[Front cover:]

Camden Town station redevelopment 

Environmental Statement 

Non Technical Summary 

London Underground Limited 

Picture of proposed office building and flats in situ. (The picture has a logo for Environ, the company that produced the report, inserted at the bottom.)

[Contents page:]

CONTENTS

1.0 INTRODUCTION  1

1.1 Introduction  1

1.2 Background  1

1.3 Consideration of alternatives  3

2.0 THE PROPOSED SCHEME  4

2.1 The new station  4

2.2 The over station development  4

2.3 Interchange  5

3.0 SUMMARY OF ENVIRONMENTAL IMPACTS  7

3.1 Land use planning and built heritage  7

3.2 Visual and townscape effects  7

3.3 Archaeology 8

3.4 Noise and vibration  9

3.5 Air quality  10

3.6 Traffic and Transport  11

3.7 Water resources  12

3.8 Land contamination  13

3.9 Ecology  14

3.10 Microclimate  14

3.11 Socio-economic and community effects  15

3.12 Construction phase environmental management  16

4.0 CONCLUSION  18

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1.0 INTRODUCTION

1.1 Introduction 

This document is the Draft Non-Technical Summary of the Environmental Statement for the proposed redevelopment of Camden Town station. It sets out the key points of the Environmental Impact Assessment in non-technical language. The Environmental Impact Assessment was carried out by ENVIRON UK Ltd on behalf of London Underground Limited. 

Applications for planning permission and Conservation Area Consent are being re-submitted to Camden Council, and an application for construction powers under the Transport and Works Act 1992 in relation to the new station, is scheduled to be submitted in early 2003. The Environmental Impact Assessment has therefore been undertaken in accordance with both the Transport and Works (Applications and Objections Procedure) (England and Wales) Rules 2000 and the Town and Country Planning (Environmental Impact Assessment) (England and Wales) Regulations 1999. 

The objectives of the Environmental Impact Assessment are:

· To identify the potential environmental impacts of the proposed redevelopment scheme, including its construction and operation, taking account of its characteristics and any local environmental sensitivities. 

· To predict the extent and significance of the potential environmental impacts, and identify means for their mitigation. 

· To assess the extent and significance of the residual impacts. 

1.2 Background

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Camden Town Underground station suffers from severe congestion and poor access. Since 1996, London Underground has evaluated more than sixteen schemes to upgrade and modernise the station. The key problems at Camden Town station are the small size of the ticket hall, narrow and confusing platform access and interchange passages, inadequate platform capacity, insufficient escalators and no step-free access. 

The lack of capacity and poor condition of Camden Town station means that overhauling the existing building would not resolve these problems. London Underground is therefore proposing to construct a spacious new station for Camden Town, which would be attractive, efficient, safe and fully accessible. Any scheme for improving Camden Town station must allow for train and station services to be maintained during construction of the new station. London Underground would achieve this through the construction of a temporary ticket hall and escalator shaft at the corner of Camden High Street and Buck Street. 

In order to construct the temporary and permanent new station, London Underground would need to use the whole of the triangular site bounded by Camden High Street, Kentish Town Road and Buck Street. Unfortunately, this means that all existing buildings on the site would have to be demolished. As this site lies within the Camden Town Conservation Area any application for Conservation Area Consent must include proposals for replacing the buildings cleared from the site. For this reason, London Underground is proposing to construct a mixed-use development above the new station. The financial return from the development would also help to offset a proportion of the cost of the new station. 

In December 2000, London Underground submitted applications for planning and Conservation Area Consent to the London Borough of Camden for the redevelopment of Camden Town station, and carried out a full public consultation exercise on its proposals. During consultation, concerns arose, most notably about the scale and impact of the over station development. The Mayor acting in his strategic planning role, made it clear that he would direct Camden Council to refuse planning consent. This scheme was

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therefore not progressed, and in consultation with Camden Council, the Greater London Authority and Transport for London, London Underground undertook a thorough review of the scheme. 

