04a NLE Update PDF 366 KB - Lambeth Council
04a NLE Update PDF 366 KB - Lambeth Council
04a NLE Update PDF 366 KB - Lambeth Council
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Overview and Scrutiny Committee 29 January 2013<br />
NORTHERN LINE EXTENSION – TECHNICAL UPDATE<br />
Stockwell, Oval and Princes Wards<br />
Report authorised by: Executive Director, Housing, Regeneration & Environment:<br />
Sue Foster<br />
Executive summary<br />
In March 2012 Cabinet gave approval in principle to the Northern Line Extension (<strong>NLE</strong>)<br />
proposals including the route alignment, the location of a new station on Wandsworth<br />
Road, the location of permanent shafts and the location of a temporary shaft required<br />
during the construction period subject to;<br />
(1) all the concerns raised by residents at this meeting being<br />
considered.<br />
(2) Cabinet responding to the clear appetite for further active<br />
engagement and consultation with residents.<br />
At the meeting the Executive Director of HRE undertook to report back to Cabinet on<br />
technical issues related to the <strong>NLE</strong> and specifically on those concerns raised over<br />
noise. In response to concerns raised the scheme design and the potential impacts on<br />
<strong>Lambeth</strong> residents a technical consultant, Ramboll, was engaged to undertake a<br />
technical assessment of the <strong>NLE</strong> design and to advise the <strong>Council</strong> on any matters<br />
arising.<br />
This report provides an update on how the <strong>NLE</strong> design work being undertaken by<br />
Transport for London (TfL) has progressed since April and the outcomes of the<br />
technical assessment undertaken by Ramboll.<br />
Summary of financial implications<br />
This is status report and there are no specific financial implications arising from the<br />
recommendations.<br />
This report does not commit the council to funding the <strong>NLE</strong>.<br />
Recommendations<br />
(1) To note the content of this report.
Consultation<br />
Name of<br />
consultee<br />
Department or Organisation Date sent Date<br />
response<br />
received<br />
Comments<br />
appear in report<br />
para:<br />
Internal<br />
Sue Foster Executive Director HRE 16/01/13 17/01/13<br />
Michael O’Hora Governance and Democracy 11/01/13 11/01/13 4.1<br />
Hamant Bharadia Department Finance Officer 06/12/12 15/01/13 3.1 & 3.2<br />
Sandra Roebuck Regeneration 08/01/13<br />
Carolyn Dwyer Divisional Director Public Realm 02/01/13<br />
Frank Higgins Corporate Finance 15/01/13 16/01/13<br />
Elena Nicolau Governance and Democracy 17/01/13 17/01/13<br />
<strong>Council</strong>lor Peck Leader of the <strong>Council</strong> 13/01/13 18/01/13<br />
<strong>Council</strong>lor Robbins Cabinet Member for Housing & 13/01/13<br />
Regeneration<br />
<strong>Council</strong>lor Walker Cabinet Member for<br />
Environment and Sustainability<br />
13/01/13<br />
Report history<br />
Date report drafted: Report deadline: Date report sent: Report no.:<br />
XX.XX.12 XX.XX.12 XX.XX.12 217/10-11<br />
Report author and contact for queries:<br />
William Howe, Senior Transport Planner<br />
020 7926 0190 whowe@lambeth.gov.uk<br />
Background documents<br />
• Northern Line Extension Report Cabinet (16.01.12 - report 245/11-12)<br />
• Overview and Scrutiny Committee Minutes (09.02.12)<br />
• Northern Line Extension to Battersea: Independent Technical Review - Ramboll<br />
Appendices<br />
Appendix 1 – Kennington Park Shaft technical note<br />
Appendix 2 – Minutes from Resident and Stakeholder Technical Engagement meeting,<br />
September 16 th 2012<br />
Appendix 3 – Minutes from Resident and Stakeholder Technical Engagement meeting,<br />
December 4 th 2012
Northern Line Extension – Technical <strong>Update</strong><br />
1. Context<br />
1.1 In March 2012 Cabinet gave in principle approval for the <strong>NLE</strong> project including<br />
the route alignment, location of a new station on Wandsworth Road and the<br />
location of permanent and temporary shafts. At that time stakeholders raised<br />
concerns that the <strong>Council</strong> had not provided the appropriate amount of scrutiny to<br />
the proposals and that there had been a lack of consultation and communication<br />
with residents both from TfL and the <strong>Council</strong>.<br />
1.2 In response to this Ramboll who are a multi-disciplinary engineering consultancy<br />
with experience of major tunnelling projects were engaged to act as technical<br />
consultants in respect of the <strong>NLE</strong> and tasked with undertaking a full review of the<br />
scheme proposals and to advise the <strong>Council</strong> on the potential impacts of the<br />
scheme both during the construction and operation of the <strong>NLE</strong>.<br />
2. Proposals and reasons<br />
2.1 The case for the <strong>NLE</strong><br />
The need for the <strong>NLE</strong> is development led, with significant additional transport<br />
capacity being required to accommodate the additional trips that will be<br />
generated by all developments in the Vauxhall Nine Elms Battersea (VNEB)<br />
Opportunity Area (OA) . The <strong>NLE</strong> has been identified by TfL as the only viable<br />
option that will provide enough public transport capacity in the long term to<br />
accommodate the scale of development proposed for the VNEB OA. The<br />
Planning Framework concludes that in order to enable and support this<br />
development a package of strategic transport measures, supported by a series of<br />
more local transport improvements will be required to support growth and<br />
development of the OA. These include:<br />
• An optimum package of bus service enhancements including the introduction<br />
or extension of bus routes;<br />
• An extension to the Northern -Line, from Kennington to Battersea Power<br />
Station, with an intermediate stop in the Nine Elms area;<br />
• Improvements to the National Rail, Underground stations and interchange<br />
facilities at Vauxhall and Battersea Park stations;<br />
• A step change in the walking and cycle environment both within and to/from<br />
the OA and ensuring improved legibility and connections;<br />
• An approach to development which reduces the need to travel by<br />
car/reduces the number of private vehicle trips within the OA;<br />
• Improving conditions for taxis, coaches, freight and river services within and<br />
to/from the OA; and
• Private investment to enable these improvements to be secured and<br />
delivered in line with the future development of the area.<br />
The <strong>Council</strong> has always stated that a wider transport strategy, with a<br />
significant emphasis on bus improvements, is required and that this would<br />
link the new developments to existing residents and businesses in <strong>Lambeth</strong>.<br />
Such improvements formed a key part of the <strong>Council</strong>’s initial support for the<br />
<strong>NLE</strong>.<br />
2.2 <strong>NLE</strong> Reference Design Review<br />
