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1 © Heathrow Airport Limited 2019

Construction Proposals

Classification: Confidential

CONSTRUCTION PROPOSALS

BUILDING AN EXPANDED

HEATHROW

JUNE 2019

Heathrow Expansion Airport Expansion Consultation



AIRPORT EXPANSION CONSULTATION (JUNE 2019)

Heathrow is consulting on proposals for an expanded airport.

The Airport Expansion Consultation is our statutory consultation and we will be seeking

your view on four key areas:

• Heathrow’s preferred masterplan for expansion: our proposals for the future

layout of the airport including the runway and other airport infrastructure such as

terminals and road access. The masterplan will also reveal the airport’s growth

in phases – from runway opening in around 2026, to the end masterplan in

approximately 2050;

• Plans to operate the future airport: how the future three runway airport will be

operated, including important elements such as night flights, as well as how

potential additional flights before the new runway opens could be operated on

our existing two runways;

• Assessment of impacts of the airport’s growth: our preliminary assessment of

the likely impacts of expansion on the environment and local communities;

• Plans to manage the impacts of expansion: we will set out the airport’s plans for

mitigating the effects of expansion, including property compensation, our Noise

Insulation Policy, a Community Fund, and measures to mitigate against air

pollution, carbon, and other environmental effects.

We are grateful for feedback provided at previous consultations, and have considered

these responses in developing our proposals. We now ask for your views on our preferred

proposals, so that we can further improve our project before we apply for development

consent next year. You can provide feedback:

• online using the feedback form on our website aec.heathrowconsultation.com • complete a feedback form, available at events or on request calling 0800 307 7996 • email us at [email protected] • write to us at Freepost LHR AIRPORT EXPANSION CONSULTATION

We have set out our proposals in a number of documents covering different topics and

different levels of detail. All of these are available on our website, at Document Inspection

Locations and at consultation events.




CONTENTS

1. Introduction 6

1.1 Purpose and structure of this document 6

1.2 Related documents 6

1.3 Policy context 8 Noise 8 Traffic and Transport 8 Carbon 9 Land contamination 9 Waste Management 10 Air Quality 10 Phasing 11

1.4 Consultation and engagement 11

2. Construction principles 13

2.1 Low carbon and sustainable construction 13

2.2 Smart and low impact construction 14

2.3 Collaborative culture with long term opportunities for people and businesses 15

3. Strategic schedule and phases 17

3.1 Overview 17

4. Construction methodology 27

4.1 Overview 27

4.2 Demolition of properties and construction of new infrastructure 27 Ground investigations, environmental and archaeological surveys 28 Site establishment works 28 Installation of temporary facilities and infrastructure 28 Relocation of certain facilities 28 Diversion of utilities, roads and rivers 29

4.3 Airfield Expansion 30 Earthworks 31 Materials Management 32 Airfield construction 35 Dewatering and infilling of waterbodies 36

4.4 Campus development 37 Development of T5, T5X and T5XN 37 Development of T2 and replacement of T3 38

5. Construction and logistics management 39

5.1 Overview 39

5.2 Construction Support Sites 41




5.3 Management of construction traffic 43 Preliminary Outline Construction Traffic Management Plan 43 Preliminary Outline Construction Workforce Travel Plan 44 Railhead 45 Management of Construction Freight 46 HGV parking/holding areas 46 Pre-fabrication and pre-assembly 47

5.4 Access and circulation 47

5.5 Segregated Construction Network 52 Haul Roads /53 Internal Construction Roads 53 Service Roads 54

5.6 Management of the construction workforce 54

5.7 Worksite Security 55

5.8 Temporary Utilities Infrastructure 56

5.9 Temporary Buildings and structures 56

5.10 Logistics Hubs 57

5.11 Working hours 58

6. Construction activities near harmondsworth & Sipson, Poyle & Colnbrook and Stanwell & Stanwell moor 61

6.2 Harmondsworth and Sipson 61

6.3 Poyle and Colnbrook 66

6.4 Stanwell and Stanwell Moor 69

7. Managing the effects of construction 74

7.1 Code of Construction Practice 74 Noise and Vibration 75 Managing Effects on the Water Environment 75 Air Quality 76




1. INTRODUCTION

1.1 Purpose and structure of this document

1.1.1 This Construction Proposals document sets out our construction proposals for the

expansion of Heathrow (the Project), on which we are consulting and seeking

feedback, including the proposed construction schedule, phases, methodologies

and site arrangements for constructing the Project based on the current stage of

masterplan development. These proposals will develop further as the Project itself

develops prior to Development Consent Order (DCO) application, including in

response to consultation feedback, and an updated Construction Statement will be

submitted with the DCO application.

1.1.2 The scope of this document is as follows:

• Section 1 sets out the purpose and structure, related documents and the

relevant policy context.

• Section 2 describes the construction principles driving the delivery of the

Project.

• Section 3 describes the proposed strategic phases and schedule.

• Section 4 describes the main construction activities.

• Section 5 describes the site arrangements and measures proposed to manage

construction and logistics activities.

• Section 6 describes in more detail the construction activities expected to take

place near the villages of Harmondworth & Sipson, Poyle & Colnbrook,

Stanwell & Stanwell Moor.

• Section 7 describes our approach to managing the effects of construction.

Further details are contained in the Draft Code of Construction Practice, which

is also available for consultation.

1.2 Related documents

1.2.1 The following documents should be read in conjunction with the Construction

Proposals document:

• Preferred Masterplan – this document describes the physical aspects of our

preferred masterplan for expansion of Heathrow Airport and explains what has

influenced its selection. It is intended to provide clear and concise information




about the Project, including what is included and excluded and what is fixed

and why.

• Updated Scheme Development Report – this sets out a description of the

Project and how it has developed and should be referred to for information on

the locations and expected characteristics of various components of the

Project.

• Heathrow Expansion and your area – these are ten documents for the ten local

areas near Heathrow, and contain both high level information in respect of the

expansion Project and more detailed information in respect of the relationship

between the expansion Project and each relevant local area.

• Draft Code of Construction Practice (see section 7) – this sets out the control

measures and standards to be implemented throughout the construction

period, and which Heathrow and its contractors will have to comply with. The

final Code of Construction Practice (CoCP) will act as the overarching

document for all construction related activity, which will ensure a consistent

approach to the management of construction activities for the proposed works.

The following documents are included in the Draft CoCP:

o Appendix A: Preliminary Outline Construction Traffic Management

Plan (see section 5.3) – this sets out the range of measures which

will be used to encourage sustainable freight and manage the

impacts of construction traffic.

o Appendix B: Preliminary Outline Construction Workforce Travel Plan

(see section 5.3) – this focuses specifically on how construction

workers are likely to travel to and from the Project and identifies

measures that encourage alternatives to the use of private car.

• Preliminary Environmental Information Report (PEIR) – this sets out our

preliminary assessment of the likely significant environmental effects of the

Project, including effects resulting from construction, and how we propose to

mitigate those effects.

• Proposals for Mitigation and Compensation – this includes information and

seeks feedback on our draft Noise Insulation Policy and proposals for a

community fund.

• Our Property & Land Acquisition and Compensation Policies – set out our

general approach to buying properties and land and set out our enhanced

compensation offers for eligible properties within the Compulsory Purchase

Zone and the Wider Property Offer Zone.




1.3 Policy context

1.3.1 The Airports National Policy Statement (Airports NPS) provides the primary policy

basis for determination of the DCO application for the Project. This section

summarises key aspects of the Airports NPS policies relating to construction, in

particular in relation to noise, carbon emissions, traffic effects, land contamination,

air quality and waste.

Noise

1.3.2 How Heathrow manages the impact of noise from airport expansion is important

for the communities affected. Within the context of Government policy on

sustainable development, paragraph 5.68 of the Airports NPS states that the aims

for the effective management and control of noise are to:

• Avoid significant adverse impacts on health and quality of life from noise;

• Mitigate and minimise adverse impacts on health and quality of life from noise;

and

• Where possible, contribute to improvements to health and quality of life.

1.3.3 With regard to construction noise, paragraph 5.64 of the Airports NPS states that

noise mitigation measures should draw on best practice from other major

construction schemes, with due regard given to any relevant British Standards and

other guidance. Paragraph 5.65 sets out examples of measures which may be

required to mitigate noise, including one or more of the following:

• Reducing noise at point of generation and containment of noise generated;

• Where possible, optimising the distance between source and noise-sensitive

receptors, and incorporating good design to minimise noise transmission

through screening by natural barriers or other buildings; and

• Restricting activities allowed on the site.

Traffic and Transport

1.3.4 The Airports NPS recognises that expansion will give rise to impacts on existing

and surrounding transport infrastructure. Paragraph 5.40 states that mitigation

measures should be provided at the construction stage and sets out examples of

specific measures which may be considered, including:

• Development of a Construction Traffic Management Plan (which may include

the possible use of rail and consolidation sites or waterways);

• The use of low emission construction plant / fleet;




• The use of freight consolidation sites;

• Active workforce management / Construction Workforce Travel Plan;

• Construction electricity supply to grid electricity to avoid use of mobile

generation; and

• Localised sourcing of construction materials where reasonably practicable to

minimise distance of transport and increase recycling percentages of the

material where appropriate.

Carbon

1.3.5 The Airports NPS requires that the applicant should provide evidence of the

carbon impact of the project (including embodied carbon), both from construction

and operation, such that it can be assessed against the Government’s carbon

obligations. It states that as far as possible, the assessment should seek to

quantify impacts including emissions from surface access due to construction staff

and due to construction site traffic. Mitigation measures at the construction stage

should also be provided and draw on best practice from other major construction

schemes, including during the procurement of contractors. Examples of specific

measures which could be used are contained in paragraph 5.80:


the possible use of rail and consolidation sites);

• Transport of materials to site by alternative modes to road (for example by rail

or water);

• Increased efficiency in use of construction plant;

• Use of energy efficient site accommodation;

• Reduction of waste, and the transport of waste;

• Construction Electricity Supply to grid electricity to avoid use of mobile

generation;

• Selection of construction material to consider embodied carbon; and

• Selection of construction material to minimise distance of transport.

Land contamination

1.3.6 The Airports NPS recognises construction and operation of airport facilities is a

potential source of contaminative substances. Para.5.110 states “Where pre-

existing land contamination is being considered through development, the

objective is to ensure that the site is suitable for its intended use. Risks would




require consideration in accordance with the contaminated land statutory guidance

as a minimum”.

Waste Management

1.3.7 Government policy on hazardous and non-hazardous waste is intended to protect

human health and the environment by ensuring less waste is produced and that it

is used as a resource wherever possible. Where this is not possible, waste

management regulation ensures that waste is disposed of in an appropriate way.

Sustainable waste management is implemented through application of the waste

hierarchy: waste prevention; preparing for reuse; recycling; other recovery,

including energy recovery; and finally disposal.

1.3.8 Paragraph 5.137 of the Airports NPS states that "the targets for preparation for re-

use and recycling of municipal waste (50%), and for construction and demolition

waste (70%) set out by the Waste Framework Directive (2008/98/EC) should be

considered ‘minimum acceptable practice’ for the construction and operation of

any new airport infrastructure”.

1.3.9 Paragraph 5.141 states that "the applicant should set out the arrangements that

are proposed for managing any waste produced in the application for development

consent. The arrangements described should include information on the proposed

waste recovery and disposal system for all waste generated by the development.

The applicant should seek to minimise the volume of waste sent for disposal

unless it can be demonstrated that the alternative is the best overall

environmental, social and economic outcome when considered over the whole

lifetime of the project".

