ENVIRONMENTAL STATEMENT NON-TECHNICAL SUMMARY … · ENVIRONMENTAL STATEMENT NON-TECHNICAL SUMMARY ... • The rail aggregates depot at Water Eaton sidings will be ... • Night-time

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The Chiltern Railways (Bicester to Oxford Improvements) Order

ENVIRONMENTAL STATEMENT NON-TECHNICAL SUMMARY

The Chiltern Railway Company Limited

January 2010

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About Chiltern Railways

Chiltern Railways (formally The Chiltern Railway Company Ltd) has a 20 year franchise from the Department for Transport (DfT) to operate trains between London Marylebone, Oxfordshire and Birmingham until 2021. One of the obligations under this agreement is to promote and deliver enhancements to the existing rail infrastructure.

Chiltern Railways’ proposals, which are part of the Evergreen 3 programme, are fully consistent with this obligation.

Aylesbury Vale Parkway Station, one of Chiltern’s new stations

London Marylebone: Oxford’s new London gateway

Fast and frequent trains are a feature of the proposed service

Introduction to theProposed Scheme

Chiltern Railways is proposing to construct a new railway (including the reconstruction of an existing railway) between Bicester and Oxford together with the construction or reconstruction of stations at:

• Bicester Town;• Islip;• Water Eaton and • Oxford.

These improvements will facilitate the operation of direct railway services between London Marylebone, High Wycombe, Bicester Town and Oxford.

This will be achieved in two Phases. Phase 1 will involve constructing a short connecting railway just south of Bicester, where Chiltern Railway’s London Marylebone to Birmingham Moor Street line crosses over the Bicester to Oxford line. The latter will be upgraded from just east of Bicester Town station to Oxford, including restoring the double track that was removed in the 1970s and installing new signalling and safety systems.

The East - West Rail consortium of local authorities and other agencies, including Oxfordshire County Council, is developing proposals to re-open rail links for passenger and freight services from Oxford and Bicester, via Bletchley to Milton Keynes.

The Scheme will also provide all of the key physical improvements needed to enable the planned East - West Rail services to operate along the rail corridor between Bicester and Oxford. These works will be implemented if and when the East West rail project goes ahead.

Scheme Operation The planned Chiltern Railways service is two trains per hour in each direction, stopping at Bicester Town, Water Eaton Parkway and Oxford. Selected trains will also call at Islip. Trains will run at up to 100 mph and typical journey times will be as follows:

• 66 minutes London to Oxford• 58 minutes Water Eaton Parkway to London• 14 minutes Bicester to Oxford• 38 minutes Oxford to High Wycombe

The assets created by the Scheme will be transferred to Network Rail. Train operators, including Chiltern Railways, will then operate under track access and franchise arrangements agreed in the normal way with Network Rail and the DfT.

Chiltern Railways will operate the London to Oxford services, during the currency of its franchise.

In addition, the works undertaken as part of the Scheme will provide sufficient capacity, in each direction, for two East West Rail trains per hour as well as up to one freight train per hour and one ‘Cross Country’ train per hour.

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About this Document

This document is the Non-Technical Summary (NTS) of the Environmental Statement for the Chiltern Railways (Bicester to Oxford Improvements) Transport and Works Act Order, hereafter called ‘the Scheme’.

Chiltern Railways is seeking authority from the Secretary of State to construct and operate the railway, by means of a Transport and Works Act Order (TWAO) Application. The TWAO rules require an Environmental Impact Assessment to be undertaken and the findings reported in anEnvironmental Statement.

The Environmental Statement includes a description of the existing environment, details of the Scheme and its impactson the environment and identifies the measures that will be used to prevent, reduce or offset significant negative environmental impacts.

The aim of this Non-Technical Summary is to summarise the content and main findings of the Environmental Statement in a clear and concise manner.

This Non-Technical Summary and the Environmental Statement have been prepared by Environmental Resources Management (ERM) for, and on behalf of, Chiltern Railways.