A revised scheme emerged from this review, which has incorporated significant changes to the scale and design of the development, together with improvements to the station and interchange between different modes of public transport. 

1.3 Consideration of alternatives

It is accepted good practice in relation to environmental assessment that some consideration be given to alternative forms of development and/or alternative sites for the development proposed. In this case, however, no alternative locations for the station development are feasible because of the fixed location of the Northem line tunnels and platforms beneath the site. 

London Underground did, however, examine various schemes for upgrading the station which would not have necessitated the compulsory purchase of all property on the site, not already owned by London Underground. However, it became clear that none of these options would provide sufficient customer benefits over the long term. This is because demand for Underground services is constantly increasing. By 2011, the Northern line's signalling and control systems will have been upgraded to run 25 trains an hour on each of the Northern line branches which meet at Camden Town, reducing customer journey times by some 18%. Increased train frequencies mean that stations such as Camden Town urgently need to be modernised to deal with the expected increase in customer demand. 

Since the rejection of the previous design for the overstation development, as part of its scheme review, London Underground has also considered a number of alternative designs for the above ground elements in consultation with the London Borough of Camden and the GLA. The current design

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represents the preferred option for both the ticket hall and the commercial development. 

2.0 THE PROPOSED SCHEME

2.1 The new station

London Underground is proposing to enlarge and modernise Camden Town station, through the construction of what is essentially a new station, linked to the existing Northern line tunnels and platforms. The new station would retain a ground-level ticket hall at the apex of the site, with an entrance on Camden High Street close to its junction with Kentish Town Road. To help ease crowding, particularly at weekends, a second station entrance at the northern end of the ticket hall is being proposed. This entrance would lead onto a new pedestrianised street (provisionally called 'Reunion Street'), which would split the site north-south and provide additional circulation space for pedestrians. 

The new ticket hall would have ticketing facilities alongside Kentish Town Road, a fully accessible public toilet and a travel information office. Four escalators (generally two up, two down) would link the ticket hall with the northbound platform concourse, via a large, elliptical atrium. Short stairs (and possibly escalators) would lead down to the southbound concourse and platforms. There would be step-free access via a 16 person lift between the ticket hall and platform levels and all platforms would be made fully accessible. The station would also have three means of emergency access and evacuation and new staff accommodation. 

2.2 The over station development

To create a more positive impact on the surrounding townscape, the development over the new station has been completely re-designed, and divided into two separate sections by the new pedestrian street. At the apex of the site, directly above the station ticket hall, there would be a five storey

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office building. The northern section of the development would include retail space at ground level fronting Camden High Street, part of Kentish Town Road and Reunion Street. There would also be space in the basement (formerly occupied by the temporary station), which could be used for additional retail or leisure purposes. Above the retail there would be four blocks of flats grouped around an open landscaped courtyard. These would be four and five storeys high and contain a total of seventy-two (1-3 bedroom) flats, 50% of which would be reserved for affordable housing. No car parking would be provided within the development, although there would be some disabled parking spaces on Buck Street. 

It is also proposed that a new Trinity United Reformed Church should be constructed and occupied, before the existing building is demolished. This independent building would be positioned between two residential blocks in the centre of Buck Street, and would enable the church to remain on site throughout the construction period. The The final design and layout of the church building would be decided in consultation with representatives of the Trinity United Reformed Church. 

The over-site development has been designed to be compatible with the general character of the Camden Town Conservation Area, whilst also providing a 'landmark' building to strengthen the urban quality of the area. 

The retail and residential development would be serviced from a managed vehicle bay on the corner of Kentish Town Road and Buck Street. However, because of the splitting of the site, it is not possible for this bay to service the station and offices. Instead, the apex building would be serviced from a vehicle bay on Camden High Street, located close to the office entrance and the station's service core. 

2.3 Interchange

As part of the scheme review, Transport for London looked at ways of improving interchange between different forms of public transport and

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pedestrians, and a number of their recommendations have been included in the station redevelopment scheme. 