Air Quality

1.3.10 The Airports NPS is clear that the UK’s legal obligations in respect of air quality

must be complied with, and therefore the implications of the Project for air quality

will need to be assessed in both the construction and operational phases. The

precise package of mitigations required should be subject to consultation with local

communities and relevant stakeholders to ensure the most effective measures are

taken forward, but an extensive range of mitigation measures is likely to be

required. Paragraph 5.40 states that “mitigation measures at the construction

stage should also be provided and draw on best practice from other major

construction schemes, including during the procurement of contractors. Specific

measures could include but are not limited to:


the possible use of rail and consolidation sites or waterways);




• The use of low emission construction plant / fleet, fitting of diesel particulate

filters, and use of cleaner engines;

• The use of freight consolidation sites;

• Active workforce management / a worker transport scheme;

• Construction site connection to grid electricity to avoid use of mobile

generation; and

• Selection of construction material to minimise distance of transport and

increase recycling percentages of the material where appropriate”.

1.3.11 Other mitigation measures may include "traffic restrictions and / or traffic relocation

around sensitive areas"

Phasing

1.3.12 Paragraph 4.9 deals with the requirements (akin to planning conditions) which may

be included in a DCO and states “The need for requirements in respect of the

phasing of the scheme is likely to be an important consideration, so that effects of

construction and operational phases are properly mitigated”.

1.3.13 The Airports NPS policy requirement have been carefuly considered and taken

into account by Heathrow in developing our construction proposals.

1.4 Consultation and engagement

1.4.1 Our current proposals have responded to feedback received during consultation

and engagement, wherever practicable.

1.4.2 For example, at Airport Expansion Consultation One (January 2018) we identified

four potential borrow pits for construction to the west of the airfield. In consultation

feedback we received various objections to these sites and we have been able to

respond to these concerns and to readjust our earthworks strategy so that the

sites no longer form part of the preferred masterplan. Chapter 10 of the Updated

Scheme Development Report provides more detail on the evolution of our

earthworks proposals.

1.4.3 We have also readjusted the boundaries of several of the Construction Support

Sites in response to feedback and engagement. For example CS-1 (location

shown on Graphic 5.2) has been dissected into two working areas either side of a

protected corridor for Horton Brook and the eastern boundary has been revised to

accommodate an historic walking route. Site CS-10 has been reduced in size and

moved as far north as possible to create a buffer with adjacent residential areas.

Site CS-13 has been reduced in size to provide ecological corridors in the north




and west and maintain the off-set from Horton Brook in the east. Further detail on

the masterplan development process, including in relation to Construction Support

Sites in particular, is contained in the Updated Scheme Development Report and

the Consultation One Consultation Feedback Report, which are available as part

of this Airport Expansion Consultation.

1.4.4 Engagement with the Heathrow Strategic Planning Group (HSPG) has been

ongoing since December 2017. HSPG represents many of the local authorities

and other public organisations responsible for planning the land use, transport,

environment, economic development and sustainable development of the sub-

region surrounding Heathrow Airport.

1.4.5 Our engagement with HSPG has included meetings to introduce the construction

methodology and principles, construction phasing, construction logistics,

earthworks strategy and draft Code of Construction Practice. We have also

engaged with the relevant statutory agencies and other bodies in developing those

aspects of our proposed methodologies and mitigation which have implications for

human receptors and the natural environment. Our proposed approach to

construction has been informed by discussion at these meetings and by

subsequent feedback and review of technical material.




2. CONSTRUCTION PRINCIPLES

2.1.1 Heathrow has identified three key strategic principles for the construction of the

Project, in order to ensure that the approach is developed in line with the Airports

NPS, Government Industrial Strategy: Construction 2025, and other relevant

government strategies and industry led initiatives. The strategic principles are:

• Low carbon and sustainable construction

• Smart and low impact construction

• Collaborative culture with long term opportunities for people and businesses

2.1 Low carbon and sustainable construction

2.1.1 We are making efforts to embed low carbon and sustainable construction practices

into our construction proposals and in particular our earthworks strategy.

Examples include:

2.1.2 Onsite sourcing and recycled materials. The delivery of the Project will focus on

resource efficiency by reducing material use where possible, and by maximising

the use of materials that are sourced on site or are from recycled sources,

consistent with the policies in the Airports NPS on traffic, carbon and resources

management (paragraphs 5.40, 5.80, 5.137 and 5.141 - see section 1.3 above).

For example we are planning to recycle the majority of demolition material and

source sand and gravel on site for concrete production. See section 4.3 for more

information. This will reduce the need for transporting materials to the Project site.

We are also working with suppliers and advisors to source materials and products

that have a low environmental impact.

2.1.3 Minimising generation of waste. We are developing solutions that generate less

waste during earthworks and construction activities and are developing

engineering solutions for the airfield construction that will minimise the amount of

formerly landfilled waste excavation. Where excavation cannnot be avoided,

excavated landfill waste will be disposed of in new landfills within the new airfield,

to minimise the volume of waste sent off site for disposal (see section 4.3 for more

information). This is consistent with the paragraph 5.80 of the Airports NPS, which

refers to the reduction of waste and of the transport of waste.

2.1.4 Use of low carbon transport options. The use of rail for importing materials to

the Project site, and the optimisation of road deliveries through the deployment of

delivery management systems will reduce carbon emissions, effects on local air

quality and congestion from construction vehicles and will enhance safety for local

residents and users of the airport. Heathrow is also committed to encouraging




more sustainable means of travel for its construction workforce and will implement

schemes and initiatives to encourage travel by public transport (see section 4.5 for

more information). This is consistent with the paragraph 5.40 of the Airports NPS,

which refers to Construction Traffic Management and Construction Workforce

Travel Plans.

2.1.5 Mitigation during construction. The Project lies in a water rich environment

which overlaps a number of rivers and lies within a shallow gravel aquifer. We are

developing solutions that minimise the impact of construction on the water

environment which will involve setting out specific zonal approaches to water

management and by incorporating mitigation measures. See section 6 for more

information. We also propose to set targets to minimise water and enegy usage,

and measure progress during construction.

2.2 Smart and low impact construction

2.2.1 We have drawn on our experience in the successful delivery of major construction

projects, including Terminal 5 and Terminal 2, and on the experiences and lessons

learned from major UK and global programmes, to consider how best to make the

construction of the Project ‘smart’ and low impact. Heathrow has already run a

public process to find innovative solutions to the construction and operation of the

expanded Airport by inviting “innovation partners” to test and develop innovative

and deliverable solutions for the Project. Examples include:

2.2.2 Digital technology and automation. The increased deployment of digital

technology and advanced automation across the construction industry will

increase the opportunity for data enabled design, off site production and improved

on-site execution. To support this integration, Heathrow has embarked on a digital

transformation to own and operate a Common Data Environment (CDE) and other

IT systems, tools and techniques that work to facilitate cross-party alignment and

approvals.

2.2.3 Offsite production and Construction Support Sites. The establishment of

Construction Support Sites along the main access roads to the site and as close

as possible to the main construction areas will facilitate the management and

coordination of construction and logistics operations. This will help to minimise

impacts on the local environment, local communities and the road network. See

section 5.2 for more information.

2.2.4 The use of remote Logistic Hubs to support the delivery of the Project will

maximise the opportunity for off-site production, supply chain integration and

consolidation of materials hence reducing the number of construction activities to

be undertaken on-site when compared to a more traditional approach to




construction. This is consistent with paragraph 5.40 of the Airports NPS, which

refers to the use of freight consolidation sites during construction.

2.2.5 Central co-ordination. Day to day construction activities will be centrally

coordinated to ensure agile and effective decision making. This will enable the

Project to coordinate multiple construction activities and to actively engage and

respond to stakeholders. Heathrow will also employ best practice management

and will implement a number of measures to evaluate contractors’ performance

and stimulate their continuous improvement.

2.2.6 Active workforce management. The management of the construction workforce

will aim to minimise or mitigate potential impacts on local communities as well as

to achieve optimum staff productivity and improved health, safety and wellbeing.

Proposed measures include the provision of workforce facilities and services on

site to mitigate the effects on local community and services, the creation of

dedicated bus services from key transport hubs to transport the construction

workforce to and from site, the construction of dedicated temporary car parks

located along key roads away from residents and the provision of managed areas

within the site for workers who wish to bring their own caravan (see section 5.6 for

more information).

2.3 Collaborative culture with long term opportunities for people and businesses

2.3.1 Heathrow has been at the forefront of collaboration since the delivery of Terminal

5 through the use of new type of risk sharing contracts that set the principles for

ways of integrated working, with contractors embedded in project teams from the

outset. We have used our experience to embed the following into our approach:

2.3.2 Enterprise-based delivery model. Building on the Terminal 5 approach and

through the ongoing collaboration with industry led initiatives, Heathrow is

developing a enterprise-based delivery model which creates an integrated

organisation based on longer term relationships between owners, investors,

integrators, advisers and suppliers.

2.3.3 Skills development and training. Heathrow and the wider construction industry

needs a capable workforce to deliver lasting transformational change. We are

working with our partners and stakeholders to develop strategies and measures to

support training and skills development, and address the quality of working

conditions with specific attention given to fair pay, benefits, safety and gender

equality.

2.3.4 Employment and Apprenticeships. The Heathrow Employment and Skills

Accademy supports Heathrow and our supply chain to meet their training and

recruitment needs. It works in partnership with Job Center Plus and other local




employment agencies to ensure that our local communities have access to the

training and employment opportunities at Heathrow. We are also committed to

facilitate 10,000 apprenticeships by 2030 across Heathrow’s direct operations,

supply chain and Team Heathrow companies to help people develop skilled and

sustainable careers. This will include apprenticeships in both the construction and

operational phases of the Project. We are also working with our contractors to help

us understand how we can pool and maximise the use of the Apprenticeship Levy

Funds at Heathrow for re-skilling and up-skilling of the existing workforce. For

more information on our proposals in this area please refer to our Economic

Development Framework.

2.3.5 These principles will continue to inform our approach as we further develop and

refine our construction proposals prior to DCO application, and throughout the

implementation phase of the Project.




3. STRATEGIC SCHEDULE AND PHASES

3.1 Overview

3.1.1 This section provides an overview of the indicative schedule (Graphic 3.1) and key

phases required to deliver the Project (Graphic 3.2 to Graphic 3.8).

3.1.2 We recommend that this section is read in conjunction with the Preferred

Masterplan document, which provides information on the infrastructure referenced

in this document. The indicative schedule may be subject to change and review as

we develop our DCO proposals and it will always be necessary to retain an

element of flexibility in the precise phasing of construction activity.

3.1.3 The main phases of development are:

• Anticipated early works (2020 and 2021)

• DCO grant to runway opening (late 2021 to c.2026)

• Runway opening c. 2026 to 115 million passengers per annum (mppa) in c.

2030

• From 115 mppa in c.2030 to 130 mppa in c.2035

• From 130 mppa in c.2035 to 142 mppa in c.2050

3.1.4 The construction land use requirements will change throughout the construction

phase and will reduce through the lifecycle of the Project. Construction will evolve

from more land intensive activities such as earthworks and infrastructure activities

in the phase from DCO grant to runway opening, to the delivery of buildings and

associated infrastructure in later phases. The majority of work after runway

opening will be contained within the new airport boundary.

3.1.5 Whilst we have set out indicative construction phasing to deliver the full preferred

masterplan, the precise timing and order of terminal and other development after

the opening of the new runway will depend on the demands and needs of

passengers and airlines, as those develop in the future.