Sheepwash Rail bridge to be widened and the preserved swing bridge in the foreground

To Didcot andLondon Paddington(66 miles)

Future East-Westline to MiltonKeynes

ToWorcester

To High Wycombe andLondon Marylebone(64 miles)

P&R buses tocity centre &RadcliffeHospital

Chilternchord line

BicesterTown

Water EatonParkway

Oxford NorthJunction

Bicester

IslipKidlington

Oxford

To Banbury andBirmingham

A41

A34

A40

A44A44

A40

A4260

A4421

M40

Figure 1: The proposed Oxford to Bicester upgrade which forms part of Chiltern’s plans to run services through to London Marylebone


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Scheme Description and Phasing

Figure 1 (left) illustrates the proposed route. The deposited Plans and Sections accompanying the TWAO Application should be referred to for further details. The main works proposed are as follows:

• A new double track connecting railway line, from a point on the London to Birmingham line just north of the bridge which runs over the Bicester ring road, to a point on the Oxford to Bicester and Bletchley railway just east of Tubbs Lane crossing.

• Bicester Town station will be rebuilt with two platforms, to allow reinstatement of double track. The platforms will initially be for 6 car trains to be extended later for 8 car trains and new station buildings and parking constructed. Step free access will be provided throughout, together with improved links to both the town centre and the Bicester Village Outlet Centre and to the residential and business areas to the south of the railway.

• Upgrading the railway, from the junction with the connecting line through Bicester Town and Islip to Oxford North Junction (near Wolvercot). The upgraded route will be double track, reinstating the facility removed by British Rail. New signalling and safety systems will be provided to equip the line for up to 100 miles per hour operation and most level crossings replaced by bridges or alternative routes. The superstructure of the Mill Stream and River Cherwell viaducts (near Islip) will be rebuilt.

• Islip station will also be rebuilt initially with one 6 car platform, to be replaced later with two 8 car platforms with step free access throughout.

• A new Parkway station will be built at the Water Eaton park and ride site, with direct bus links to Kidlington, north Oxford, the John Radcliffe hospital and the city centre. The station will have two 8 car platforms, with step free access throughout and passenger facilities, including a ticket hall, coffee shop and car parking.

Main Scheme Features

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• The rail aggregates depot at Water Eaton sidings will be relocated just north east of its present site and connections to the Ministry of Defence depot at Bicester will be reconfigured to permit the reinstatement of double track.

• A new independent single track line will be built between Oxford North Junction and Oxford station. This will use the disused trackbed of the line that runs parallel to the existing main line and is all within the existing railway boundary. At Oxford station, the bridge over the Sheepwash Channel will be widened and the former parcels depot replaced to create two additional platforms for passenger trains.

• The provision of bridges to replace all but one of the existing road, footpath, bridleway and accommodation crossings along the route to meet the current Network Rail and Office of Rail Regulation guidelines, wherever possible.

The TWAO Application also seeks the powers to provide loading gauge enhancements to W12+ gauge at Wolvercot Tunnel and various existing over bridge structures, so that the railway can be used for long distance freight services to Milton Keynes and beyond, when the East West Rail proposals have been completed.

The Scheme comprises the following phases:

• Phase 1 will create a double track route from the London to Birmingham line, via Bicester Town to Langford Lane and again from Islip to just east of the Wolvercot Tunnel, the rest being single track.

• Phase 2A will include double track gauge enhancements at Wolvercot Tunnel and the other existing over-bridges.

• Phase 2B will provide double track on the remaining section between Langford Lane and Islip and a third track at Bicester to hold trains for access to the MoD Exchange sidings. Together these will facilitate the East West Rail proposals and provide a strategic link for container freight trains between Oxford and Milton Keynes.


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Construction of the Scheme

Land Take

The majority of the permanent works for the Scheme will be undertaken on existing railway land but some additional land will be required. In addition some land will be required temporarily. The details of the land requirements are set out in the deposited Plans and Sections accompanying the TWAO Application and were assessed in the Environmental Impact Assessment. Impacts are summarised in Section 5 of the ES.