Ramboll have undertaken a full assessment of the <strong>NLE</strong> Reference Design<br />
produced by Halcrow, who are TfL’s consultants for the <strong>NLE</strong>, in order to confirm<br />
that all relevant work has been undertaken and that design methodologies are in<br />
line with industry best practice.<br />
The detailed outcomes of this are contained within Ramboll’s report which is<br />
included as a background paper to this report but the headline issues are set out<br />
below.<br />
2.3 Working with residents and other stakeholders.<br />
In response to Cabinet recommendations and concerns from residents about the<br />
impact of the <strong>NLE</strong> officers in conjunction with Ramboll have worked with<br />
residents and stakeholders to ensure that their views and concerns are<br />
appropriately considered and addressed. There has also been regular dialogue<br />
with TfL officers and their consultants to ensure that any impacts on <strong>Lambeth</strong> are<br />
minimised with appropriate mitigation measures put in place.<br />
A public meeting chaired by Valerie Shawcross AM was held on Tuesday 16 th<br />
September 2012 which was attended by 80 members of the public who were<br />
given the opportunity to give their opinions and to raise any concerns. All issues<br />
were compiled and circulated in the form of a meeting note, contained in<br />
Appendix B, with an undertaking from the <strong>Council</strong> given to investigate all issues<br />
and to report back at a later date once answers were known. A follow-up meeting<br />
was held on Tuesday 4 th December 2012 where an update on these issues was<br />
given and a further opportunity for stakeholders to discuss outstanding issues<br />
was provided. Both meetings were attended by <strong>Council</strong>lor Lib Peck.Ramboll’s<br />
findings were published in a report on 24 December which was circulated to<br />
residents and stakeholders that had taken part and is available on our website.<br />
Ramboll were commissioned so that the <strong>Council</strong> can ensure that it makes the<br />
best possible representations and the impact of the Northern Line Extension is<br />
mitigated as much as possible for <strong>Lambeth</strong> residents.<br />
On 30 th December 2012 TfL completed their second round of consultation on the<br />
updated proposals with 40,000 leaflets distributed to affected properties along<br />
the proposed route and holding a series of public exhibitions held offering<br />
stakeholders the chance to raise any concerns and put their views forward.<br />
2.4 Noise and Vibration
Significant concerns were expressed by a number of stakeholders that the<br />
potential noise and vibration impacts of the <strong>NLE</strong> had not been fully assessed by<br />
either TfL or the <strong>Council</strong> and that significant further work should be undertaken<br />
on this issue before any decision on the TWAO was made. These concerns<br />
related to both the impacts during the construction period as well as once the<br />
<strong>NLE</strong> is operational.<br />
Ramboll were instructed to focus significant attention on this area and have<br />
undertaken a thorough assessment of this element of the scheme. The detailed<br />
outcomes of this are contained within Ramboll’s report contained in appendix 2<br />
but the headline findings are;<br />
• The work completed to date is in accordance with current best practice and<br />
working methods and has been progressed to an appropriate stage;<br />
• There is still significant work outstanding that should be completed as part of<br />
the Environmental Statement for the TWAO application;<br />
• There are a range of mitigation measures available to the scheme designers<br />
to reduce nose levels but until further assessment of groundbourne noise is<br />
undertaken as part of the further detailed assessment currently being<br />
undertaken it is not possible to identify which would be required/most<br />
appropriate;<br />
• TfL’s adopted design standard of 35dB L Amax,F is an improvement over<br />
previous standards and in Ramboll’s experience this is acceptable to most<br />
people but a lower level of 30dB is preferable.<br />
2.5 Design Progression and Alterations<br />
Since in principle approval was given in March 2012 the scheme design has<br />
evolved with the most significant change being that TfL have now confirmed that<br />
the proposed permanent shaft in the vicinity of Claylands Green / Cottingham<br />
Road is longer no required and has therefore been removed from the proposals.<br />
This represents a significant victory for the local residents and notably The<br />
Claylands Green Action Group who have been campaigning against this element<br />
of the scheme since the proposals were first set out.<br />
However, it should be noted that this change has required that the diameter of<br />
the tunnel along this section of the route to be increased to allow for a trackside<br />
walkway to be introduced and also that some of the plant proposed for this shaft<br />
will now be located in the proposed Kennington Park Lodge shaft instead.<br />
Officers have requested that TfL thoroughly investigate the knock-on impacts of<br />
these changes to ensure that problems are not merely transferred from one area<br />
to another; particular concern on this has been raised by the Kennington Park<br />
Neighbourhood Action Group (KPNAG) who are concerned that the removal of<br />
the Claylands Green shaft will mean larger, noisier fans being required in the<br />
Kennington Park shaft. KPNAG object to the use of the Kennington Park Lodge
as a vent site in principle and have proposed an alternative site in the existing<br />
Kennington Park service yard which they consider would have less of an impact<br />
on residents living in close proximity to the lodge site. These proposals have<br />
been submitted to TfL for consideration but it is officers’ understanding that TfL<br />
do not support them primarily due to the increased distance of the shaft form<br />
Kennington Station and logistical problems over access during construction. A<br />
separate note on this issue is provided in appendix 1.<br />
Another significant change in the design since March 2012 has been the removal<br />
of the proposed cross-over to the immediate east of the new Nine Elms station<br />
which as been determined by TfL as being surplus to requirements. The removal<br />
of this will reduce disruption during construction and by removing the need for<br />
multiple sets of points to enable trains to cross between the tracks will reduce<br />
noise and vibration levels.<br />
2.6 Impact on existing Northern Line and Kennington Station<br />
Concerns have been raised related to the potential impacts of the <strong>NLE</strong> on the<br />
existing Northern Line, which already experiences significant congestion and<br />
overcrowding at peak times, with some stakeholders unclear as to what level of<br />