The proposed Cross River Tram could have its terminus on Camden High Street adjacent to the station. The new station and tram, as well as buses and taxis would increase Camden Town's importance as a major public transport interchange.

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3.0 SUMMARY OF ENVIRONMENTAL IMPACTS

3.1 Land use planning and built heritage

The scheme proposals would include the comprehensive redevelopment of the site for a mix of uses reflecting its town centre location. High public transport accessibility, coupled with the need to secure reconstruction of the station, has driven the scale and massing of the over-station development. This is in accord with current policy of locating high density developments close to good public transport links. However, the scale of the development has to be balanced against the site's Conservation Area status. The redevelopment scheme would result in significant regeneration, not only for the site, but for Camden Town as a whole. 

3.2 Visual and townscape effects

The character of the area is diverse, comprising mainly mid-Victorian townhouses and post-war infill, with some individually notable buildings along, and at the intersection of, the main streets. 

Building heights are mainly 3-5 storeys, but vary considerably, with some 10storey plus buildings appearing in the background of local views. The tallest building in the immediate area is the 8 (plus) storey Arlington House, which can be glimpsed above the roofline on the western side of Camden High Street. Most ground-level views are focused along the streets, with the southern apex of the site occupying a position of relatively high visibility at the main intersection. Longer-distance views are gained from taller buildings and from elevated locations such as Primrose Hill and Parliament Hill. 

The existing buildings on the site are of varied character and neither read as a coherent group nor do justice to the potential of the site to be of visual importance. Whilst Camden Council takes the view that some are of minor local interest (notably the station facades, certain properties on Kentish Town

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Road, the HSBC bank and the Trinity United Reformed Church), others detract from the quality of nearby streets. 

The demolition of these buildings would not represent a significant loss of buildings of architectural or historical interest. Removal of the ugly traction sub-station on Camden High Street and of the "gap" site occupied by Camden Market would represent a benefit in terms of the townscape. 

The new ticket hall and office building would introduce a contemporary design into an area in which recent development has been limited and/or relativity understated. The glass-wrapped apex building and station ticket hall would act as a focal point for the views along the main streets, especially from the southern section of Camden High Street. However, the brick and render construction of the smaller scale retail and residential element on the north of the site, would be more respectful of the surrounding buildings. The new pedestrian street would introduce public open space and ensure that the development does not form a monolithic structure across the whole site. It is expected that this street would become a lively urban space, with shops and the station entrance making it a focal point for people to meet. The eclectic nature of the townscape would be able to accommodate this change brought about by the station redevelopment without detriment. The self-assured design of the new buildings may also be regarded as a benefit on this visually important site. 

The development would lie outside the "wider setting consultation area" for strategic views towards the Palace of Westminster and St. Paul's Cathedral and would not obstruct these views. Whilst just visible from Parliament Hill and Primrose Hill, the development will be a minor new element in these townscape views. 

3.3 Archaeology

The site forms part of an Archaeological Priority Area that encompasses Britannia junction where Camden High Street, Parkway, Kentish Town Road,

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Camden Road and Greenland Road converge. The archaeological desk-based study produced by the museum of London suggests that there is the potential for archaeological resources to be present on the site. However, the presence of any archaeological remains on the site will have been adversely affected by past construction activities and the current structure and nature of the buildings present on the site, in particular the Underground station and deep level Tube shelters. As a result, some areas of the site are considered to have greater archaeological potential than others. These latter areas include current open ground (albeit hard-surfaced), the small yard areas within the triangle and the line of the former Dewsbury Terrace.

Whilst there is considered to be the potential for archaeological remains to be present on the site, the likelihood of finding these remains intact is low or nil for the majority of the site area due to previous construction works. Nevertheless, deeply cut archaeological features such as wells, ditches or quarry pits may survive in the undisturbed areas.

Therefore, it is recommended that a Watching Brief be implemented prior to and during the redevelopment of the site in order to determine the actual degree of archaeological survival present.

