of the North London Line between Factory Road and Albert Road To the north, between Albert Road and King George V Dock lies a high density predominantly low-rise neighbourhood. Various light industrial estates and installations are located along the south side of Factory Road. Overview of proposals A portal and ramp are proposed at North Woolwich. Permanent Works Crossrail will use the existing rail corridor located between Albert Road and Factory Road, and currently occupied by the North London Line. The railway corridor is constructed here, being flanked by Factory Road and Albert Road for much of its length. To the east of the junction of Tate Road and Albert Road Crossrail will descend into an open cut ramp to the portal. The tunnel portal itself will be located between the junctions of Winifred Road and Fernhill Street with Albert Road, from where the line will run in a cut and cover box to the tunnel eye. At the tunnel eye, located near to the junction of Henley Road and Factory Road, a chamber will be constructed to receive the TBMs that will be used to construct the main Thames Tunnel from Plumstead. This will be incorporated into the tunnel eye as a widening of the cut and cover works requiring some works outside the existing railway boundary At the tunnel eye a shaft containing emergency escape stairs and EIP will lead to a surface structure housing plant rooms. At the portal a secondary emergency escape stair will be housed in a small surface structure. A landscaped area between surface structures will connect the area to the north and south of the railway corridor Crossrail will construct a new twin-bore tunnel beneath the Thames between North Woolwich and Plumstead portals. Enabling Works The following works will be undertaken in advance of the main construction works programme: general services and utilities diversions; the sewer beneath Albert Road will be diverted from a point to the east of the existing footbridge for a distance of approximately 50 m it will be rebuilt but will remain beneath the alignment of the existing carriageway; the Royal Dock sewer under Factory Road will be diverted by up to 50 m to the south in a new tunnel between Winifred Street and Store Road; and the Store Road pumping station inlet will be reconstructed on its existing alignment prior to the commencement of the Thames Tunnel drives. Drivers Jonas Planning Policy Assessment February 2005

21 To accommodate the North Woolwich portal the following will be demolished: industrial units to the south of Factory Road next to the portal; and one footbridge over the North London line track. Temporary Works The construction of the North Woolwich approach ramp, tunnel portal, tunnel eye and shaft including fitting out and commissioning will take approximately four years The North Woolwich portal and approach ramp will be constructed on a narrow strip of land between Albert Road and Factory Road following the current alignment of the NLL. An area of industrial land to the south of the existing rail tracks adjacent to where the shaft will be constructed will contain facilities including workshop space and materials storage. A secondary site compound, containing offices and vehicle parking, will be situated on derelict land bounded by the Thames Water pumping station to the northwest, the Woolwich Ferry terminal to the south and the existing North Woolwich station to the east. Materials including ready-mixed concrete and excavated material will be delivered and removed by road. Significant extant planning permissions & proposals There are no significant extant planning permissions or proposals. Assessment of Impacts Transport & Traffic Management The Crossrail ES concludes that there will not be any significant temporary or permanent impact on road users, pedestrians or cyclists The proposals do not conflict with policies T1 (Traffic Generated by New development), T3 Highway Capacity), T10 (Traffic and the Road Hierarchy), and T19 (Pedestrians) of the saved UDP. Amenity (eg: Noise, Vibration, Air Quality) As explained in the Newham-wide section above, temporary significant residual construction noise impacts are contrary to planning policy. A number of properties in the following locations will be affected by such impacts: - Camel Road; St Marks Church; St John s Church; and St John s Church Centre The Crossrail ES states that no significant residual permanent noise or vibration impacts are predicted to occur. Drivers Jonas Planning Policy Assessment February 2005

22 No significant impacts on air quality are predicted to occur as a result of construction or operational activities. Historic Environment The North Woolwich portal site is located within an Archaeological Priority Area The Council seeks to promote the conservation, protection and enhancement of the archaeological heritage of the Borough. Policy EQ43 states that developers of sites of archaeological importance will be required to produce a written report on the results of an archaeological assessment. Where remains of importance are identified, the Council will seek preservation in situ The Crossrail ES concludes that with mitigation, no significant impacts will occur. Natural Environment There are no significant impacts and therefore conflicts with planning policy beyond that identified in the cumulative loss of line-side vegetation described in the Newham-wide assessment. Land Use The proposals will result in the permanent loss of land and buildings in industrial and warehouse use at the Standard Industrial Estate. The loss of these premises is contrary to policy EMP4 of the UDP which resists the loss of employment generating uses. The site is also allocated for business, general industrial and warehousing uses (Proposal EMP7) This industrial land is part of a Strategic Employment Land(SEL) designation identified in the London Plan. SEL is London s strategic reservoir of industrial capacity. Such land will only be released for other uses in the light of assessment of industrial demand. In light of the cumulative loss of employment land in this location and at Pudding Mill Lane the proposals are contrary to policy 3B.5 of the London Plan, and EMP1 and EMP4 of the saved UDP. Although this is a significant impact, on completion of the works the sites will become available for possible redevelopment thus mitigating the loss of employment use. Drivers Jonas Planning Policy Assessment February 2005

23 20.9 Summary of Significant Planning Policy Benefits and Conflicts within Newham South East Route Section The proposals give rise to the following significant temporary planning policy benefits and conflicts during construction: - Noise the proposals are in conflict with policies to minimise the impact of noise generation on local amenity at North Woolwich Loss of Employment Land the proposals will result in the temporary loss of employment land at North Woolwich which is protected by London Plan and saved UDP policies The proposals give rise to the following permanent significant planning policy benefits and conflicts: - Transport the proposals will significantly improve public transport infrastructure in the Royal Docks which is supported by planning policy Ecology there will be a residual impact as a result of the loss of fern communities in the Connaught Tunnel Drivers Jonas Planning Policy Assessment February 2005