assessment has been undertaken to ensure that the additional numbers of<br />
passengers entering the network at Battersea Power Station (BPS) or the<br />
intermediate station at Nine Elms can be accommodated. The question of<br />
whether the constrained internal layout of Kennington Station will be suitable to<br />
cater for the potential numbers of passengers wanting to interchange between<br />
the Charing Cross and Bank branches of the Northern Line has also been raised.<br />
To assess these concerns TfL have already undertaken the first stage of<br />
modelling the expected usage patterns of the <strong>NLE</strong> and its connections to the<br />
existing network and whilst it is too early to draw any firm conclusions from this<br />
TfL are at this stage satisfied that the integration of the <strong>NLE</strong> in to the wider<br />
network would not have any significant impact. <strong>Council</strong> officers have requested<br />
that further assessment of the potential impacts on Kennington Station are<br />
undertaken prior to submission of the TWAO to ensure that there would not be<br />
no adverse impact on its safe operation.<br />
2.7 Implications<br />
The extension is part of a major package of works which will complete the<br />
obligations of the Vauxhall, Nine Elms & Battersea Opportunity Area Planning<br />
Framework. This is a developer led project which will allow the development of<br />
the Battersea Power Station site, as well as developments in the Vauxhall and<br />
Nine Elms areas.<br />
The station at Nine Elms is critical to provide benefit to <strong>Lambeth</strong>, and would<br />
assist in the regeneration of a part of <strong>Lambeth</strong> in need, as well as potentially<br />
easing pressure on the transport network in the Vauxhall area. The station would<br />
also allow greater benefit to accrue from the redevelopment sites of Banham’s<br />
and Sainsbury’s in the Nine Elms area.
The extension from the Kennington Loop to Battersea would preclude any<br />
alternative extension of the Northern Line to areas such as Brixton and/or<br />
Streatham, although TfL have stated their opposition to any extension to<br />
Streatham on the basis of cost, no plausible external funding being available, and<br />
the ensuing overcrowding on the current Northern Line.<br />
3. Finance Comments<br />
3.1 This is a status report and there are no specific financial implications arising from<br />
the recommendations.<br />
3.2 This report does not commit the council to funding the <strong>NLE</strong>.<br />
4. Comments from Director of Governance and Democracy<br />
4.1 There are no legal matters arising from the contents of this report.<br />
5. Results of consultation<br />
5.1 In response to Cabinet recommendations officers in conjunction with Ramboll<br />
have sought to engage with stakeholders to ensure that their views and concerns<br />
are appropriately considered and addressed. There has also been regular<br />
dialogue with TfL officers and their consultants to ensure that any impacts on<br />
<strong>Lambeth</strong> are minimised with appropriate mitigation measures put in place.<br />
5.2 A public meeting chaired by Valerie Shawcross AM was held on Tuesday 16 th<br />
September 2012 which was attended by 80 members of the public who were<br />
given the opportunity to give their opinions and to raise any concerns. All issues<br />
were compiled and circulated in the form of a meeting note, contained in<br />
appendix 2, with an undertaking from the <strong>Council</strong> given to investigate all issues<br />
and to report back at a later date once answers were known. A follow-up meeting<br />
is planned for Tuesday 4 th December 2012 where an update on these issues will<br />
be given and to provide an opportunity for stakeholders to discuss outstanding<br />
issues, the note from this meeting is contained in appendix 3.<br />
5.3 A second round of consultation by TfL on the updated proposals closed on the<br />
30 th December 2012 with 40,000 leaflets distributed to affected properties along<br />
the proposed route and with a series of public exhibitions held that offered<br />
stakeholders the chance to raise any concerns and put their views forward.<br />
6. Organisational implications<br />
6.1 Risk management:<br />
Potential risks include the developers not being able to bridge the funding gap<br />
and asking for contributions. This is especially relevant if work has already<br />
started when funding runs out, which could leave construction having started<br />
including the loss of public open space, and the loss of development across the<br />
Opportunity Area.<br />
6.2 Equalities impact assessment:
Both new stations on the extension will be fully accessible stations, and the<br />
station at Nine Elms will massively improve Public Transport accessibility to a<br />
relatively deprived area.<br />
6.3 Community safety implications:<br />
None.<br />
6.4 Environmental implications:<br />
The extension would be expected to improve air quality through the reduction in<br />
car journeys. There would be temporary negative effects during construction<br />
relating to increased lorry journeys and noise effects from the tunnel boring, but<br />
these are expected to be minimal and only for a short duration. There will be a<br />
temporary loss of public open space during construction, but public open space<br />
is expected to be replaced and enhanced after the construction period.<br />
6.5 Staffing and accommodation implications:<br />
None<br />
6.6 Any other implications:<br />
None<br />
7. Timetable for implementation<br />
7.1 TfL is aiming for a Transport and Works Act Order submission in April 2013. The<br />
extension has a target opening of 2018<br />
__________________________
Appendix 1<br />
Kennington Park Shaft - Technical Note<br />
1. Context<br />
1.1 In March 2012 the <strong>Council</strong> gave in principle approval of the proposed Northern<br />
Line Extension (<strong>NLE</strong>); this included the route alignment, new station site and the<br />
location of permanent and temporary shafts.<br />
1.2 The above plan shows the northern end of Kennington Park with the black circle<br />
indicating the general location of the above ground structure of the proposed<br />
shaft. Currently this site is occupied by the park keeper’s lodge building and<br />
some temporary structures which house a community bee keeping project.<br />
Whilst Cabinet approval was granted for the use of this site for a shaft it is<br />
contingent on TfL submitting a high quality design to mitigate its visual and<br />
environmental impact.<br />
1.3 Given its location adjacent to a listed park it is imperative that the appearance of<br />
the shaft structure is of a high quality reflecting its surroundings and to this end<br />
TfL have been in discussion with the <strong>Council</strong>’s Design & Conservation team. The<br />
design is still being developed and TfL have confirmed that they will shortly be<br />
holding a meeting with local stakeholders to get their views.