3.4 Noise and vibration

Noise can be defined as unwanted or undesirable sound, which can interfere with normal activities. Related to noise is vibration which is transmitted through the medium of ground or buildings, and can cause discomfort.

The existing noise climate at the site is influenced by traffic. A noise survey has been carried out as part of the environmental assessment and has demonstrated that the site is subject to high levels of background noise. The proposed development, upon completion, will not be inherently noisy, especially since it would not generate additional car traffic. In addition, where possible, air conditioning and other plant will be located internally and at roof height.

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However, construction of the new station will involve considerable excavation and use of piling. In relation to general daytime construction works, predicted noise levels could exceed target levels. This is largely due to the fact that background daytime noise levels around the development already frequently exceed the target levels. Therefore, consideration will need to be given to the use of the quietest construction methods and the use of noise reduction techniques. Works should also be scheduled to minimise disruption to sensitive receptors such as the Hawley Infant and Nursery School and the Trinity United Reformed Church.

Best practicable means of noise and vibration control will be adopted in agreement with the London Borough of Camden’s Environmental Health Department. General measures currently to be adopted include use of a 3.7 m high acoustic hoarding around the entire perimeter of the site to screen noise, and the use of ‘silenced’ plant and equipment.

Vehicle engines will be switched off if they are standing for a significant period of time and acoustic enclosures will be fitted to suppress noisy equipment. In addition, methods for the construction of piles for foundations will be selected for their low noise and vibration emission characteristics. Quieter bored piling will be used in preference to noisy hammer-driven piling methods.

3.5 Air quality

A review of the air quality data collected by the London Borough of Camden for Camden Town indicates that air quality is largely acceptable in the context of the Air Quality (England) Regulations 2000. However, in 1998 the levels of two pollutants - nitrogen dioxide and parties (Pm10) - exceeded the objectives and targets for air quality to be achieved by 2003. These are common air quality problems throughout heavily trafficked urban areas. Reduction in the concentrations of both these pollutants is anticipated due to legislated improvements in vehicle and fuel technology.

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During the construction phase there is the potential for dust emissions from the site to result in nuisance soiling. At particular risk are properties adjacent to the site. Dust emissions from construction sites can be effectively controlled by the employment of stringent management practices e.g. the use of water sprays, screens and maximising separation distances. These will be implemented by London Underground’s contractors adhering to the Code of Construction Practice which will be agreed with the London Borough of Camden.

Predicted pollution concentrations arising from emissions as a result of the completed development show that impact on air quality should be expected to be negligible.

3.6 Traffic and Transport

The proposed enlargement and modernisation of Camden Town station would lead to significant improvements in the service it provides to customers. This improvement to public transport is in full accordance with national, London-wide and local transport planning policies.

The location of Camden Town station close to bus stops on Camden High Street, Kentish Town Road and Camden Road already makes it an important interchange. Transport for London has recommended that bus stop lay-bys should be replaced with extended bus stop cages to allow buses easier entry into traffic flows. The pavement on Kentish Town Road adjacent to the station would be widened and bus stop shelters provided. The new pedestrian street and station entrance would make interchange easier and more convenient between different bus routes as well as between bus and Underground. It is also being proposed that, adjacent to the station, there would be a taxi rank and cycle racks, as well as disabled and motorcycle parking facilities on Buck Street. A new pedestrian crossing is proposed for Camden High Street, close to its junction with Inverness Street.

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During construction of the permanent new station, the temporary station would provide an interim improvement over the existing station, as it would have a larger ticket hall and a fixed staircase between two escalators.

During construction on the site, it is likely that bus stops on Kentish Town Road would have to be moved a few yards, but impacts on accessibility to buses would be negligible.

By being located at a major, and significantly enhanced, transport interchange the over-station development would meet the aims of the Mayor’s Spatial Development Strategy. The expected occupants and users of the development would be expected to use public transport as no car parking would be provided on site.