Graphic 3.1 Indicative Strategic Schedule




3.1.6 The activities expected to be undertaken in the main phases of development

proposed are:

3.1.7 Anticipated early works – Prior to main works commencing in late 2021,

localised projects are anticipated to commence in 2020, subject to access to land

and any necessary consents being obtained (see section 4.1). This is expected to

include the undergrounding of SSE 132 kV overhead power lines and some

environmental mitigation activities. It is also expected that certain third party

schemes will be constructed during this period, including the proposed

replacement Energy from Waste plant being promoted by the operators of the

Lakeside Energy from Waste facility, which will be demolished by the Project. The

areas where these early works and other third party construction are expected to

take place are shown on Graphic 3.2.

Graphic 3.2 Indicative construction area for the anticipated early works

3.1.8 DCO grant to runway opening – Main construction is anticipated to commence

soon after grant of development consent, expected to be in late 2021. This will

involve approximately five years of major construction over a large area, including

(as shown in Graphic 3.3, Graphic 3.4 and Graphic 3.5):




• demolition of existing buildings and structures,

• earthworks,

• re-provision of some commercial and industrial properties,

• construction and improvement of motorways and the surrounding road

network,

• re-routing of existing gas, water and electric supplies,

• realignment of rivers,

• construction of the new runway and airfield, and

• creation of green infrastructure

3.1.9 Main earthworks activities are expected to commence in 2022 and continue until

2024, with some localised earthworks extending into 2025 and 2026.

3.1.10 The new runway and taxiways construction is expected to start in 2024 and take

approximately 2.5 years to complete including testing and operational readiness.

The new runway and taxiways are therefore expected to be available for aircraft

use in approximately December 2026.




Graphic 3.3 Indicative construction area in c.2023




Graphic 3.4 Indicative construction area in c.2025

Graphic 3.5 Indicative construction area at runway opening




3.1.11 From runway opening (anticipated in 2026) to 115 million passengers per

annum (mppa) in c.2030 – Following the runway opening the majority of

construction activities to the north and west of the new runway will be complete.

Activities during this phase will include (as shown in Graphic 3.6):

• the ongoing development of Terminal 5X (T5X), Terminal 2A (T2A) and

supporting infrastructure,

• the re-alignment of the A3113 and Stanwell Moor Junction,

• the initial phase of the new Southern Parkway,

• the construction of the Southern Road Tunnel connecting the south of the

Airport with the Central Terminal Area,

• the creation of new stand in the Northern Apron between the new runway and

the central runway, and

• The Construction Support Site in the north west of the new runway will be

decommissioned during this period with the exception of the railhead, which

will continue to be used to support construction activities for subsequent

phases.




Graphic 3.6 Indicative construction area at 115 mppa (c.2030)

3.1.12 From 115 mppa (c.2030) to 130 mppa (c.2035) – Construction activities will be

largely located within the Airport and will include (as shown in Graphic 3.7):

• the ongoing development of T5X,

• development of the Northern Apron and construction of the first phase of

Terminal 5X North (T5XN). This will require the demolition of a section of the

A4 and existing facilities.

• development of surface parking and associated changes to the road

configuration at the Northern Parkway, and

• continuation of works to expand the new Southern Parkway.




Graphic 3.7 Indicative construction area at 130 mppa (c.2035)

3.1.13 From 130 mppa (c. 2035) to 142 mppa (c.2050) - Construction activities will be

largely located within the Airport and will include (as shown in Graphic 3.8):

• the completion of the last phase of Terminal 5X,

• the construction of the second phase of Terminal 5XN and associated

taxiways,

• the construction of Terminal 2C satellite and stands,

• the demolition of Terminal 3,

• the construction of Terminal 2D satellite and stands, and

• completion of the Northern parkway.




Graphic 3.8 Indicative construction area in c.2040+ to achieve 142 mppa in c.2050




4. CONSTRUCTION METHODOLOGY

4.1 Overview

4.1.1 We outline below our proposed construction methodology based on the current

stage of Project development. This section explains the general construction

methods that have been used for assessment purposes within the Preliminary

Environmental Impact Report (PEIR). These will be considered further as we

progress toward our DCO aplication, including in response to consultation

feedback.

4.1.2 For the purposes of setting out our proposed methodology we have grouped the

main construction activities as follows:

• Demolition of properties (c.2022 – 2024) and construction of new infrastructure

(c. 2020 – 2024)

• Airfield expansion including earthworks (c. 2022-2026)

• Campus development (c.2024 – 2050)

4.1.3 Our construction proposals aim to keep construction activities within the areas of

permanent land use as far as reasonably practicable. However, where this is not

possible we have identified plots of land that are proposed to be temporarily used

during the construction phase. These Construction Support Sites will be located

along main roads and as close as possible to the main construction areas to

ensure that construction traffic avoids local roads and leaves public roads as soon

as reasonably practicable. Following feedback from Airport Expansion

Consultation One we have reduced the footprint and number of Construction

Support Sites to minimise impacts on the areas surrounding the airport (see

section 1.4 for more information).

4.2 Demolition of properties and construction of new infrastructure

4.2.1 The construction methodology for the following key activities is described in this

section:

• Ground investigations, environmental and archaeological surveys

• Site establishment works

• Installation of temporary facilities and infrastructure

• Reprovision of certain facilities

• Diversion of utilities, roads and rivers




Ground investigations, environmental and archaeological surveys

4.2.2 Exploratory ground investigations and environmental and archaeological surveys

are already underway to inform the Environmental Impact Assessment (EIA),

design development and delivery strategies. Further investigations may be

necessary following DCO grant. Appropriate measures will be adopted to protect

the biodiversity of the area in which the Project will be constructed, with special

attention to specified areas of ecological value. Pre-construction surveys will be

undertaken where necessary to determine the status and distribution of protected

species and locally important species, including their current status and

distribution throughout the Project site (see section 6 of the Draft CoCP).

Site establishment works

4.2.3 Construction activities will generally start with site establishment works, which will

include implementing worksite security measures to prevent unauthorised access

to construction sites and various measures (e.g. bunds, barriers, etc.) to mitigate

potential impacts of construction activities on local residents, businesses and the

environment. The Draft CoCP contains more detail on measures that will be put in

place to mitigate effects.

Installation of temporary facilities and infrastructure

4.2.4 Temporary facilities and infrastructure will need to be installed to progress

construction and logistics operations on site. These will include the provision of

welfare facilities and offices, site entrances, rail facilities, stockpiling areas, internal

construction roads and temporary bridges, batching plants, material conveyors

and any other temporary utilities and infrastructure required to support and deliver

the main construction works.

4.2.5 These facilities will be developed and decommissioned as appropriate to reflect

the different stages of development activity and will be located as far from

sensitive receptors, including residential areas, as is reasonably practicable.

Relevant mitigation measures set out in the Draft CoCP, including site lighting,

fencing and screening, security, etc. will also be implemented at this stage to

minimise impacts during construction.

Relocation of certain facilities

4.2.6 The land required to deliver the expansion of Heathrow is currently occupied by a

variety of land uses including infrastructure, residential, commercial, industrial,

transport, energy, waste, rivers, agriculture and open space uses.

4.2.7 Generally, existing infrastructure and land uses will be demolished (and in some

cases relocated) and/or suitably diverted in a phased approach following DCO

grant. However, some of the uses which we propose to relocate may be subject to




separate planning applications either prior to, or alongside the DCO application.

This could apply to a number of community uses including Harmondsworth

Primary School (Harmondsworth), Heathrow Special Needs Centre (Longford),

Green Corridor (Longford) and Harmondsworth Community Hall (Harmondsworth).

4.2.8 We also intend to begin construction on the new Immigration Removal Centre

(IRC) shortly after DCO grant, and as such we may seek planning consent to

undertake limited site preparation works in advance of DCO grant, subject to

obtaining necessary land access and making other relevant arrangements. As

recognised in the Airports NPS, the IRC plays a vital role as part of the

infrastructure which allows the Government to maintain effective immigration

control and secure the UK’s borders.

4.2.9 Early relocation of these facilities is necessary in order to assist in achieving

runway opening as soon as possible.

Diversion of utilities, roads and rivers

4.2.10 To create the space for expansion it is necessary to divert certain utilities, roads

and rivers.

4.2.11 In these cases most existing assets will be maintained in their current state until

the new assets are complete.

4.2.12 We intend to divert multiple utilities along the alignment of the proposed new

roads, including the new A4 and A3044, to avoid distrupting existing roads. Where

multiple changes to utilities are required in an area, works will be undertaken in a

single operation where possible, to reduce potential effects on the public during

the works. There are a number of small tunnels and underpasses required to

accommodate roads and utilities. Many of the tunnels are proposed to be

constructed off-line and/or within the Airport boundary.

4.2.13 Infrastructure facilities which require early relocation include Scottish and Southern

Electricity (SSE) overhead power lines and HV substation at Poyle and relocation

of Spout Lane lagoon to Mayfield Farm.

4.2.14 In relation to roads, phasing will be sensitive to road users, local businesses and

airport operations. Examples include:

4.2.15 In order to maintain traffic connectivity and access to properties and reduce

potential effects on road users, the existing section of the A4 affected by the new

runway will be demolished only following the completion and operational handover

of the new proposed A4 diversion.

4.2.16 The realignment of the M25 will be constructed off-line with minimal construction

or roadworks taking place on live, operational roads to avoid disruption to existing

motorway traffic. Due to the different timing for the demolition of existing assets




located along the new M25 realignment, construction will be undertaken in

sections.

4.2.17 The proposed works to the M25 include a western roundabout extension at J14

and extensive modifications at J14a. The construction of the new roundabout

extension at J14 is proposed to be completed without impacting the traffic on the

existing junction. J14a would be redeveloped in phases with the installation of

temporary measures to maintain traffic flow.

4.2.18 Where reasonably practicable, public rights of way for pedestrians and cyclists

affected by construction will be maintained, including reasonable adjustments to

maintain inclusive access.

4.2.19 There are also a number of rivers that need to be diverted/realigned to maintain

the connectivity of these rivers through the site. The approach to rivers diversion

will be to maintain the existing river corridors in their current condition until the new

river corridors have been sufficiently established.

4.2.20 Heathrow will also incorporate the following into the design and construction of the

river diversions:

• The new river channel will be constructed whilst all flow remains in the existing

river channel.

• The phased movement of rivers (including relocation of fish from old river

channels) will be sensitive to fish spawning seasons.

• Fish subject to removal from old river channels will be placed upstream and

downstream of the construction site in reaches where habitat will not be

disturbed by construction activities from the Project.

• The removal of old river corridors will only take place once alternative terrestrial

ecological corridors are in place, including riparian areas where these are vital

for ecological connectivity.

4.2.21 In addition, upstream flood storage areas will be created to mitigate the

displacement of areas of floodplain within the expansion area in order to prevent

any increase in flood risk elsewhere.

4.3 Airfield Expansion

4.3.1 The construction methodologies for the following key activities are described in

this section:

• Earthworks

• Materials management




• Airfield construction

• Dewatering and infilling of waterbodies

Earthworks

4.3.2 Earthworks is a key component of airfield expansion as it creates the horizontal

and vertical layout of the airfield plate (encompassing runway, taxiways, aprons

and stands) and the platform for other infrastructure including roads, rivers and

buildings. The earthworks for the airfield plate is a significant factor in determining

the overall earthworks material balance.

4.3.3 There have been four main elements to the development of our earthworks

strategy:

4.3.4 Optimisation of fill requirements. The key driver was the minimisation of the

quantities of material needed to be imported onto site or exported off it. This

reduces the impact on the road and transport network as well as the impact to cost

and programme.