1.4 In addition to the visual impact of the shaft TfL will have to demonstrate as part of<br />
the Transport and Works Act Order (TWAO) submission that all potential<br />
environmental impacts from the shaft such as noise and air quality have been<br />
appropriately mitigated. The <strong>Council</strong>’s technical consultants Ramboll will make an<br />
assessment of these proposals and advise on their acceptability.<br />
2. Kennington Park Neighbourhood Action Group (KPNAG)<br />
2.1 Both the <strong>Council</strong> and TfL have had representations made to them specifically in<br />
relation to the Kennington Park shaft from KPNAG who are opposed to the shaft<br />
location as they consider that it will have a negative impact on their members<br />
both visually and environmentally. KPNAG have developed proposals for an<br />
alternative shaft location within the service yard of Kennington Park and these<br />
have been submitted to TfL for consideration.<br />
2.2 TfL has responded that they do not consider that this alternative site is<br />
acceptable due to both its distance from Kennington Station and concerns over<br />
vehicular access. This view has been conveyed to KPNAG but they do not<br />
accept this and have requested that TfL re-examine all available options with a<br />
view to removing the shaft from the lodge site. Ramboll have also assessed the<br />
KPNAG alternative shaft site and have reported that other than the issues raised<br />
by TfL they consider that there are no in principle reasons to exclude the service<br />
yard site from further consideration.<br />
2.3 As can be seen on the above plan the boundary between <strong>Lambeth</strong> and<br />
Southwark runs immediately around the north-eastern boundary of Kennington<br />
Park meaning that the properties in closest proximity to the proposed shaft are<br />
within Southwark. The full membership of KPNAG is not known to officers but it is<br />
understood that the majority of their membership are Southwark residents from<br />
Kennington Park Place and St Agnes Place.<br />
2.4 At a recent public meeting on 4 th December where the <strong>NLE</strong> was debated<br />
members of KPNAG requested Valerie Shawcross AM to assist them in<br />
discussions with Southwark <strong>Council</strong> with whom they felt frustration over their<br />
perceived lack of action on the <strong>NLE</strong> proposals so far. Valerie Shawcross AM<br />
agreed to facilitate a meeting between KPNAG and relevant Southwark<br />
representatives including councillors.<br />
3. Friends of Kennington Park<br />
3.1 The Friends of Kennington Park have been consulted by TfL and the council over<br />
the use of the park keeper’s lodge site and have confirmed their full support of<br />
these proposals. KPNAG have liaised with them directly over their proposals for<br />
the alternative site within the park’s service yard but the Friends have stated to<br />
both KPNAG and the council that they do not support this option and have urged<br />
the council to continue in supporting the park keeper’s lodge site.<br />
4. Summary<br />
4.1 Officers are continuing to work with TfL to negotiate a solution that will mitigate<br />
design and environmental concerns, and which will also improve this neglected
corner of the park. TfL are keen to agree outline designs for the shaft and a list of<br />
conditions relating to planning issues with the council in advance of making the<br />
TWAO submission. Officers will ensure that all relevant issues are covered.
Appendix 2 – Covering Letter & Minutes from 16 th September 2012 public meeting<br />
28 th September 2012<br />
Dear resident,<br />
Thank you for attending the recent meeting on the Northern Line Extension chaired by Val Shawcross<br />
Assembly Member for <strong>Lambeth</strong> and Southwark. We know that residents have concerns about the effect<br />
of the Northern Line Extension. We have listened to those concerns and that is why we have<br />
commissioned engineering consultants Ramboll to carry out a review of Transport for London’s design<br />
work on the Northern Line Extension. As explained at the meeting, this work will be carried out during<br />
the autumn and we will feedback to you throughout this process. It was very helpful to hear all your<br />
concerns and views. Please find enclosed our notes from this meeting, these are intended to capture the<br />
issues raised and we will now be working through these.<br />
Noise, vibration, shaft locations and construction methodology were clearly the main concerns. Transport<br />
for London are planning to hold drop in events in November to help inform residents about the temporary<br />
shaft proposed at Radcot Street and Harmsworth Street. We will ensure that dates are circulated to you as<br />
soon as we have them.<br />
One of the issues of immediate concern is the option to locate a shaft at Claylands Green, we understand<br />
that Transport for London are due to make announcement in the coming weeks and we have written to<br />
them to make clear that using this location is unacceptable.<br />
We have commissioned Ramboll so we can ensure that we make the best possible representations and that<br />
the impact of the Northern Line Extension is mitigated as much as possible for <strong>Lambeth</strong> residents. With<br />
the majority of the extension lying in <strong>Lambeth</strong>, we want to minimise disruption for our communities. If<br />
you have any queries relating to this work then please contact my colleague William Howe, Senior<br />
Transport Planner, <strong>Lambeth</strong> <strong>Council</strong> on 020 7926 0190 or email WHowe@lambeth.gov.uk .<br />
Best wishes,<br />
Cllr Lib Peck<br />
Cabinet Member for Regeneration and Strategic Housing<br />
lpeck@lambeth.gov.uk
Northern line Extension<br />
Resident and Stakeholder Technical Engagement Meeting<br />
Chaired by Val Shawcross CBE London Assembly Member for <strong>Lambeth</strong> and Southwark<br />
Monday 10 September 2012<br />
18:00 – 21:00 Ashmole Tenants’ Hall, Meadow Road, SW8 1AA<br />
Attendees<br />
Val Shawcross AM (Chair) – London Assembly Member for <strong>Lambeth</strong> & Southwark<br />
Cllr Lib Peck – Cabinet Member for Regeneration and Strategic Housing<br />
<strong>Lambeth</strong> <strong>Council</strong> officers –<br />
Abu Barkatoolah - Head of Transportation<br />
Rob Heslop – Transport Planning Manager<br />
William Howe – Senior Transport Planner<br />
Ramboll –<br />
Matthew Garner - Associate<br />
Ray Browne - Associate<br />
Max Elliott – Senior Engineer<br />
Residents and community groups<br />
Purpose of the meeting<br />
Transport for London has continued to develop the Northern Line Extension scheme design. <strong>Lambeth</strong> <strong>Council</strong><br />
know that residents have concerns about the affect of the Northern Line Extension. We have listened to those<br />
concerns and that is why we have commissioned engineering consultants Ramboll to carry out a review of<br />
Transport for London’s design work. This is to ensure that <strong>Lambeth</strong> secures the best possible outcome with<br />