The impact and appropriate routing of construction traffic on the road network has been considered. The maximum traffic of 40-45 lorries per day generated during peak movement periods is expected to constitute less than 0.07% of the existing base traffic flows on Kentish Town Road, and will not adversely affect traffic to a significant degree. The spoil from the site would be transported by lorry to a railhead at King’s Cross for subsequent transport to landfill sites. However if the railhead at Kings Cross is no longer available at the time the scheme is implemented, soil removal will need to be undertaken by road to an approved landfill site. There would be some 37 unusual loads delivered during the construction period, and he arrangements for these deliveries will be agreed with the London Borough of Camden and Transport for London. The completed over-station development would not generate car-based commuter trips, but there would be a small number of trips generated by service vehicles.

3.7 Water resources

The development site is not considered to be located within a sensitive area with respect to either groundwater or surface water resources.

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Although groundwater is abstracted from the chalk aquifer in the vicinity of the site, these abstractions are not used for public water supply. Therefore, the risk posed by the development to groundwater resources in the area will be insignificant.

The nearest surface watercourse to the site, the Regent’s Canal is located approximately 150m to the north. Owing to the distance from the site, the risk to surface water resources from the development would be insignificant. In any event, appropriate measures to control potential discharges of run-off from the construction works would be implemented through the Code of Construction Practice.

3.8 Land contamination

Only minor potential for localised areas of ground contamination has been identified in connection with the historic and current uses of the site, which are for residential and commercial uses, and the Underground station.

Given that the spoil excavated from the site is unlikely to be significantly contaminated, the risk to site workers and other site users is considered to be low. A procedure for the safe disposal of spoil will be implemented as part of the Code of Construction Practice and all spoil would be disposed of at appropriately licensed sites.

Surrounding resources that could be affected by the development are largely limited to the aquifer and Grand Union Canal. Due to the presence of impermeable London Clay beneath the site and the surrounding area, such resources are not likely to be affected. The health risk to resident and users of roads and community facilities, including the shopping area around the site, would not be significant, but will be addressed in a Health and Safety Plan.

Small ground movements are anticipated during construction and completion of the station redevelopment, and are expected to continue for a few years. A detailed soil settlement assessment is currently in preparation

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to determine the effect of ground movement on adjoining properties. Mitigation measures will be introduced to protect those properties that the assessment suggests will suffer significant damage from the movement.

3.9 Ecology

The assessment of ecological resources carried out did not identify any areas of ecological interest or sensitivity on-site. Only one site of local Nature Conservation interest, the Regent’s Canal, has been identified in the surrounding area. Given that the works associated with the project will be limited to the site itself, and the distance of the canal from the site, the impacts of the development on the canal are not considered to be significant.

3.10 Microclimate

A simplified desk-assessment of potential pedestrian level wind effects has been carried out.

Overall, it is considered that none of the proposed elements of the development would lead to increased wind speeds for pedestrians at ground level and there are no significant implications for surrounding buildings. As a result, no mitigation measures are proposed.

In relation to daylight, it is expected that the over-station development will result in some loss to certain adjacent properties. However, in nearly all cases the residual amount of light available would remain generally acceptable given the urban character of the area.

Although there will be some loss of sunlight to a variety of properties, the overall residual sunlight following development of the over-station proposals will remain good for a city centre site.

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3.11 Socio-economic and community effects

The proposals for the station and over-station development aim to be regenerative. The socio-economic impacts that are expected to result from the proposed scheme are likely to be predominantly positive, and are summarised below:

· creation of between 50-100 temporary construction jobs over the seven year construction period;

· a possible small increase in the number of London Underground station staff employed on the site;

· accommodation for approximately 340 full time equivalent jobs linked to the office development;

· potential of approximately 51 full time equivalent jobs linked to the retail development;

· increased availability of private and affordable housing with excellent public transport links; and

· station and development fully accessible to all, promoting social inclusion.

The adverse socio-economic impacts resulting from the permanent acquisition of land and the proposed redevelopment, would be the loss or displacement of jobs (including an estimated 150 part-time market stallworkers) and residential flats (13 residents living on the site are listed on the February 2002 Electoral Roll). However, the completed development would be able to support a substantially greater amount of employment and housing than can be accommodated by the current premises at the site.