Construction Compounds

A number of main construction compounds are required along the route. These will be adjacent to the principal engineering works, for example, at:

• the new chord location, north of Gavray Drive; • where principal track or structure works are planned at the A41, Elm Tree Farm, bridge sites south of Holts Farm and at Oddington, the Cherwell and Millstream Viaducts and Wolvercot Tunnel; and• at all four stations.

These compounds will be required for the various support activities for the construction works and will typically include the following:

• temporary construction management offices;• car parking;• secure area for storing and servicing plant and equipment;• pre-assembly of equipment;• materials storage;• canteens/drying rooms/toilets etc; and• security.

Each of these could be occupied for up to 12 months, but more typically for six months.

The old parcels depot at Oxford Station which will be rebuilt to give new passenger platforms


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Code Of Construction Practice

In order to minimise the likely impacts of construction, a draft Code of Construction Practice (CoCP) has been prepared for the Scheme.

The CoCP sets out the measures which will be undertaken by the Scheme contractor to ensure site safety and good site practice with regard to the environment. It will encapsulate relevant statutory codes, standards and Acts applicable to the regulation of construction practice, health and safety and the environment.

Adherence to the CoCP by the contractor is a contractual requirement and is compulsory. It should be noted that compliance with the CoCP will not discharge the contractor, or its agents, from complying with any statutory requirements in force at the time. A planning condition will require compliance with the CoCP.

Construction Hours

Normal working hours during the construction period will be 0700 hours to 1900 hours Monday to Friday and 0800 hours to 1300 hours on Saturdays. Quiet work, for example, plant maintenance, may take place outside these hours. Certain other works may be required outside normal working hours, for example:

• 24 hour construction activity within Wolvercot Tunnel.• Night-time railway track maintenance and works (including under possession ie while train movements are restricted or suspended). This will primarily be to maintain the existing railway, rather than new construction work.• Night-time road closure work.• Utility connections and diversions, in periods of low demand.• Spoil removal from site.• Special deliveries eg bridge girders/bridge decks/precast concrete components.

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Construction Programme

The overall construction period for Phase 1 is likely to be around 12 months up to a maximum of 15 months. This will be followed by a period of test operations and driver training with the aim of commencing passenger servicesno later than May 2013.

Depending on funding, the Phase 2A gauge enhancement works, at Wolvercot Tunnel and First Turn Bridge may take place as part of the Phase 1 contract.

The Phase 2B works could be undertaken as part of the same contract as Phases 1 and 2A, but they are likely to take place separately at a later date. The principal construction works for Phase 2B are those at the A41 overbridge and the provision of the third track at Bicester. These works could take up to 12 months to complete. Embankment reinforcement and the laying of the second track from Langford Lane to Islip would proceed fairly quickly along the route.

Chiltern’s Evergreen 1 project: delivered on time and on budget.

Two new platforms at Oxford station, on the site of the disused parcels depot. These will be aligned so as to facilitate any future rebuilding of the station as a whole. There will be step-free access to the other platforms for passengers changing trains, and a direct exit to the station forecourt to avoid the crowds in the main booking hall.

All but one of the 38 level crossings will be closed, with replacement bridges or alternative routes provided. This is line with national safety policy, and will greatly improve safety for rail passengers, motorists and pedestrians alike.

Mitigating measures where appropriate, e.g. to protect wildlife or reduce the noise from trains.

Most of the work will be done in daylight hours on weekdays, and much of the material will be delivered by rail – minimising the impact on both lineside residents and on the environment.

The East-West Rail Link

The line between Bicester and Oxford and Oxford may also form part of the proposed East West Rail Link, which would connect Oxford with Milton Keynes, Bedford and beyond. This is being promoted by the East–West Rail Consortium of local authorities (including Oxfordshire County Council) who are currently undertaking detailed engineering studies on reinstating the line beyond Bicester to Bletchley. Chiltern are therefore including provision for East-West Rail trains on the Bicester-Oxford line. This will greatly reduce the cost to the public sector if and when the East-West project goes ahead.

As well as the planned Oxford-Milton Keynes passenger service, the East-West Rail project may result in additional freight trains along the route. However this depends on decisions by the Department for Transport which have yet to be made.