minimum disruption on its residents and businesses. The aim of this meeting was to offer a forum for all<br />
stakeholders who may be affected by the <strong>NLE</strong> to raise their concerns and queries on the design and<br />
construction work so that this can form part of Ramboll’s work.<br />
Issues were addressed by location:<br />
1. Radcot Street/Ravensdon Street temporary Shafts<br />
2. Kennington Park / Kennington Green / Claylands Road shafts<br />
3. Nine Elms Station<br />
4. General queries – apply across the Northern Line Extension area<br />
Issues raised, discussion points and actions from the meeting are listed under each of these headings.<br />
1. Radcot Street / Ravensdon Street Temporary Shaft<br />
Issues raised by residents/community<br />
• Location of shaft<br />
• Parking<br />
• Traffic
• Properties adjacent to shaft and the affect on them.<br />
• Noise and vibration currently, during construction and in the long term once the Northern Line Extension<br />
is complete.<br />
• Truck movements during construction<br />
• Trucks movements and safety for cyclists<br />
• Trains into and out of Kennington , will there be more overcrowding, congestion what is the capacity on<br />
the Northern Line<br />
• Air quality<br />
• Need to make sure that residents are kept informed/communicated with.<br />
Discussion<br />
• Location of shaft may not be fixed until the planning process – Ramboll advised that this will need a<br />
review of further information such as location of electricity cables, gas and water pipes and other buried<br />
services.<br />
• Concern that the timeframe has not been clearly communicated to residents<br />
• Construction Management – need to ensure that this is written into the planning conditions.<br />
• Radcot Street will be closed during construction, this will mean loss of parking, will additional spaces be<br />
provided?<br />
• Closing streets for construction will have an impact on traffic flow , the streets are narrow .<br />
• Boundary with London Borough of Southwark is close so there will be cross border issues to consider.<br />
These should not be ignored.<br />
• Parking for contractors, need to have agreement for construction staff (can they park elsewhere? Former<br />
bottling plant at Distillery (owned but Tesco?) could be used for parking?)<br />
• Dust / pollution will be controlled but needs to be a condition in the construction management plan<br />
Actions<br />
• Ramboll will advise on what needs to go into Construction Management Plan<br />
• Need real-time hotline to contact contractors<br />
• Hours of working to be controlled. Where 24 hour working is essential for certain elements this should be<br />
agreed with the <strong>Council</strong> and then clearly communicated to residents in advance.<br />
2: Kennington Park / Kennington Green / Claylands Road shafts<br />
Issues raised by residents/community<br />
• Noise / shafts<br />
• Capacity and demand<br />
• Kennington Park - impact during construction - noise<br />
• Consultation needed with ‘Friends of Kennington Park’<br />
• Technology to reduce noise above minimum standards<br />
• Process, are there alternatives to green spaces<br />
• Disruption of Park shaft<br />
• Budget for landscaping<br />
• Bees at Kennington Park<br />
• Closure of streets / traffic flow / resident communication<br />
• Monitoring – costs resources<br />
• Timescales<br />
• Air quality from shafts<br />
• Is the route of the new tunnel decided or are there still potential for changes?<br />
Kennington Park – issues, discussion and actions<br />
• Friends of Kennington Park are happy with the use of the Lodge<br />
• Construction will use dog walking area, where will alternative facilities be provided?
• Query about noise and air quality of shaft<br />
• TfL and <strong>Lambeth</strong> <strong>Council</strong> should consult Friends of Kennington Park on the Construction Management<br />
Plan<br />
• Will there be a temporary arrangement for beekeeping provided during the construction period?<br />
• Can <strong>Lambeth</strong> <strong>Council</strong> confirm that current users will not be impacted during construction and what will<br />
happen to them in the longer term?<br />
Kennington Green - issues, discussion and actions<br />
• Can the Beefeater Distillery site be used for the permanent shaft location rather than Kennington Green.<br />
• Can TfL retain trees and preserve the green, residents want trees protected.<br />
Claylands Green - issues, discussion and actions<br />
• Claylands Green Action Group made representations on potential shaft locations, constraints on<br />
emergency access and construction methodology<br />
• TfL say site of shafts to be decided in September; this is now likely to be October.<br />
• There is no reason to have shafts at all. On Crossrail local authorities argued successfully that shafts<br />
should be removed.<br />
• Our politicians should make case to Transport for London, Cllr Lib Peck and Val Shawcross AM have<br />
sent a letter to TfL about Claylands Green.<br />
• Could Oval Station be used to evacuate? It is located close to the new tunnels.<br />
• Why are the options for Oval Green / Offley Works not included on the plans?<br />
• Fire brigade say the maximum number of fire engines at shaft would be 2. How can this be guaranteed and<br />
what happens if ambulances are needed?<br />
• Construction impact on trees in Claylands – the impact needs to be investigated by LBL tree officer.<br />
• There should be no loss of parking<br />
• Air pollution<br />
• Can Ramboll look at alternatives (e.g. oval Green) and look at tweaking the route to avoid more houses?<br />
• Plant and fans will technology be up to date?<br />
• Cottingham Road – sheltered housing requires ambulance access 24/7 – need TfL to talk to Metropolitan<br />
Housing Trust<br />
• If Claylands shaft goes ahead spoil from shafts comes out locally but should not be taken across the green<br />
– this is a disruption to residents<br />
• The Construction Management Plan should look at construction impacts on a street by street basis<br />
3: Nine Elms Station<br />
Issues and Discussion<br />
§ Have the location and entrance been finalised yet? The site is adjacent to Pascal Street and there will be<br />
one entrance on the Wandsworth Road side of the viaduct. Details are currently being worked up.<br />
Actions<br />
§ <strong>Lambeth</strong> to help facilitate a meeting between Crimsworth/Thorparch TRA and Transport for London.<br />
§ Impact on Crimsworth road Brooklands Passage needs to be looked at. These currently quiet streets<br />
would be a natural pedestrian route to the station.<br />
§ Need to look into Capacity of <strong>NLE</strong>, will trains be full by time they get to Nine Elms station?<br />
§ <strong>Lambeth</strong> <strong>Council</strong> have stated that their support for the <strong>NLE</strong> is conditional on the delivery of an<br />
intermediate station at Nine Elms.<br />
4. General queries<br />
Impact on value of properties.