4.3.5 Borrow pits. Identification of potential on-site sources of ‘fill ‘material (i.e. material

used to artificially raise existing ground levels such as soil, rocks and aggregates)

to plug the materials deficit.

4.3.6 Design solution development. This work centred on the identification of

engineering solutions to facilitate the development of the expanded airport and to

respond to challenges such as the extensive presence of landfills and minimising

excavation.

4.3.7 The earthworks in support of the Project will require a large volume of material to

be moved over three years (c. 2022-2024), with some localised earthworks

extending into 2025 and 2026.

4.3.8 Earthwork materials will be generated on site from the following sources:

• Cut and fill operations - whereby material is ‘cut’ from one location and used

to ‘fill’ voids created in another area, for example from minerals excavations, or

to raise the level of the land in another area. ‘Fill’ is the placement and

compaction of layers of the soil to form a level surface that allows construction

to take place.

• Borrow pits - where gravel, sand and clay will be dug for use at other

locations on site. The proposed borrow pits are (as shown in Graphic 4.1):

o Northern Strip (south of Harmondsworth)

o Taxiway islands (south of Harmondsworth)




o East of Saxon Lake (north of Harmondsworth)

o Colnebrook at Poynings (north of M4).

• Demolition of existing buildings and infrastructure

4.3.9 These sources are expected to generate a significant volume of earthworks,

totalling in excess of 20 million m3. Approximately 8 million m3 would be expected

to be moved during the peak year of construction (expected to be c.2023) prior to

runway opening. More information on the management of these materials is set

out below.

Graphic 4.1 Proposed Borrow Pit locations

Materials Management

4.3.10 A Materials Management Plan will be developed, setting out how materials

(including cut and fill, borrow pit arisings and waste) will be managed during

construction. The focus will be on waste prevention and minimisation with

contractors having responsibility for reducing the waste generated from all

construction-related activities. Measures to reduce waste impacts from

construction works include the timely and efficient storage of materials on-site.




4.3.11 Topsoil and natural subsoils will be stripped as close as reasonably practicable to

the period of excavation or other earthworks activities, to reduce risks associated

with runoff, odour or dust generation. Further detail is provided in chapters 4 and 9

of the CoCP. Where possible, topsoil and natural subsoil will be placed in its final

reuse location following stripping, so as to avoid the need to stockpile. If this is not

possible it will be temporarily stockpiled until it can be used. Where stockpiles are

required, these will be designed and managed to reduce dust generation and

visual intrusion.

4.3.12 Where excavated gravel, sand and clay cannot be used immediately, and delay of

excavation is not feasible due to phasing constraints, the material will be

temporarily stockpiled. In general, material requiring stockpiling to the east of the

M25 will be stockpiled to the north-east of the Project site in CS 15 and CS 16 ,

with stockpiling to the west of the M25 proposed in an area just north of the

existing A4. This is shown in Graphic 4.2. Other minor stockpiling will be required

in localised areas across the Project site.

Graphic 4.2 Proposed stockpile areas

4.3.13 The earthworks are expected to generate a surplus of sand and gravel which will

be processed and used for applications other than the bulk earthworks such as




aggregate for concrete production. Crushing and screening of demolition arisings

(e.g. concrete) will also be undertaken on-site to produce recycled granular fill

materials.

4.3.14 As part of the EIA for the Project we will undertake a land contamination risk

assessment. This will inform derivation of acceptance criteria for re-use of

excavated materials in the earthworks (which will be used in conjunction with

geotechnical assessment criteria).

4.3.15 The overall approach to the management and potential remediation of ‘made

ground’ (i.e. land where natural soils have largely been replaced by man-made or

artificial materials) will be based on ‘suitability for use’ principles, which is

consistent with Airports NPS paragraph 5.11. Chapter 9 of the Draft CoCP

contains further information on our approach to management of construction on or

adjacent to contaminated land.

4.3.16 In circumstances where re-use or recovery of excavated material is not possible,

and the material constitutes waste, it is proposed that, with the exception of

hazardous waste, it would be disposed of in new, on-site landfills. The Northern

Strip and Taxiway Island borrow pits are proposed to be converted to new landfills

after sand and gravel and underlying London Clay have been excavated. Another

new landfill is proposed to be constructed by infilling Old Slade Lake (shown in

Graphic 4.3). These will be appropriately engineered in accordance with relevant

legislation and Environment Agency guidance and will be subject to environmental

permits.

4.3.17 Constructing new landfills within the new airfield will reduce the need for vehicle

movements to and from the site to remove such material, and thereby limit

environmental effects resulting from transporting such waste to off-site disposal

facilities. This is consistent with paragraph 5.80 of the Airports NPS. It will also

minimise the need to store excavated landfill waste on site. Where direct

emplacement in a new landfill is not possible, some temporary storage may be

required in the proximity of the area of landfill excavation. Contaminated materials

that require temporary storage will be held in contained areas with impermeable

bases and bunding to prevent infiltration and run-off of contaminated waters.

Where necessary the deployment of odour suppressant measures will be

implemented.

4.3.18 A Site Waste Management Plan will be prepared in accordance with the

requirements of the CoCP. The role of the Plan is to minimise waste arising from

construction and to facilitate good practice for waste management. Furthermore,

all waste management practices must comply with legal ‘duty of care’

requirements, to protect the interests and safety of the environment and others

from the potential impacts of handling, storing, transporting and depositing of




excavated materials and the demolition and construction wastes that arise from

the Project.

Graphic 4.3 Proposed new landfill locations

Airfield construction

4.3.19 The runway and taxiways are proposed to be constructed on an area of land which

has been subject to landfilling. Landfill materials are compressible and can be

prone to settlement, i.e. downward movement of the ground.

4.3.20 As a result, a key focus for the earthworks strategy has been the identification of

the best way to control settlement on the airfield so that it remains within

acceptable limits. This is particularly significant for runways, taxiways and aircraft

stands, where strict operational limits are set.

4.3.21 There are three potential solutions in relation to earthworks and engineering in

these areas:

• Excavate the landfills and replace with clean backfill

• Pile through the base of the landfills, minimising excavation




• Undertake ground improvement works, which do not involve piling through the

base of the landfills, and which also minimise excavation

4.3.22 These options have been informed by an Innovation Working Group led by

Heathrow that included geotechnical experts from academia and industry, together

with other key stakeholders. This included a benchmarking exercise to examine

relevant projects internationally that have encountered and dealt with similar

ground conditions and challenges – particularly where these have involved

construction over landfill.

4.3.23 Further detail on these options is presented in chapter 14 of the Updated Scheme

Development Report. A key component of our earthworks strategy has been to

minimise the generation of waste. However, which of these solutions is adopted in

different parts of the site will also depend on the proposed use, the depth and

nature of the landfill and the underlying geology. The final solution chosen for each

area will be dependent on the outcome of the curent ground investigations and

ongoing discussions with stakeholders.

4.3.24 The construction of the new runway, taxiway and other civil works and systems will

be phased between c. 2024 and 2026 to fit the completion of the earthworks in

each zone. Activities that will be carried out during this phase include the

construction of concrete pavements, drainage and other services installation and

the construction of associated airfield facilities and perimeter roads.

4.3.25 As part of the design process we are exploring options to minimise the amount of

concrete used for construction, however there will still be significant quantities

required for the runway, taxiways, terminals, roads and other infrastructure. To

maximise the use of more sustainable freight modes during construction we will

deliver concrete material to the project by train as much as practicable. Batching

plants and pre-casting areas will be established on site to minimise the transport

ready mix concrete by road. Materials for concrete production will be stored on site

with sufficient supply to ensure continuous production and reduce exposure to

supply risks.

4.3.26 We will locate the main batching plant at the proposed rail facilities by the

Colnbrook branch line to optimise delivery by rail and to minimise the potential

impacts of noise and dust associated with the operation of such plant to sensitive

areas. Other batching plants may potentially be placed within the Construction

Support Siteslocations to facilitate localised concrete supply to the various work

sites.

Dewatering and infilling of waterbodies

4.3.27 The airfield earthworks platform also extends over Colnbrook West and Orlitts

lakes to the west of the M25 that will require dewatering and infilling.




4.3.28 A range of measures will be adopted during the construction phase to control

potential risks to the water environment and local communities arising from

earthworks activities. For example, flood plains will be maintained and/ or

compensatory flood storage provided before any loss of flood plain is incurred as a

result of the Project. The Draft CoCP and PEIR outline our preliminary thinking on

some of the key measures that will be required to manage impacts on the water

environment. These will be developed further, with relevant stakeholders, as our

construction proposals mature further.

4.4 Campus development

4.4.1 The construction methodology for the following key activities is described in this

section:

• Development of Terminal 5, Terminal 5X and Western Landside Terminal Zone

(WLTZ) and Northern Apron including Terminal 5X North.

• Development of Apron 2 and 3, the expansion of Terminal 2 and replacement

of Terminal 3.

4.4.2 We will aim to ensure that any works within the existing airfield will not adversely

affect airport operations or passengers. Maintaining or improving connectivity

between terminals during the construction stage will also be a key consideration in

how the works are phased.

4.4.3 We are also exploring opportunities to maximise off-site production adopted in the

delivery of the new terminal buildings, utilising the Logistics Hubs and the

Construction Support Sites. This will allow us to develop repeatable and buildable

solutions that maximise efficiency, reduce the on-site resources required and

minimise construction impacts.

Development of T5, T5X and T5XN

4.4.4 There are a number of constraints to building additional capacity in the West of the

airport, including roads, rivers, buildings, car parks, underground utilities and the

proposed Western rail link to Heathrow, which is being developed by Network Rail.

To overcome the effect of these constraints, terminal capacity construction will be

phased.

4.4.5 T5X site clearance and construction is planned to start start before runway

opening with the first phase of T5X completed before reaching 115 million

passengers per annum (mppa) in c. 2030 and the remaining development

happening between c. 2030 and 2040.

4.4.6 Development of the Northern Apron is planned to include new stands constructed

by c.2030 whilst T5XN will be developed later between c.2030 and 2040.




Development of T2 and replacement of T3

4.4.7 Development in the Central Terminal Area will require a number of structures and

services to be diverted before runway opening to facilitate the expansion of

Terminal 2 which is planned to take place after runway opening, but prior to

reaching 115 mppa in c.2030.

4.4.8 Further expansion in the Central Terminal Area i.e. T2C, T3 demolition and T2D

construction is planned to occur during growth from 130 to 142 mppa and take

place post 2040.




5. CONSTRUCTION AND LOGISTICS MANAGEMENT

5.1 Overview

5.1.1 The expansion of Heathrow will involve a large number of concurrent projects

requiring an extensive supply chain network and a large labour force.

5.1.2 As set out in Section 2, a driving principle for the delivery of the Project is to

provide solutions that maximise the off-site production of materials and products

and optimise the flow of freight and workforce to site. This would reduce adverse

effects on local communities, the general public, the environment and airport

operations.

5.1.3 The Airports NPS refers to “localised sourcing of construction materials” in

paragraph 5.40. This has been a key principle in developing our earthworks

strategy, and for example, all our fill material is expected to be sourced on site.

However, this and other localised sourcing will be supplemented by off-site

production of materials and products, to spread the economic benefits of the

construction phase of the Project to the rest of the UK.

5.1.4 The Airports NPS also refers to “transport of materials to site by alternative modes

to road” and “the possible use of rail and consolidation sites or waterways” (see

section 1.3 above). Our approach to construction and logistics considers these

possibilities, and in particular the use of rail and the use of consolidation sites.