The Transport & Works Act

All railways operate under statutory powers, which historically were granted by an Act of Parliament. The Bletchley-Bicester-Oxford line railway was authorised by the Oxford and Bletchley Junction Railway Act of June 1846, and the Buckinghamshire Railway Act of July 1847.

The law recognises that railway operations will develop over time. Changes to the number of trains operated, the speed limits along the line, and to track and signalling layouts, are thus regarded as solely a matter for the railway authorities, and are not subject to external controls. Likewise new buildings or structures on an existing railway are classified as “Permitted Development” and do not require planning permission. Most of the work needed to upgrade the Bicester to Oxford line falls within these categories, and would not normally need any new authorisation.

However, where a new railway line is proposed, when land or works are required outside the existing railway boundary, or where alterations to public highways and rights of way are proposed, new statutory powers are needed. Since 1992 these have been granted by means of a Transport and Works Act (TWA) Order. Chiltern Railways will be building a new connecting line at Bicester, building a new station at Water Eaton Parkway, and making safety improvements at the many level crossings along the line, and so a TWA Order is needed.

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Scheme Alternatives

Between 1996 and 2003, studies were undertaken by Chiltern Railways of three alternative heavy rail route options (these were the ‘Chinnor Branch’, the ‘Southern Corridor’ and the ‘Northern Corridor’). The aim was to find a route that met Chiltern Railways’s strategic objectives and which gave either a through rail link between Oxford and the Chiltern Line or access to Oxford via a Parkway station.

The Chinnor Branch option was dropped at an early stage due to a lack of stakeholder support and low traffic potential. The Southern and Northern Corridors were evaluated in a report by Chiltern Railways to the then Strategic Rail Authority in February 2003. The conclusion of these strategic studies was that the Northern Route had the following benefits over other options.

• The level of new construction would be significantly less. • The proposed Water Eaton Parkway station would form a railhead for car users from north/east Oxford and north/west Oxfordshire, and has excellent bus links to the city centre and hospitals. It is also close to Kidlington, which would provide significant rail traffic.• Significant extra revenue would result from improving the Bicester Town to Oxford commuter service.• Upgrading the line between Bicester and Oxford would facilitate the East West Rail route, which has been a key public transport objective for the relevant local authorities since the 1970s.

The 2003 report demonstrated that the Northern Corridor had a higher Benefit Cost Ratio than the Southern Corridor, and subsequent work therefore concentrated on the Northern Corridor as the Preferred Option.


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Preferred Option and its Refinement

A number of alternatives relating to the Northern Corridor have also been considered in the development of the Scheme, including three options for the parkway station; strategic consultations were undertaken of these options.

Once the route corridor and stations were decided, a number of alternative configurations for the station layouts, crossing points and other features were developed and consulted on. The consideration of the alternatives took into account engineering, property and environmental factors and resulted in the Scheme proposed in the TWAO Application. Details of the alternatives considered are set out in the Environmental Statement.

Oxford: two routes for a 21st century service


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The Environmental Statement sets out the findings of the Environmental Impact Assessment. The aspects, or topics, considered in detail and reported in the Environmental Statement are as follows.

• Land Use• Noise and Vibration• Landscape and Visual Impacts • Ecology• Water Resources and Flood Risk• Cultural Heritage and Archaeology• Traffic and Transport• Public Rights of Way• Air Quality and Dust • Carbon Dioxide• Land Quality• Cumulative Impacts

As set out in Section 1, the Environmental Statement includes a description of the existing environment, details of the Scheme and its impacts on the environment, and identifies the measures that will be used to prevent, reduce or offset significant adverse environmental impacts (ie mitigation measures). The impacts following mitigation (or the residual impacts) are then reported as the resulting impacts of the Scheme.

As with the development of most major infrastructure projects, the majority of negative environmental impacts are likely to occur during the construction phase. However, such impacts are usually temporary and can be managed, controlled or mitigated to prevent, reduce or offset them. The CoCP has been developed which sets out a series of measures which will mitigate the majority of significant adverse environmental impacts during construction.

The conclusions of the EIA are set out in thefollowing sections.