Settlement<br />
• What is the process for claiming? What is the process for monitoring any settlement or<br />
damage<br />
• When would TfL carry out detailed surveys of properties to check existing settlement levels?<br />
Ramboll comment - There is a well set out process for predicting settlement, looking into build /<br />
foundations etc and <strong>Lambeth</strong> need to ensure that this will be communicated to residents by TfL. LBL<br />
need to request a timetable for these surveys from TfL.<br />
Long term noise and vibration impacts:<br />
• Additional trains on Kennington Loop, existing trains already lead to noise and vibration<br />
meaning that any increase in the number of trains could exacerbate this. Need maximum<br />
noise mitigation around the Kennington Loop – where the <strong>NLE</strong> will meet the existing track<br />
and be at its most shallow – and the need for the existing track on the Loop to be upgraded to<br />
reduce noise disruption<br />
• Can improvements be made to the existing track at Kennington loop as part of the <strong>NLE</strong><br />
works?<br />
• What would the impact be on the track north of Kennington due to the additional trains?<br />
• Residents would like to have a meeting with TfL to discuss noise.<br />
• Fans in ventilation shafts are likely to be used more often during summer months when<br />
residents will typically have windows open and be in gardens – need to look closely at noise<br />
reduction and pollution<br />
• Noise and vibration asset design guidance states 40decibels – residents would like LBL to<br />
commit to a maximum noise level of 25 decibels as per the proposed Dublin Metro system<br />
(Ramboll commented that this was only under theatres and not residential properties)<br />
Ramboll comment - Ramboll will consider if all possible mitigation measures have been<br />
investigated and TfL would have to justify what they are proposing and would need to investigate<br />
noise mitigation measures in the following order:<br />
i. rolling stock<br />
ii. wheels / track interface<br />
iii. track (continuously welded)<br />
iv. track bed<br />
v. tunnel lining<br />
vi. horizontal alignment<br />
Ramboll also confirmed that the tunnel diameter has been increased so that a floating track bed<br />
could be accommodated although the use of this has not yet been confirmed.<br />
Accessibility of information<br />
• Will further information be available to the public? If so when?<br />
• Residents need a noise map showing likely noise levels along the route.<br />
• Route 2 goes under most properties so this enforces the requirement that they provide best<br />
mitigation possible.<br />
• Feedback – write to residents with actions and timescales<br />
- Written updates (leaflets / letters)<br />
- Website<br />
• Need to make technical feedback available to residents and action groups for use in public<br />
enquiry<br />
Construction impacts<br />
• Residents stated that LBL need to press for more than maximum standards that TfL is legally<br />
obliged to work to.
• Can TFL plan periods of high and low construction activity and let residents know when these<br />
periods are?<br />
Ramboll comment - Control of Pollution Act (Construction) covers construction pollution so LB<br />
<strong>Lambeth</strong> can control this using separate legislation. LBL can influence construction process using<br />
the CMP and TfL would need agreement on noise levels from LB <strong>Lambeth</strong><br />
Capacity of existing Northern Line<br />
• LBL need to check TfL predictions because residents have concerns that this will be<br />
adversely affected by the <strong>NLE</strong> in the following ways:<br />
• Capacity of line – how will the additional trains be accommodated when the existing<br />
service is every 2 minutes? TfL predictions regarding the ability to accommodate<br />
additional trains should be checked carefully.<br />
• Capacity of Kennington station – how will the extra people/interchange with the City<br />
branch be accommodated? It is wrong to expect that all additional trips will be on the<br />
CX branch and experience of using the station supports this.<br />
• A comment was made that the Treasury Holdings/TfL review of the impact of the <strong>NLE</strong><br />
should be discredited. This relates to the predicted usage of the <strong>NLE</strong> and the capacity of<br />
the existing NL to accommodate these trips. TH/TfL studies into capacity on NL and<br />
Bank Branch should be carefully checked.<br />
• What is the underlying assumption for TfL passenger numbers? High cost luxury<br />
apartments so have they taken demographics into account in modelling – people will<br />
work in the City / Docklands
Appendix 3 – Minutes from 4 th December 2012 public meeting<br />
Northern Line Extension<br />
Resident and Stakeholder Technical <strong>Update</strong> Meeting<br />
Chaired by Val Shawcross CBE London Assembly Member for <strong>Lambeth</strong> and Southwark<br />
Tuesday 4 December 2012<br />
18:00 – 21:00 South <strong>Lambeth</strong> Library, 180 South <strong>Lambeth</strong> Road<br />
Attendees<br />
Val Shawcross AM (Chair) – London Assembly Member for <strong>Lambeth</strong> & Southwark<br />
Cllr Lib Peck – Leader of <strong>Lambeth</strong> <strong>Council</strong><br />
<strong>Lambeth</strong> <strong>Council</strong> officers –<br />
Abu Barkatoolah - Head of Transportation<br />
Rob Heslop – Transport Planning Manager<br />
William Howe – Senior Transport Planner<br />
Ramboll –<br />
Matthew Garner - Associate<br />
Ray Browne - Associate<br />
Max Elliott – Senior Engineer<br />
Pete Syddall – Principal Transport Planner<br />
Residents and community groups<br />
Purpose of the meeting<br />
<strong>Lambeth</strong> <strong>Council</strong> held a public meeting on the 10 th September 2012 that offered stakeholders the<br />
opportunity to raise concerns and ask any questions they had in relation to the Northern Line Extension<br />
(<strong>NLE</strong>). At that meeting the council undertook to take all away all of the points raised and to provide<br />
feedback on them when able to. This meeting was proposed to provide this feedback as well as to update<br />
on overall scheme progress.<br />
The following issues were addressed:<br />
1. Introduction & General <strong>Update</strong><br />
2. Noise & Vibration<br />
3. Construction Methodology<br />
4. Shaft Design and Locations<br />
5. Impact on the Northern Line including Kennington Station<br />
Issues raised, discussion points and actions from the meeting are listed under each of these headings.