5.1.5 Our proposed approach to construction and logistics management will involve:

• The implementation of Construction Support Sites to facilitate, manage and

coordinate construction and logistics operations, before materials are delivered

to the various work sites for erection or assembly in-situ.

• The maximisation of rail freight for the delivery of materials by constructing a

dedicated railhead at CS – RF1 (shown on Graphic 5.2) and by selecting

remote Logistics Hubs with dedicated railhead facilities where feasible. Rail will

also be used to remove some materials from the site where practicable.

• Reducing road freight by consolidating and configuring material at the remote

Logistics Hubs and Construction Support Sites for Just-In-Time delivery to

minimise storage at the work sites. We will also implement delivery

management systems to control and manage all road deliveries to and from the

site.




• The selection and adherence to designated access routes that avoid

residential roads and the creation of Heavy Goods Vehicles (HGV) parking

areas at some of the Construction Support Sites that will discourage HGVs

from parking on the road network and provide a location where they can be

controlled and held.

• The choice of location of construction facilities, compounds, parking, site

entrances, construction roads, etc. has ensured that these are located as far as

possible from residents and, where this is not possible, that appropriate buffer

zones and other measures set out in the Draft CoCP are in place to minimise

impacts.

• The use of remote Logistics Hubs across the UK to maximise off-site

production, consolidation and supply chain integration (as shown in Graphic

5.1).

Graphic 5.1 Proposed facilities for management of construction and logistics operations




5.2 Construction Support Sites

5.2.1 We are developing plans that aim to keep construction activities within those areas

identified by Heathrow for permanent land use as part of the Project, where

reasonably practicable. Where this is not possible we have identified plots of land

that will be temporarily used during the construction phase. These identified

Construction Support Sites (the locations of which are shown in Graphic 5.2) are

located along the main access roads to the site and as close as possible to the

main construction areas. This helps to minimise impacts on the local environment,

local communities and the road network.

5.2.2 The Construction Support Sites are each expected to include some or all of the

following activities:

• Construction compounds: areas allocated to the management of people and

resources - including the location of site offices, workforce welfare, plant and

maintenance operations, and storage and laydown areas for construction

materials.

• Site entrances and control posts: areas that provide security checks for

vehicles, materials and workforce entering and leaving construction sites.

• Temporary car parking: to be used by the workforce in addition to public

transport.

• Controlled HGV Parking: areas allocated to manage the flow of HGVs

arriving and departing the construction zone and ensure minimal impact to

local communities. These areas facilitate Just-In-Time delivery, so the vehicle

is called upon when it is required onsite rather than circling the site on the

surrounding road network

• Batching plants: equipment that combines various materials to form concrete

and asphalt.

• Pre-fabrication and pre-assembly facilities: providing the ability to

manufacture pre-cast products and other construction components and to pre-

assemble components before moving them to the construction area for

erection or assembly in situ.

• Railhead: The railhead (proposed to be located at the proposed Construction

Support Site adjacent to Colnbrook – RF1 – shown on Graphic 5.2) will be the

principal import facility for bulk materials, primarily aggregates, sand and

cement for concrete and asphalt production. Other materials and containerised

goods for construction purposes may also be delivered by rail. Rail will also be

used to export materials off-site where appropriate.




• Workforce welfare facilities: changing rooms, catering facilities, toilets, etc.

• Hardstandings for workforce accommodation: managed areas for workers

who choose to bring their own caravan accommodation.

5.2.3 The detailed design of each of the Construction Support Sites will ensure that

there are suitable set-backs and buffers to sensitive land uses, including

residential properties, watercourses and any biodiversity areas, as necessary.

5.2.4 The requirement for Construction Support Sites will change throughout the

construction phases and will peak during earthworks and runway construction.

Post runway opening, construction of terminals and associated infrastructure will

require less land take for construction support purposes. Construction Support

Sites are expected to be required as follows throughout the construction period:

• Early works – no Construction Support Sites anticipated

• DCO to runway opening – all completed and in use (with decommissioning of

CS2 proposed from 2025)

• Runway opening to 115 mppa – decommissioning of CS1, CS13 and CS18

• 115 mppa to 130 mppa – decommissioning of CS11 and CS12

• 130 mppa to End state – phased decommissioning of all remaining

Construction Support Sites.




Graphic 5.2 Location of the proposed Construction Support Sites

5.3 Management of construction traffic

5.3.1 The Airports National Policy Statement (Airport NPS) suggests that applicants for

DCO projects should consider developing a Construction Traffic Management Plan

as a potential mitigation measure (see section 1.3 above). We support this and

have produced two preliminary Plans for this Airport Expansion Consultation,

which are appended to the Draft CoCP, and which we are consulting on:

• Preliminary Outline Construction Traffic Management Plan

• Preliminary Outline Construction Workforce Travel Plan

5.3.2 These documents form a part of our strategy to mitigate the effects of construction

traffic.

Preliminary Outline Construction Traffic Management Plan

5.3.3 The overall objectives of the Preliminary Outline Construction Traffic Management

Plan are to ensure that construction vehicles are managed to:

• Lower emission levels




• Enhance safety for local residents and users of the airport

• Reduce congestion from construction vehicles

5.3.4 It describes the range of measures which will be used to encourage sustainable

freight and manage the impacts of construction traffic, including:

• Development of detailed traffic management plans;

• Commitment to safety and environmental standards and programmes;

• Adherence to designated routes;

• Delivery Scheduling and Management System (DMS);

• Re-timing for out of peak deliveries;

• Use of holding areas and vehicle call off areas; and

• Use of logistics hubs and consolidation centres.

Preliminary Outline Construction Workforce Travel Plan

5.3.5 Heathrow is committed to encouraging more sustainable means of travel for its

workforce and will implement schemes and initiatives to inform its construction

workforce about the range of travel methods available.

5.3.6 The Preliminary Outline Construction Workforce Travel Plan focuses specifically

on how construction workers are likely to travel to and from the Project and

identifies measures that encourage alternatives to the use of private car,

especially single-occupancy journeys. It sets out our aspirations to encourage

alternative means of travel, particularly as a way to reduce the environmental

impact of the Project, and ensure that construction staff have a choice of travel

options and can access the site appropriately during construction.

5.3.7 We aim to achieve a public transport mode share of at least 60% for construction

workers travelling to/from site over the construction period and to exceed this

where possible. Where public transport routes terminate at the Central Terminal

Area (CTA), Hatton Cross or at Terminal 5, the Project will provide dedicated bus

services to transport the workforce onwards to their work location . We expect to

supplement existing bus routes with project specific services, if a need is

established.

5.3.8 It is likely that a proportion of the workforce will reside to the north, south and west

of Heathrow where public transport connectivity to the airport is less developed.

The construction workforce located in these areas may have no alternative but to

drive to the site, although bespoke shuttle bus services could be supplied from key

locations if there is sufficient demand to supplement existing public transport




services. It is also anticipated that people working evening and night shifts may

need to drive due to the reduced public transport options available at night.

5.3.9 The approach to car parking for the construction workforce is therefore to provide

a minimum number of temporary parking facilities, which will be controlled by

Heathrow and located near the major access routes to the airport. Project bus

services will then transport workers from the car parks to their site offices or

workplaces. Available car parking will be managed to ensure that spaces are

allocated on a needs basis.

5.3.10 Heathrow already operates a very well-established car share scheme. A number

of car parking spaces within the Construction Support Sites will be allocated to car

sharers to encourage more workers to choose to car share. Some construction

workers may walk or cycle direct to site or bus pick-up points and Heathrow will

ensure that suitable provision is made at the parking facilities to cater for these

modes of transport. Initiatives such as these would help to improve air quality,

lower carbon emissions and help manage congestion, in accordance with Airport

NPS requirements.

5.3.11 Please refer to the Plans, as well as section 13 of the Draft CoCP, for further

information on the management of construction traffic and worker movements.

Railhead

5.3.12 A proposed new rail head will be developed for the import of bulk materials and

aggregates and containerised goods for construction purposes. The rail head will

be located on the Colnbrook branch of the Great Western Main Line (GWML). The

proposed location is immediately north of the proposed north-west runway where it

crosses the M25 into the Colne Valley (see RF1 in Graphic 5.2).

5.3.13 The daily number of freight trains is dictated by the number of train paths available

in the national rail network and the capacity of the junction where the national

network connects with the Colnbrook branch at West Drayton. Capacity

enhancement options are being considered to the line at West Drayton to allow

access to the Colnbrook branch to/from the west (the branch is currently only

accessible from the east). Further work is ongoing to establish capacity, but it is

likely that the railhead will operate 24 hours a day in order to utilise available paths

during the night time hours, when passenger services are much reduced. The

logistics approach proposed seeks to use this capacity to its maximum, thus

minimising the dependency on road haulage and the associated impacts of an

increase in HGVs on the road network.

5.3.14 The rail line that serves the Total Fuel Depot will be severed by the new runway

and, therefore, a replacement would be provided. Consequently the rail line that

serves the Total Fuel Depot would be diverted and realigned in an east-west




direction alongside the construction railhead to ensure that aviation fuel supply is

maintained to the expanded airport. The rail line relocation includes sidings

together with associated infrastructure and buildings, including fuel storage areas.

This provides for existing and future demand at Heathrow Airport.

Management of Construction Freight

5.3.15 Where construction freight is brought to site by road, it will be managed by

ensuring adherence to dedicated routes and specific arrival slots. Delivery

management systems will allocate pre-booked delivery slots to suppliers, allowing

the time of each delivery to be controlled, thus managing the flow of vehicles

arriving at the site entrances. This will also allow for the spread of deliveries

throughout the day and so mitigate the impact of construction traffic on the road

network, especially during peak times.

5.3.16 In order to mitigate impacts on local air quality, Heathrow will require all

construction vehicles and worker shuttle buses during construction to be powered

by set minimum vehicle emission standard engines. Heavy Goods Vehicles

(HGVs) will be required to comply with Euro VI emission standards. Petrol Light

Duty Vehicles (LDVs) will be required to comply with Euro 4 emission standards

and Diesel LDVs will be required to comply with Euro 6 emission standards. This

is consistent with paragraph 5.40 of the Airports NPS, which refers to the use of

cleaner engines. Further details on our proposed approach to the management of

construction traffic are set out in chapter 13 of the Draft CoCP, which we are

consulting on.

5.3.17 In developing our construction proposals, we have considered the option of

transporting materials and delivering goods by water via the River Thames and/or

the Grand Union Canal, which is suggested as a possible mitigation measure by

Airport NPS paragraph 5.40. Due to lack of water connectivity to the site and the

distance between the site and the nearest river/canal, this option is not considered

feasible. Should a Logistics Hub be positioned at or in close proximity to a sea

port, we would seek to work with the hub provider to make best use of delivery of

goods by sea and rail to an area closer to Heathrow, where practicable.

HGV parking/holding areas

5.3.18 HGV parking/holding areas are proposed to be located within some of the

Construction Support Sites to act as a buffer for parking and holding HGVs when

required. This would ensure efficient management of vehicle movements and

reduce potential circulation/parking of HGVs on the local road network as early

arrivals wait for their delivery slot. Additionally, these HGVs parking/holding areas

will offer a security checking facility, so reducing the level of inspection required at

the site entrances.




Pre-fabrication and pre-assembly

5.3.19 Materials and equipment delivered to site may be pre-fabricated and/or pre-

assembled before installation. Pre-fabrication and pre-assembly may also take

place at some of the Construction Support Sites where dedicated areas would be

established. The large sections would then be transported using large trailers

along the internal site roads to the point where they can be lifted into position.

Where abnormal loads would be delivered to site by public road, all such deliveries

would be subject to existing special controls to minimise the impact on other road

users.