Environmental Impacts

Land Use

Green BeltA number of elements of the Scheme will take place within the Green Belt (designated by the local authority to control development), namely the dualling of the track within the existing railway corridor, a number of road, footpath and bridleway bridges, Islip station, Water Eaton Parkway station plus its associated park and ride facility and the relocated rail aggregates depot. The extent to which the Green Belt policy tests are met is set out in detail in the Planning Statement.

The most important aspect of planning control that applies to the Green Belt is a general presumption against ‘inappropriate’ development which could be harmful to the Green Belt. The Scheme is not thought to be ‘inappropriate’. However ‘inappropriate’ development should not be approved, except where ‘very special circumstances’ have been demonstrated whereby anyharm is clearly outweighed by other considerations.

Development of rail infrastructure, such as the upgrade of the railway track, has been accepted as appropriate development for the Green Belt in that it preserves the openness of the Green Belt and does not conflict with its overall purpose. The other elements, which are essential for the delivery of the Scheme, will not harm the Green Belt in terms of maintaining openness, and visual amenity or otherwise.

Eaton in order to accommodate the Water Eaton Parkway station and park and ride site. It will be necessary for certain short term tenants who occupy the site at present to vacate.

The owners and occupiers of the affected premises have been consulted and will receive appropriate compensation under the terms of the Order.

Noise and Vibration

Although most of the Scheme consists of an existing operational railway, the Scheme will result in an increase in train movements and speeds along the route resulting in increased noise as trains pass receptors. Train movements also have the potential to cause disturbance through vibration. Noise at stations may also be produced by changes in road traffic, fixed plant such as air conditioning and station PA systems. Surveys of existing levels of noise and vibration were undertaken at representative receptor locations along the route.

ConstructionThe construction of the Bicester Chord will take about 6 months. Construction of individual road and footbridges and works at the Wolvercot tunnel will each take between 3 and 5 months. Works at stations, including fitting out, could take up to 12 months. Track works proceed rapidly along the railway corridor. Most work will be during the day, but night working may be required at certain locations. The contractors will be required to reduce construction noise as far as practicable.

Taking account of cautious levels of mitigation significant noise impacts from day and night time construction have been predicted at a number of locations for periods of between one week and 3 and half months. Daytime construction impacts have been predicted at Alchester House (Langford Lane crossing), The Grange (Islip) and at Quadrangle House, Stone Meadow, SS Philip and James C of E Aided School and Plater Drive in Oxford. Night-time construction impacts have been predicted at 65-97 Rewley Road, the nearest properties to the railway on William Lucy Way and Rutherway, and the nearest properties to

Open SpaceThere is a requirement to permanently take two areas that can be categorised as open space as defined by the s19(4) of the Acquisition of Land Act 1981; the first is north of Gavray Drive for which replacement open space will be provided on land to the east of Charbridge Lane. The second is a smaller area required for the new footbridge at Tubbs Lane but this is only 204 metres in area and therefore it is below the threshold at which replacement land is required.

Permanent rights of access for a ramp at Aristotle Laneinto Trap Ground allotments will also be taken over landof 107 metres which is defined as open space.

In addition, certain areas of open space will be used temporarily during the course of construction and then returned to their former use.

Impacts on Agricultural Land There are no permanent or temporary impacts on Grade 1 and 2 agricultural land. All land is of Grade 3, or lower agricultural quality within a few defined areas, and is required for the construction of the Scheme including a replacement rail aggregates depot, new highway and bridges, farm access, replacement footpaths andecological mitigation. Some agricultural fields may be reduced in overall size as a result of the Scheme, but this is not expected to affect the overall functionality of farms.

Impacts on Commercial PropertiesThe development and reconfiguration of Bicester Town station will result in the demolition of approximately eight industrial and commercial premises on or adjacent to McKay Trading Estate. The Scheme will also require a large part of the forecourt of another business in Bicester.

Chiltern Railways is working with the Economic Development Department of Cherwell District Council and the occupiers of the premises affected in order to assist the occupiers with relocation. Chiltern Railways will also work directly with occupiers to try to lessen these effects.