1. Introduction & General <strong>Update</strong><br />
A general update on the <strong>NLE</strong> together with an overview of the ongoing assessment work being<br />
undertaken by Ramboll was given. Residents requested that LBL increases the amount and frequency of<br />
information shared with residents; it was suggested that regular updates would be an appropriate means of<br />
communicating progress.<br />
The issue of costs was raised with Ramboll advising that their work up to this point had not included any<br />
assessment of the overall scheme costs although they had looked at the relative costs of individual<br />
elements. Valerie Shawcross AM confirmed that the TWAO process would involve a thorough<br />
examination of all issues related to scheme costs.<br />
2. Noise & Vibration<br />
Ray Browne provided an update on the work undertaken by Ramboll in respect of noise and vibration.<br />
- TfL are designing the scheme to not exceed 35dB which is a lower level than used for Crossrail<br />
and have committed to using best endeavours to achieve this;<br />
- Ramboll consider that a design standard of 30dB would eliminate any impact on residents and<br />
will advise LBL to formally request this;<br />
- TfL’s consultants URS have undertaken significant noise assessment work along the route which<br />
Ramboll consider to be in accordance with ‘best practice’;<br />
- Ramboll have amended the proposed route to achieve the lowest possible impacts in terms of<br />
noise and vibration and this will be submitted to TfL for comment;<br />
- TfL have a range of mitigation measures available to them and need to consider long term<br />
maintenance issues as well as short term performance and cost;<br />
- LBL would have the ability to control noise impacts during the construction phase through<br />
Section 61 legislation.<br />
Questions and points raised by residents/community<br />
Q. Is the 35dB target in addition to any background noise levels? A. Only if this is within 10bB of<br />
existing.<br />
Q. What does ‘best endeavours’ mean? A. TfL will use 35dB as a starting point and will employ<br />
mitigation measures to achieve this.<br />
Q. Has the cumulative impact of where the two tunnels are very close to each other with the potential for<br />
two trains passing under a property simultaneously been considered? A. Yes TfL should take this in to<br />
account in their assessment.<br />
Q. Has the issue of vibrations been fully assessed? What is the risk of damage to properties from<br />
vibration? A. Vibration is very closely linked to noise and TfL have targets to meet in respect of this.<br />
They are using experts to assess vibration and this will form part of the TWAO. Any damage to buildings<br />
is extremely unlikely.<br />
Q. A resident who currently lives above the Kennington Loop confirmed that the existing track does not<br />
cause them any disturbance but asked what noise monitoring would be carried out in that area? A. TfL<br />
have taken noise and vibration readings above the Loop.<br />
Q. Will sound travel through the proposed shafts? A. TfL has to control noise from fans and tunnels and<br />
will take background readings to ensure that noise emitted is 10dB below existing background noise.
Q. Hann Tucker (acoustic consultants) produced a report on noise levels for the Victoria Station upgrade<br />
programme which recommended that max noise levels should be 30dB during that day and 25dB at night.<br />
Why are the same standards not being applied to the <strong>NLE</strong>? A. Ramboll will review this report.<br />
Q. A World Health Organisation Report on the proposed Dublin Metro project proposed that noise levels<br />
should not exceed 25dB. Why are the same standards not being applied to the <strong>NLE</strong>? A. Noise levels of<br />
30dB have been shown to have no observable impact and this is the level recommended by Ramboll.<br />
Q. What are the relative impacts of Ramboll’s amended route compared to TfL’s preferred route? A.<br />
Once this option has been assessed by TfL these details will be published.<br />
Q. How achievable is a design standard of 30dB? Is this a technical or economic issue? A. It’s difficult to<br />
predict but Ramboll consider that it is achievable. Its both as cost is always a consideration in any project.<br />
Q. Since the Claylands Green shaft has been removed is it necessary for the tunnels to be so close to each<br />
other as spreading them out could reduce any cumulative impacts? A. Tunnels need to be close together<br />
for safety reasons as linking cross passages allow for easy evacuation.<br />
Q. Where the new track meets the existing Kennington Loop there will need to points. What level of<br />
noise will this cause? A. The interface between the old and new tracks is called the ‘step plate’ and at this<br />
point the tunnel will be constructed in such a way with an insulating lining that it is possible that noise<br />
levels will decrease below the existing.<br />
Q. Does the Control of Pollution Act cover construction traffic? A. Yes, both the environmental impact<br />
from and the permitted hours of operation can be controlled.<br />
Q. Will LBL be recommending to TfL that noise levels do not exceed the existing? A. LBL are<br />
committed to ensuring that the <strong>NLE</strong> does not cause any significant negative impact on its residents and<br />
will take on board all recommendations from Ramboll to ensure that the most resilient mitigation<br />
measures are employed by TfL to achieve this.<br />
Q. In respect of Kennington Station previous repairs to address noise complaints have taken a long time<br />
in coming forward. What improvements are proposed to Kennington Station as part of the <strong>NLE</strong>? A. TfL<br />
has confirmed that no improvements will be undertaken to Kennington Station as part of the <strong>NLE</strong>.<br />
Q. Can TfL’s consultation period be extended to allow for residents to incorporate findings from<br />
Ramboll’s report? A. This request should be put directly to TfL.<br />
3. Construction Methodology<br />
Matthew Garner provided an update on the work undertaken by Ramboll in respect of construction<br />
methodology;<br />
- Much of the detail on construction practices and working hours will not be known until after the<br />
TWAO;<br />
- TfL and their contractors will have to demonstrate that their works are necessary and LBL can<br />
question this through the TWAO;<br />
- The Code of Construction Practice will govern the way the scheme is implemented and this can<br />
be amended throughout the project to respond to any problems arising;<br />
Questions and points raised by residents/community
Q. Will spoil from the tunnels be taken out via the river? A. Spoil from the main tunnel will be<br />
transported by barge from Battersea but spoil from the shafts will need to be removed by road.<br />