5.4 Access and circulation

5.4.1 The points of access to the site will vary throughout the period of construction.

Access will be from the road network either directly or via the Construction Support

Sites onto temporary roads, which will be developed on site to facilitate the

movement of vehicles carrying excavation and construction materials, as well as

buses, around the site.

5.4.2 The temporary roads will vary in location, alignment and specifications according

to the construction needs and phasing (please see section 5.5 for more

information).

5.4.3 Graphic 5.3 to Graphic 5.8 illustrate the principal access routes for construction

traffic during the proposed development stages. Our objective is to minimise the

distance travelled on local public roads by utilising the trunk road network and

main roads on the local road network (e.g. A4 and A3044) and providing dedicated

construction routes off the public highway as quickly as reasonably practicable.

For other local roads, such as town/village centres and high streets, access for

construction traffic will be restricted but may at times be necessary, for instance to

enable transport or delivery of locally sourced materials.

5.4.4 Generally, access along residential roads will be prohibited. In instances where

access on lower classification local roads and roads within residential areas is

unavoidable, Heathrow and the main contractors will implement measures to

mitigate and manage negative effects.

5.4.5 The design and construction of site accesses will be completed to a suitable

standard to enable the safe access and egress of vehicles in a forward direction in

order to limit disruption to other road users.

5.4.6 At the start of main construction activities, construction traffic circulation will be

reliant upon the existing road network. The principal east-west corridor will be the

A4, whilst the A3044 will provide north-south connectivity. This is shown in

Graphic 5.3.




Graphic 5.3 Construction – Traffic Routes early construction

5.4.7 In c.2023 sections of the planned internal construction road network is planned to

be in place to support construction operations including a proposed temporary

construction bridge over the M25. This will keep site construction traffic off the

public road network. The existing A4 and A3044 will remain open at this stage and

will still provide access and connectivity between the various areas of the Project

that cannot be connected via the internal construction road network. This is shown

in Graphic 5.4.




Graphic 5.4 Construction – Traffic Routes c.2023

5.4.8 In c. 2025 the sections of the A4 and A3044 within the construction site will be

closed and demolished and all major internal construction roads will be segregated

from the public highway network. This is shown in Graphic 5.5.





5.4.9 After runway opening construction traffic will significantly reduce and acces to the

various construction sites will be via the upgraded public highway network

including the new A4 and A3044. This is shown in Graphic 5.6, Graphic 5.7 and

Graphic 5.8.




Graphic 5.6 Construction – Traffic Routes Runway Opening






5.5 Segregated Construction Network

5.5.1 A number of temporary roads will be developed on site to facilitate the movement

of construction vehicles. These are shown in Graphic 5.3 – Graphic 5.8, and

include:

• Haul roads – dedicated to earthworks transport

• Internal construction roads – dedicated to all the other construction traffic

including HGVs and buses

• Service roads – dedicated to inspection and maintenance of the fence line,

and a secondary route for emergency service access (note that these are not

shown on Graphic 5.3 – Graphic 5.8)

5.5.2 These roads will vary in location, alignment and specifications according to

construction needs and phasing. The temporary roads will cross a number of

physical restrictions including public roads and watercourses. This will be

facilitated by the installation of temporary bridges.




5.5.3 The movement of construction traffic will be planned to ensure the effective and

efficient operation of the site and avoidance of unecessary vehicle movements.

The enforcement of speed limits will improve safety and suppress dust emissions.

Haul Roads

5.5.4 Haul roads dedicated to earthworks will typically be constructed on existing terrain

consisting of sands, gravels or clay formation and built up with acceptable

excavated material where required. Continued maintenance of the haul roads will

eventually produce a stable and polished surface of low rolling resistance that will,

if properly maintained, give good service to the dump-trucks.

5.5.5 Where particularly heavy use is expected, some sections of the haul road network

will be asphalt-surfaced. The level of the haul-roads will change as the excavation

progresses, but will remain fairly constant through the cut/fill transition areas.

Internal Construction Roads

5.5.6 HGVs, buses and other vehicles will be allocated to the internal construction

roads. These will not normally be used by earthworks vehicles to avoid mixing

general construction traffic with site dump-trucks as both a safety and productivity

precaution.

5.5.7 The internal construction roads will be constructed in accordance with the relevant

standards as required for heavy vehicle usage and estimated traffic volumes.

These roads will be surfaced with tarmac or compacted granular material as

appropriate, and the surface water drainage for the roads would be tied into the

sitewide drainage system.

5.5.8 Two main strategic internal construction road routes are proposed to facilitate the

movement of materials and people on site (see Graphic 5.4 and Graphic 5.5):

• a north-south alignment (east of M25); and

• an east-west alignment

5.5.9 The north-south alignment is to provide a principal artery for the movements of

materials between the south west and the north east ends of the airfield.

5.5.10 The east-west alignment links areas east and west of the M25. This route includes

a temporary bridge over the existing M25 and approach ramps on either side.

5.5.11 In addition to the main strategic internal construction road routes, other internal

roads are proposed for the construction of the linear infrastructure elements,

including the M25, A4, and other Local Roads. Where practicable these will be

confined to the same alignment, to minimise wider impacts.




Service Roads

5.5.12 Service roads will be allocated to vehicles required for the mantenance of

perimeter fences and other perimeter services, such as CCTV and also provide for

a secondary route for emergency services vehicles.

5.5.13 The service roads will be constructed in accordance with the relevant standards as

required for the estimated traffic volumes. These roads will be compacted granular

material or will be surfaced with tarmac as appropriate. Any surface water

drainage for the roads would be linked into the sitewide drainage system.

5.6 Management of the construction workforce

5.6.1 The construction workforce is projected to reach a peak of approximately 14,000

people in 2024-2025. This compares with 8,000 people on Terminal 5 and 5,000

people on Terminal 2.

5.6.2 The workforce will then drop following the completion of the runway and is

expected to vary between approximately 2,000 and 5,000 from runway opening to

end state. During this period the workforce will be be largely confined to the

construction areas of the new terminals/satellites or within other new airport

supporting facilities and related developments largely within the curtilage of the

Airport.

5.6.3 The majority of the construction workforce is anticipated to be drawn from the

existing construction labour market residing within a commutable distance of

Heathrow, therefore temporary living accommodation would not need to be

provided. Heathrow’s location in London also benefits from a well-developed

housing market and public transport links, so the requirement for construction

accommodation facilities is less than for more remote infrastructure construction

projects.

5.6.4 As evidenced on other major construction projects some sections of the workforce

are known to choose to live in their own caravans, Due to the possible demand for

caravan infrastructure and to prevent the creation of unlicensed caravan sites,

Heathrow intends to develop and manage dedicated areas of hardstanding to be

located within some of the Construction Support Sites. By establishing this

capability, the demand and management of these locations can be carefully

monitored.

5.6.5 We may also utilise accommodation that comes into our ownership in the areas

around the site for accommodating construction workers. We will engage with

relevant stakeholders, including local communities, in the preparation of the

Construction Worker Accommodation Strategy and a draft of the Strategy will be

provided with the DCO application.




5.6.6 A Worker Code of Conduct will be implemented, which will cover the general

behaviour expected of those involved in construction activities including their

interaction with local communities. Particular provisions will be included relating to

construction workers using their own caravan accommodation, construction car

parking, and local community and recreation facilities. To avoid negative impacts

on occupational health and wellbeing, Heathrow will ensure that there is provision

for access to welfare and occupational healthcare facilities on site. These

proposals are consistent with requirements for “active workforce management” set

out in paragraph 5.40 of the Airports NPS (see section 1.3 above).

5.7 Worksite Security

5.7.1 Due to the geographical spread of the Project it will not be possible, at least

initially, to create a fenced perimeter around the whole construction site.

5.7.2 As set out in section 4.5 of the Draft CoCP, Heathrow and the main contractors will

ensure that the security measures will include adequate and appropriately

designed and maintained perimeter security facilities. This may take the form of

fencing, barriers, ditches/ bunds or hoarding of suitable strength and dimensions

where necessary. These elements will be designed so that they respond to

landscape character, visual amenity and biodiversity in each location, whilst taking

account of site security and public safety needs and vulnerabilities.

5.7.3 It is anticipated that the site will, from a security perspective, be split into individual

areas that will mutually support each other in order to best facilitate the security of

the site overall.

5.7.4 Heathrow is planning for security processes and procedures to be standardised

across the construction sites. Aviation security rules will be followed where

applicable. Security measures will include the following, as appropriate:

1. A programme-wide security regime to monitor access and egress of personnel

2. Security guards and patrols during and beyond core working hours on site

3. Infrared surveillance, CCTV and alarm systems where required

4. Communication programmes to warn local schools of construction-related

dangers

5. Consultation with relevant stakeholders such as neighbours and local crime

prevention officers on site security matters

6. Immobilisation of plant outside of core working hours, removing from site or

securing hazardous materials, securing fuel storage containers and preventing

unauthorised use of scaffolding to gain access to restricted areas and

neighbouring properties.




5.8 Temporary Utilities Infrastructure

5.8.1 Surface water run-off from the construction sites will be managed to avoid any

increase in flood risk downstream and to protect downstream water quality.

Dedicated temporary construction site surface water drainage systems will be

constructed as part of the site preparation and earthworks. These will include

appropriately sized attenuation and treatment facilities such as attenuation basins

and/or ponds, settlement or detention basins, and hydrocarbon interceptors.

5.8.2 The drainage system will be designed to handle surface water run off from the

construction areas, groundwater pumped from the excavation, borrow pits, lake

dewatering and tunneling works, as well as water discharged during early

commissioning of the various assets. These discharges would be directed via

water treatment facilities to surface watercourses. The temporary construction

drainage system would be divided into different drainage zones depending on the

topography and work phases.

5.8.3 A new sewage collection network would be installed for the construction

workforce, appropriate temporary plant and buildings would be provided as

required to ensure acceptable discharge quality. Discharge rates would be

managed appropriately, where required and dependant on the point of discharge.

5.8.4 Electrical power and water would be provided for the construction works by means

of a dedicated supply from the existing power and water networks with a new

temporary distribution network serving the whole of the construction site. Mains

electricity or battery powered equipment will be used to reduce the use of diesel or

petrol-operated generators or equipment where reasonably practicable. The

temporary electrical and water systems would be decommissioned as the

construction area is cleared and the supply from the existing network would be

terminated.

5.8.5 We will construct permanent utilities as early as possible to minimise the use of

the temporary utilities as far as reasonably practicable.

5.9 Temporary Buildings and structures

5.9.1 A range of buildings, structures and plant will be required temporarily in connection

with and for the duration of the construction works. The height of any temporary

buildings and structures will vary depending on construction requirements but will

be kept well within the height limitations imposed by the airport.

5.9.2 Temporary buildings include offices, welfare facilities, fabrication and storage

buildings and batching plants, as well as a number of smaller facilities. The design

of temporary buildings will consider the specific location and visual impacts on

nearby receptors. Structures may include tower cranes, mobile cranes and other




specialised lifting equipment. These will be used to facilitate the installation of

equipment, handle scaffolding, reinforcing bars, pre-fabrication elements, etc. and

will be located within construction sites but also in pre-fabrication areas, at the

railhead, and at a number of Construction Support Sites, depending on their

function.

5.9.3 Some works may also require the use of exceptional structures such as super

heavy lift cranes and similar equipment for specific activities such as lifting large

structural elements or pre-assembled units. It is envisaged that this equipment

would be used for relatively short periods during the construction works, and an

appropriate specific management plan will be implemented for each of these.