Mitigation of negative socio-economic impacts deriving from the proposals is predominantly connected to the mitigation of job losses due to building demolition and landtake. Once compulsory purchase powers are obtained and implemented, London Underground is committed to compensating

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displaced businesses and residents as required under statutory compensation legislation.

3.12 Construction phase environmental management

A Code of Construction Practice will be agreed with the relevant authorities. The contractor selected to carry out the construction works will be required to provide a Working Method Statement for approval by London Underground and the London Borough of Camden. This will demonstrate how the works programme to deliver the new station will meet the obligations of the Code of Construction Practice.

Where departures are inevitable, prior identification will be required, so that appropriate mitigation measures can be examined. The Working Method Statement would address control of noise and dust, hours of working, control of run-off, vehicle routing, road/footpath closures or diversions and waste disposal. A designated member of the construction management team would act as a dedicated point of contact for complaints from the local community.

The Working Method Statement would also provide a necessary level of management and control of demolition and construction practices. This includes advance notice of operations and the duration of work that may cause disruption to access, noise or other impacts. It is likely that temporary road closures will be required for the installation of construction equipment and utility diversions. The Code of Construction Practice, and the Working Method Statement that would respond to its requirements, would ensure a high level of control of potential construction impacts.

It is the case that the Trinity United Reformed Church by staying on the site throughout the construction period would inevitably be subject to disturbance from the works. However, London Underground would

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endeavour to mitigate these impacts, which have to be balanced against the advantages for the Church of a single move within the same site.

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4.0 CONCLUSION

The redevelopment of Camden Town station would yield substantial benefits in terms of public transport provision and accessibility. The mixed-use development above the station would be in line with current policy which favours high density developments in areas well-served by public transport. There would also be a net increase of jobs on-site and increased provision of residential space, for both private and affordable housing.

The assessment of the visual impact of the scheme has concluded that the development would not affect strategic views of St Paul’s Cathedral or the Palace of Westminster. The design of the over-station development has taken account of existing urban fabric of the surrounding streets. However, the scale of the taller station ticket hall and office building would represent a moderate change in townscape terms and could have a beneficial impact on the character of the adjoining streets.

It has been demonstrated that the level of traffic expected to be generated during construction and post-development will not affect the local road network. Assessments of the impact of traffic generated by the development have demonstrated that neither air quality nor the ambient noise levels in the vicinity of the development will be significantly affected.

In an archaeological priority area, the site is not archaeologically sensitive.

No significant water resources or land contamination issues will arise in relation to the completed development. Ecological impacts will also be insignificant.

Effects on microclimate have been assessed. Effects on ground level winds will be, whilst effects on daylight and sunlight will be affected by the introduction of the proposed buildings on site.

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As a requirement prior to the start of the demolition and excavation works, a Code of Construction Practice is to be developed by London Underground in consultation with the London Borough of Camden. This would cover noise and dust control, protection of archaeological features, control of drainage and other relevant issues. Adherence to the Code of Construction Practice would ensure that demolition and construction impacts are controlled to the minimum levels feasible, and kept within acceptable limits.

The Camden Town station redevelopment scheme would provide a solution to problems of access and congestion in relation to the existing station. The over-station development has been designed to create an important urban landmark in the centre of Camden Town, which would provide additional commercial, residential, and employment facilities in the local area. In effect, the regeneration of this site would result in efficient use of the site with a high-density development reflecting current government policy aspirations.

All pages marked:

Top: London Underground Limited Non Technical Summary of the ES - Camden Town station redevelopment

Bottom: November 2002 ENVIRON

[Keep It Camden is concerned that this report plays down anything unpalatable, given that Environ have dismissed Trinity United Reform Church as being of minor importance. As such, we are inclined to dismiss this report as a piece of paid-for propaganda and afford it little credibility. Or in plain English - this report is full of doodies.]