Q. How many lorry movements will be needed? A. This will be set out in the transport assessment<br />
accompanying the TWAO and TfL have guidance on managing construction traffic that they will need to<br />
adhere to.<br />
Q. How will TfL deal with any structural damage caused to properties especially old buildings with<br />
shallow foundations etc? A. Any concerns related to a specific property should be relayed to TfL directly.<br />
Following approval of the TWAO TfL should commission condition surveys on all properties where<br />
significant movement is anticipated. This is part of the detailed design following the TWAO.<br />
Q. What extent of compensation grouting might be required? A. it is anticipated that compensation<br />
grouting will be required in the vicinity of the step-plate. TfL should be writing to all properties above the<br />
tunnel to advise owners of the process for predicting and assessing settlement. TfL have committed to<br />
paying a standard £50 fee for the compulsory purchase of sub-soil required for the tunnels.<br />
Q. A previous drawing circulated by TfL showed the existing tunnel in the wrong place so can any<br />
drawings be relied upon as accurate? A. Since the meeting TfL have confirmed that there was an error<br />
with an indicative diagram used in some correspondence but that all engineering drawings and plans are<br />
accurate.<br />
Q. What level of detail is there over settlement elsewhere along the Northern line? A. TfL have<br />
undertaken initial assessments the outcomes of which Ramboll consider to be acceptable although this<br />
was based on the previously proposed smaller tunnel and therefore the results will have to be considered<br />
in light of the new larger tunnel. Ramboll will be discussing the need for further ground investigation<br />
with TfL as guidance suggests that ground conditions should be surveyed every 200m and more closely<br />
near to proposed stations and shafts. As part of the TWAO an area of sub-soil would be secured for<br />
construction of the tunnels as well as an envelope of permissible deviation around the tunnels allowing<br />
for slight adjustment in the route alignment. It is critical that TfL get this right at TWAO stage as the area<br />
of sub soil is fixed.<br />
4. Shaft Design and Locations<br />
Questions and points raised by residents/community<br />
Q. What is Ramboll’s response to TfL’s position on the Kennington Park shaft? A. The use of Oval<br />
Green has previously been suggested but TfL have confirmed that this is too far from the step plate and<br />
that there should not be more than 2 trains between Kennington station and the shaft for safety reasons.<br />
The use of signals within the tunnels to control train movements has also been ruled out. Ramboll will<br />
relook at this issue and ask TfL to clarify any points of contention.<br />
Q. What is the latest on the Kennington Green shaft and what assurances are there that the green will be<br />
restored following works? A. The shaft headhouse is proposed to be within the Beefeater distillery site<br />
and TfL are currently working on the proposals for reinstating the green including meeting with residents<br />
to develop an acceptable design.<br />
Q. Is there potential for the proposed temporary shafts to be removed from the proposals if an alternative<br />
construction methodology is used? A. TfL is investigating this and will advise further once all options<br />
have been considered.
Q. What are the knock-on impacts of removing the Claylands Green shaft on the remaining shafts or<br />
stations? A. TfL has been asked to confirm this but it is anticipated that more fans would be required<br />
within the remaining shafts.<br />
Q. Will the proposed sub-stations generate any noise or vibration? Will the sub-stations be visible above<br />
ground? A. TfL will have to assess any impacts from them but any noise would have to be 10dB below<br />
background. All sub-stations will be below ground and thus not visible.<br />
5. Impact on the Northern Line including Kennington Station<br />
Questions and points raised by residents/community<br />
Q. There is a discrepancy in the figures released by TfL for the number of extra passengers using<br />
Kennington station. When will accurate figures be available? A. TfL is still at an early stage of modelling<br />
these numbers but will need to justify all figures at the TWAO. LBL will require a robust assessment of<br />
this issue and will be asking Ramboll to check these numbers.<br />
Q. Why was an extension of the Victoria line or an extension of the Northern line via Vauxhall not<br />
considered? A. This was considered but TfL ruled out an early stage due to current issues of<br />
overcrowding on the Victoria line and at Vauxhall station respectively. TfL have an existing programme<br />
of tube line improvements that will increase capacity by 25 – 30%.<br />
Q. Would this increase of 25 – 30% create spare capacity or simply accommodate existing demand? A.<br />
TfL will be asked to confirm this.<br />
Q. TfL’s current figures indicate that during the AM peak hour 3900 extra passengers would use the<br />
Charing Cross branch and 1200 extra passengers would use the Bank branch. Are these estimates accurate<br />
given existing usage patterns and fluctuations that occur even within the AM peak? A. TfL is being<br />
challenged on this and has provided reasons for their assumptions. Ramboll will scrutinise this and will<br />
make their recommendations public.<br />
6. General points raised<br />
Valerie Shawcross AM opened the floor to general questions and comments related to the <strong>NLE</strong> to close<br />
out the meeting. The main topics raised were;<br />
- Concerns over the cost of the <strong>NLE</strong> and the relative benefit to <strong>Lambeth</strong>;<br />
- Lack of involvement from Southwark <strong>Council</strong>;<br />
- Quality and scope of consultation being undertaken by TfL;<br />
- Lack of consideration for transport solutions other than the <strong>NLE</strong>.<br />
Abu Barkatoolah requested that all comments or requests related to the <strong>NLE</strong> are submitted to<br />
transportplanning@lambeth.gov.uk so that the council can maintain an audit trail on all correspondence.<br />
Valerie Shawcross AM closed the meeting by thanking all attendees for their input and reinforced the<br />
importance of all individuals making full representation of their concerns to TfL.<br />
TfL are running their consultation on the Northern Line Extension until 30 December, please visit their<br />
website https://consultations.tfl.gov.uk/tube/nle or email nle@tfl.gov.uk or write to;
Business Reply Licence Number RRZL-CUSK-AAEE TfL Northern line extension, Floor 10, Windsor<br />
House, 42-50 Victoria Street, London SW1H 0TL