5.10 Logistics Hubs

5.10.1 Heathrow expansion will be supported by four regional Logistics Hubs within which

a broad spectrum of off-site activities will take place including prototyping, offsite

manufacture, pre-assembly of components, consolidation and configuration of

materials, thereby enabling us to minimise the on-site construction activities at

Heathrow as far as possible. The regional Logistics Hubs are proposed to form the

backbone to the logistics network, ensuring efficient Just-in-Time delivery

scheduling which will be managed by integrated delivery management systems.

This is consistent with paragraph 5.40 of the Airports NPS, which refers to the use

of consolidation sites.

5.10.2 Potential regional Logistics Hub locations, operators and supporting transportation

specialists are being assessed currently as part of a formal procurement process.

The chosen Hubs will be announced in early 2020 with the aspiration to have two

regional Logistics Hubs in support by the start of main construction in 2022, with

the others being used for support from shortly after the start of construction.

5.10.3 A further purpose of the Logistics Hubs is to maximise the opportunities for

organisations across the UK to become key partners in the delivery of an

expanded Heathrow, and to open up supply chain opportunities. Not only will this

leverage the expertise of external partners, it will also enable businesses local to

the Hubs to sieze the opportunities that expansion will bring in terms of job

creation, economic benefit and innovation solutions.

5.10.4 Heathrow recognises the importance of the regional Logistics Hubs to maximise

off-site production solutions. These sites will also be key to efficiently linking

manufacturing and assembly processes with consolidation, configuration and

logistics functions.




5.11 Working hours

5.11.1 Working hours will vary by activity and across different construction sites

depending on land uses and receptors surrounding construction sites.

5.11.2 Shift start and finish times will be staggered to reduce pressure on local transport

services, roads and construction site infrastructure.

5.11.3 The proposed working hours are outlined in the following sections.

24 hour day, seven days a week working

5.11.4 24 hour day, seven days a week working, including Bank Holiday working, will be

required for activities directly related to ensuring that the new runway can be

operational as soon as possible.

5.11.5 Activities where 24 hour day, seven days a week working, including Bank Holiday

working, may apply include:

1. Earthworks, airfield construction, establishing construction support sites, work

on or close to road infrastructure (including construction of bridges), tunnelling

(e.g. M25 tunnel) and railhead construction and any directly associated

activities

2. Railhead operation, operation of manufacturing/ production facilities (e.g.

concrete batching, asphalt plants), logistics support activities for subsequent

shifts, operation of worker car parks, bussing operations, welfare and office

facility operations, security, essential plant maintenance, repairs and refuelling,

abnormal load delivery, or those requiring a police escort (e.g. delivery of

prefabricated bridge beams or heavy plant)

3. Work requiring possession of, or to avoid impact to, major transport

infrastructure (road, rail, airport)

4. Certain other specific construction activities for reasons of engineering

practicability or to take advantage of daylight hours including, but not limited to,

surveys (e.g. for wildlife or engineering purposes), major concrete pours e.g.

paving works, piling/ diaphragm wall works, etc.

5. Utilising periods of low traffic flow for activities such as abnormal loads/

construction plant delivery, works within the highway or footpaths, works

affecting operational railways, utility diversions

6. Where it is beneficial to minimise disruption to the daytime operations of third

parties.




7. Works which are susceptible to weather events, for example concreting

activities, continuation of paint marking works, or placement of topsoil, to avoid

rain.

Exceptions to 24 hour day, seven days a week working

5.11.6 In preparation for the DCO application, Heathrow will be considering its

construction mitigation proposals (for example, bunds or buffer zones) to take

account of 24 hour day, seven days a week working, particularly in relation to

matters such as noise and lighting, and further to the ongoing environment

assessment of effects to sensitive receptors arising from the Project.

5.11.7 As part of this exercise, Heathrow will consider locations and activities where 24

hour day, seven days a week working may cause unacceptable effects, and will

propose reduced working hours/ activity restrictions in the CoCP submitted with

the DCO.

5.11.8 The approach set out above reflects the development of Heathrow’s proposals for

the Project to date. In the CoCP submitted with the DCO application, Heathrow will

set out the working hours proposals on a locational basis, based on the principles

set out above.

5.11.9 This approach is a consequence of the fact that the the Project involves moving

more than 20 million m3 of earth. By comparison, the M40 Stokenchurch pass was

3 million m3 and M3 Twyford Bypass cutting was 1.7 million m3. Furthermore, HS2,

a scheme taking place over a a far larger construction footprint, has stated in its

“route-wide mass haul movement plan” that it is anticipated to move 55 million

cubic metres of suitable excavated material and more than 62 million cubic metres

of material excavated in total across the whole of Phase 1.

5.11.10 As such, 24/7 working is required in order to optimise the earth works seasons for

such a large volume of earthworks, and to avoid significant delays to the Project

as a whole.

Short notice working

5.11.11 There may be isolated occasions where there is the potential for unforeseen/

unplanned works outside the working hours agreed pursuant to the process set

out in section 11 of the Draft CoCP, which, if not completed, would be unsafe or

harmful to the works, staff, the public or the local environment, and that need to be

completed or undertaken to secure and make safe construction operations. On

these occasions, where required, the relevant local authority will be informed as

soon as reasonably practicable of the reasons for the works and their likely

duration. Examples of the type of work envisaged include where unexpectedly




poor ground conditions, encountered whilst excavating, require immediate

stabilisation.




6. CONSTRUCTION ACTIVITIES NEAR HARMONDSWORTH & SIPSON, POYLE & COLNBROOK AND STANWELL & STANWELL MOOR

6.1.1 In developing our proposals we have sought to limit disturbance to local

communities from construction activities as far as reasonably practicable and to

maintain and where possible enhance, the wider environment.

6.1.2 The Heathrow Expansion and Your Area documents, which are provided for

consultation in this Airport Expansion Consultation, set out high level information in

respect of the expansion Project as well as more detailed information in respect of

the relationship between the expansion project and each local area.

6.1.3 The Draft Code of Construction Practice, which we are consulting on in this

consultation, sets out measures and controls to be applied to limit the

environmental effects of constructing the Project. The PEIR also sets out further

measures which we intend to apply to limit effects on communities.

6.1.4 Our Noise Insulation Policy document sets out our proposed noise insulation

policy for the Project.

6.1.5 Our Property & Land Acquisition and Compensation Policies set out our general

approach to buying properties and land and set out our enhanced compensation

offers for eligible properties within the Compulsory Purchase Zone and the Wider

Property Offer Zone.

6.1.6 This section summarises the physical works and activities which are proposed

near our local communities, namely:

• Harmondsworth and Sipson

• Poyle and Colnbrook

• Stanwell and Stanwell Moor

6.2 Harmondsworth and Sipson

6.2.1 Construction activities will start with site establishment works which will include

measures required to mitigate potential impacts of construction activities on the

residents and the environment and the creation of worksite security measures to

prevent unauthorised access to the construction sites.




6.2.2 Graphic 6.1 illustrates the main activities that are likely to take place in 2022, in

particular:

• Creation of perimeter solid hoarding, bunds or dedicated noise barriers at

Harmondsworth and Sipson (further information on such mitigations is set out

in the CoCP)

• The establishment of a Construction Support Site south of Holloway Lane

• The initial area of borrow pit excavation and its haul road link to the stockpiling

areas.

• The creation of the stockpiling areas for the aggregates, clean soils and inert

construction and demolition waste to the east of Harmondsworth Road, to the

north and south of Holloway Lane.

Graphic 6.1 Early construction activity at Harmondsworth and Sipson

6.2.3 The first sections of the temporary construction road network connecting the

borrow pit excavation to the stockpiling areas will serve to keep earthmoving plant

off the public highway. As indicated on Graphic 6.1, the construction road will, as

far as is reasonably practicable, be routed north – south away from residential




areas. Where the road crosses Harmondsworth Lane, a temporary bridge will be

provided to segregate construction from public traffic.

6.2.4 The principal access to the works will be off the M4 Junction 4 via Holloway Lane,

so avoiding the other local roads in and around Harmondsworth and Sipson.

6.2.5 The construction support site at Holloway Lane is likely to include the provision of

welfare facilities and site offices, and potentially the hardstanding and temporary

infrastructure for caravans for some non-home-based members of the workforce.

This is one of the Construction Support Sites on which this infrastructure could

potentially be situated. The Construction Support Site will operate to suit the

demands of the onsite works activities i.e. 24-hours/ day, 7-day per week.. At the

Construction Support Sites and works locations, measures to mitigate

environmental impacts as set out in the Draft CoCP will be established before the

works commence.

Graphic 6.2 Peak construction activity at Harmondsworth and Sipson

6.2.6 Graphic 6.2 illustrates the main activities that are likely to happen during the main

earthworks phase, in particular:

• Demolition of properties in Harmondsworth




• Ongoing earthworks activities including excavation of the borrow pit to the

south of Harmondsworth and borrow pit East of Saxon Lake to the north of the

A4 and the ongoing stockpiling of aggregates / clean soils / inert construction

and demolition waste to the east of Harmondsworth Road, north and the south

of Holloway Lane.

• Ongoing backfilling of the borrow pit to the south of Harmondsworth with

material from former landfills excavated in the airfield

• Piling for runway and taxiway construction in landfill east of the airfield.

• Construction of new A4

6.2.7 In addition to producing earthworks fill, the borrow pit south of Harmondsworth will

also receive material from former landfills excavated in the east of the airfield, i.e.

the area adjacent to Sipson. Inert and non-hazardous excavated formerly landfilled

wastes will be placed and compacted in layers to backfill the borrow pit (see

section 4 for more information on these activities).

6.2.8 To mitigate against possible odour formerly landfilled material will be reburied in

the borrow pit as quickly as practicable. Where necessary the deployment of odour

suppressant sprays/mists will be used.

6.2.9 As noted in section 5, the majority of the existing landfill waste in this area will be

left in situ and a piled support slab used to transfer loads through the landfill into

the layers of London Clay below. The area proposed to be piled lies in the centre

of the new airfield therefore piling operations will be located relatively far away

(c.300m) from Harmondworth and Sipson.

6.2.10 Other inert construction and demolition waste will be screened for unsuitable

material. After sorting, if it cannot be re-used directly in the earthworks, it will be

transported via the haul road network to the stockpile area and held for use later in

the earthworks phase.

6.2.11 With regard to demolition, non structural components from inside buildings will be

removed before demolition (retaining walls and windows in the rest of the building

where possible, to provide a screen against dust).

6.2.12 Outside the boundary of the expanded airfield, the construction of the new A4 to

the west and north of Harmondsworth and to the northeast of Sipson will continue.

In c.2023-2025, there will be a greater quantity of material being brought to the

works (e.g. concrete, asphalt, kerbs, drainage pipes and utility ductwork, etc.) than

in c.2022 and c.2026. Where practicable, these materials will be delivered via an

onsite network of construction roads working in parallel with the earthworks haul

routes, or along the construction route of the new road itself.




6.2.13 However, some sections of the road are coincident with the existing local road

network (e.g. the section to the east of the new Holloway Lane/ Harmondsworth

Road roundabout). Here the working patterns, start and finish times and the

delivery windows will be carefully controlled at traffic peak times to mitigate the

impact of construction-related traffic on journeys being made by local residents.

6.2.14 Also, to progress the earthworks the section of Hatch Lane between the existing

A4 and Harmondsworth will be demolished. However, all the other roads around

Harmondsworth will remain open to allow access to existing properties.

Graphic 6.3 Runway and Taxiway construction activity at Harmondsworth and Sipson

6.2.15 Graphic 6.3 illustrates the construction activities during the construction of the

runway and taxiways expected to be undertaken in 2025 and 2026. Earthworks

will largely be completed at this stage and the majority of construction activities will

be confined within the airfield. The stockpiling area to the north of Harmondsworth

Lane will be cleared and reinstated back to its current use. The new A4 will be

complete and open to the public.

6.2.16 The works within the airfield will include construction of the concrete pavements,

service routes and associated facilities (e.g. ancillary facilities, airside roads, etc.).




6.2.17 In the second half of 2026 it is aniticipated that operational testing of the new

runway will commence and the airfield constuction work around Harmondsworth

and Sipson will be complete.

6.3 Poyle and Colnbrook


measures required to mitigate potential impacts of construction activities on the

residents and the environment and the creation of worksite security measures to

prevent unauthorised access to construction sites. Graphic 6.4 illustrates the

activities expected to happen during site establishment and earthworks, namely:

• The development of Construction Support Sites

• Construction of a new railhead to import materials and goods for the Project

• A new temporary crossing of the M25;

• Phased infilling of Old Slade Lake and excavation of a borrow pit Colnebrook at

Poynings, north of the M4 motorway at Poynings

• Demolition of existing industrial units north of the Colnbrook Bypass/ west of

the M25;

• Initial utility diversions




Graphic 6.4 Early construction activity at Poyle and Colnbrook

6.3.2 Graphic 6.4 illustrates the works expected to be undertaken to establish the

Construction Support Sites to the north of Colnbrook and Poyle, making provision

for potential welfare facilities and offices, site entrances and potentially the

hardstanding and temporary infrastructure for caravans. These are two of the

Construction Support Sites on which this infrastructure could potentially be

situated.

6.3.3 These Construction Support Sites may also be used as a temporary car park for

the construction workforce and parking for HGVs awaiting to make their deliveries

to site. The rail link vent shaft for Western Rail Link to Heathrow and the

replacement Energy from Waste plant shown on this plan are to be constructed by

others and are included here to show the inter-relationships between the Project

and these other projects.

6.3.4 These Construction Support Sites will be supporting all the construction activities

and logistics operations, not just those undertaken around Poyle and Colnbrook,

and will operate to suit the demands of the onsite works activities i.e. 24-hours/

day, 7-day per week. At the Construction Support Sites and works locations,

measures to mitigate environmental impacts as set out in the Draft CoCP will be




established before the works commence. In particular, measures will be taken to

mitigate noise and lighting impact associated with any night time working near

Poyle and Colnebrook, as set out in the Draft CoCP.

6.3.5 Access to the Construction Support Sites will be via the M4 and A4 Colnbrook

bypass, enforced by the delivery management system to prevent construction-

related deliveries running through residential areas (e.g. Bath Road through Poyle

and Colnbrook).

Graphic 6.5 Construction activity at Poyle and Colnbrook during the main earthworks phase

6.3.6 Graphic 6.5 shows the activities expected to be undertaken around Poyle and

Colnbrook during the main earthworks phase. The principal activities will be:

• Operation of Construction Support Sites and railhead to manage freight and

workforce.

• New road construction including new A3044 and M25 diversions

• Ongoing earthworks north of the existing A4

• Utility works along A3044




• River Colne diversion

6.3.7 Graphic 6.6 shows activities expected to be undertaken at Poyle and Colnbrook

during runway construction. At this stage the new A3044 will be complete and

open to the public. A section of the existing over head power line will be

demolished during this stage.

6.3.8 The Construction Support Site to the north of Poyle (CS2) will be removed and

developed into a permanent drainage zone for the airfield. The Construction

Support Site north of Colnbrook (CS1) will continue to be used until c.2030 to

support construction activities across the Airport.

Graphic 6.6 Construction activity at Poyle and Colnbrook during Runway and Taxiway construction

6.4 Stanwell and Stanwell Moor


measures required to mitigate potential impacts of construction activities on

residential areas and the environment. This work includes the creation of worksite

security measures to prevent unauthorised access to construction sites. Graphic




6.7 illustrates the main construction activities expected to take place during site

establishment and earthworks:

• The development of Construction Support Sites

• Install new utilities infrastructure and river diversions to the north of Stanwell

and Stanwell Moor.

• Modifications to J14 of the M25

• Earthworks in the area bounded by the M25 in the west, A3113 Airport Way in

the south and the A3044 in the east.

6.4.2 The Construction Support Sites will be established to provide the temporary

facilities and infrastructure required to progress construction and logistics

operations.

6.4.3 Graphic 6.7 shows the works expected to be undertaken to establish the three

Construction Support Sites, making provision for potential welfare facilities and

offices, site entrances, contractors’ compounds, concrete production and

prefabrication, temporary car park for the construction workforce and parking for

HGVs awaiting to make their deliveries to site.

6.4.4 These Construction Support Sites will be supporting all the southwestern

construction activities and logistics operations, not just those undertaken around

Stanwell & Stanwell Moor, and will operate to suit the demands of the onsite works

activities i.e. 24-hours/ day, 7-day per week. At the Construction Support Sites and

works locations, measures to mitigate environmental impacts as set out in the

Draft CoCP will be established before the works commence. In particular,

measures will be taken to mitigate noise and lighting impact associated with any

night time working near Stanwell and Stanwell Moor, as set out in the Draft CoCP.

6.4.5 The principal access to the works will be off the M25 Junction 14 via the A3113, so

avoiding the other local roads in and around Stanwell and Stanwell Moor.




Graphic 6.7 Early construction activity at Stanwell and Stanwell Moor

6.4.6 Graphic 6.8 shows construction activities expected to be undertaken at Stanwell

and Stanwell Moor (south of the A3113 road) during the main site earthworks.

These include:

• Utilising the construction support sites to support the main earthworks and

other activities to the north of the A3113

• Ongoing construction of new river and utility corridors and J14 of the M25

6.4.7 The creation of new river channels for the Longford and Duke of Northumberland’s

rivers are planned early in the construction programme. Rivers in this location are

planned to have the appearance of natural, open channels with the minimum of

“engineered” features and will be constructed primarly as an earthwork activity

with the quantity of cut and fill material balanced locally.




Graphic 6.8 Construction activity at Stanwell and Stanwell Moor during main earthworks

6.4.8 Construction of the new A3113 Airport Way to the north of Stanwell Moor is

expected to commence in 2024 including a new roundabout with the A3044

(shown on Graphic 6.9). At this stage the new river and utility corridors will be

complete.

6.4.9 The construction support sites will continue to support the construction of the

airport to the north of the A3113 including the new terminal T5X, LTZ and

taxiways.

6.4.10 The construction of the first phase of the Southern Parkway is anticipated to

commence in 2026. At this stage the area of the site not used for parking will

continue to be used for construction support to provide the temporary facilities and

infrastructure required to progress construction of the terminals and other facilities.




Graphic 6.9 A3113, Taxiway and LTZ construction activity north of Stanwell Moor




7. MANAGING THE EFFECTS OF CONSTRUCTION

7.1 Code of Construction Practice

7.1.1 The CoCP will act as the overarching document for all construction related activity,

which will ensure a consistent approach to the management of construction

activities for the proposed works.

7.1.2 The Draft CoCP contains general requirements on matters such as working hours,

construction site layout and management of earthworks and specific sections on

air quality and odour, biodiversity, carbon and other greenhouse gasses, historic

environment, land quality, landscape and visual amenity, noise and vibration,

resource efficiency, traffic and transport and the water environment. The Draft

CoCP also sets out measures and working practices which will be applied

throughout the construction period to:

• provide effective planning, management and control during construction to

manage and mitigate potential impacts on people, businesses and the natural

and historic environments

• provide mechanisms to engage with the local community and their

representatives throughout the construction period.

7.1.3 The Draft CoCP has been developed alongside the EIA process and has informed

the Preliminary Environmental Information Report (PEIR). A number of mitigation

measures have been incorporated in the Draft CoCP and in turn the PEIR has

assumed that the measures in the Draft CoCP are implemented.

7.1.4 A number of construction-phase effects are expected to be avoided or mitigated as

a result of implementing the CoCP during construction. The Draft CoCP has been

shared with relevant local authorities and other statutory bodies through our

programme of ongoing engagement and an updated version which takes account

of comments from stakeholders on the early draft provided is being consulted on

through this Airport Expansion Consultation.

7.1.5 At DCO application, a further developed CoCP will be submitted, with the intention

that it will become a 'certified document’ – a document certified as a final

document by the Secretary of State, with which compliance will be required by the

DCO. Non-compliance with the CoCP would therefore become a breach of the

terms of the DCO. In the event of a breach, Heathrow would be open to

enforcement action under Section 161 of the Planning Act 2008. The CoCP

requires Heathrow and its contractors to comply with relevant legislation and any

additional relevant controls imposed by the DCO.




7.1.6 The following sections summarise key aspects of the CoCP – further details are

set out in the Draft CoCP itself.

Noise and Vibration

7.1.7 Heathrow is committed to meeting the aims set out in the Airports NPS (paragraph

5.68) for the effective management and control of noise, including construction

noise, within the context of Government policy for sustainable development.

7.1.8 Best practicable means (BPM) will be used to minimise noise (including vibration)

emanating from the worksites in order to protect people and other noise sensitive

receptors from the adverse effects of noise. Examples include measures to control

the transmission of sound from the worksites, for example through the use of local

enclosures and screening of equipment, and / or perimeter solid hoarding, bunds

or dedicated noise barriers.

7.1.9 The Draft CoCP sets out principles and measures related to:

• Noise and vibration management

• Noise Insulation Policy (including temporary re-housing)

• Protection of building occupants from vibration disturbance

• Protection of buildings from domestic damage

• Protection of particularly vibration-sensitive equipment/ processes

Managing Effects on the Water Environment

7.1.10 In respect of the water environment, section 14 of the Draft CoCP provides that

Heathrow/ the main contractors will adopt a range of measures to control the

potential risks to the water environment, relating to the hydromorphology of

waterbodies, flood risk, and the water quantity or quality of surface and

groundwater receptors including abstractions and water resources. The Draft

CoCP defines principles and measures related to

• Pollution control

• Protection of buried infrastructure

• Stand-off distances from watercourses

• Protection of watercourses: river diversions, river and water crossings

• Groundwater control and dewatering

• Surface water management

• Control and management of foul drainage




• Flood risk management during construction

• Management of impact on abstraction points

• Monitoring

7.1.11 The rivers will need to be diverted early in the construction programme in order to

clear the site, manage flood risk and protect river water quality. Methods of

construction of the transfer to the new diversions from the existing channels will be

discussed between Heathrow, the main contractors, the Environment Agency and

the relevant LLFA.

7.1.12 Specific measures relating to instream ecology and riparian ecology are covered in

section 6 of the Draft CoCP.

Air Quality

7.1.13 In respect of air quality and odour, section 5 of the Draft CoCP provides that the

Heathrow and the main contractors will manage dust, air pollution, plant-related

emissions and odour in accordance with best practicable means (BPM). The Draft

CoCP defines principles and measures related to

• Construction plant and vehicle emissions

• Transportation, storage and handling of materials

• Excavations and earthworks activities

• On-site construction routes

• Construction Access Routes

• Demolition activities

• Conveying, processing, crushing, cutting and grinding activities

• Odour

• Monitoring

Find all the consultation information on our website aec.heathrowconsultation.com

Email any questions about the consultation to [email protected]

There are lots of ways you can contact us or find out more

Follow @LHRconsultation to stay up to date on event details

Call our freephone number 0800 307 7996 (open Monday to Friday, 9am-6pm)

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