In addition to the commercial properties at Bicester Town station, the Scheme will require the demolition of the disused grain silo and five ancillary buildings at Water

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the Wolvercot Tunnel (on Woodstock Road, Godstow Road and Five Mile Drive) in Oxford, as well as Mill Farm and Northfield Cottages. Apart from Wolvercot tunnel, noisy works will typically take no more than around 10 days.

No significant vibration effects are likelyduring construction.

OperationNoise levels from trains have been assessed at 23 receptor locations along the route, chosen to represent locations most likely to be affected by the Scheme. This assessment has taken account of existing background noise levels.

In Phase 1 of the Scheme with a maximum of 6 train movements per hour in total for both directions, predicted noise impacts described as substantial or high without mitigation would occur at 13 of these locations. In Phase 2 of the Scheme, with the potential for up to 12 train movements per hour during the day, predicted noise impacts described as substantial or high will occur at 16 locations, generally houses close to the railway from the western end of Gavray Drive in Bicester through to Merrivale Square in Oxford.

Noise insulation, eg double glazing to those properties that are eligible under the Noise Insulation Regulations, will be statutorily required. Only 6 buildings are likely to be eligible, although noise insulation may be offered to other properties where it is the best way of mitigating highnoise impacts.

Although not statutorily required to do so, Chiltern Railways is exploring ways to provide noise mitigation for other properties which will suffer a substantial or high noise impact. The extent and type of mitigation at individual locations will be determined as part of the detailed design which will be developed following the approval of the Order. It could take the form of track or infrastructure solutions to control noise at source, and where this is not suitable, noise insulation or noise barriers. In Phase 1, the use of barriers and/or noise insulation of selected properties, would reduce the residual noise impacts at most locations to moderate or less. Is is not practicable to mitigate noise impacts in all cases and significant impacts would remain at six locations. In Phase 2, further mitigation would be provided but significant impacts would still occur atsix locations.There will be a significant reduction in the number of train

Survey of train noise in progress

horns and audible alarms at level crossings (both road and foot) after the closure of level crossings along the line as a result of the Scheme. Once closures are complete, the number of daily horn soundings on the route will be reduced by over 300.

Whilst vibration as a result of train movements may be perceptible in some areas (generally in those properties less than approximately 10 metres from the tracks), significant impacts are not expected due to its transient nature and low levels. In those areas with significant impacts and where properties are within 10 metres of the tracks, specialist resilient track forms will be used where practicable, to reduce vibration to below recommended levels.

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Landscape and Visual Impacts

The Scheme has the potential to cause impacts on the landscape of the surrounding area. These impacts will be largely limited in the long term to the period of operation.

ConstructionDuring construction the general construction activity and compound areas will cause major but temporary landscape and visual impacts over the construction period. The significance of the impacts will be reduced with increasing distance from the works.

Following construction the restoration and replanting of land will take time to establish and these re-vegetated areas will be visible from viewpoints close to the Scheme as relatively bare areas in the early years of establishment. These effects may last up to five years but will decline over time as the mitigation planting becomes established.

OperationGiven that the Scheme comprises an upgrade of an existing railway corridor, permanent landscape and visual impacts from new structures will be limited to specific locations along the route where station improvement works and rail bridge crossings are proposed.

Direct adverse impacts on the landscape will arise from the loss of undeveloped land and mature vegetation, and the introduction of railway features including bridges, approach roads, earthwork embankments etc. Indirect adverse impacts on the character of the wider farmed landscape will arise from the visibility of the Scheme, particularly the proposed bridges and roads. Adverse impacts on landscape character are generally predicted to be either minor or not significant. Mitigation measures in the form of proposed native species planting is proposed.

Beneficial impacts are predicted to arise in Bicester, Islip, Water Eaton and Oxford and these impacts are derived from the proposed station improvements which are expected to improve the urban fabric of the station environment in each location and remove worn out and in some cases, derelict structures.

An adverse impact in the range of minor to moderate, will affect the settings of four sites, including Garth Park, Islip Mill (a Listed Building), Islip Conservation Area and a Scheduled Ancient Monument at Alchester Roman Settlement.

With regard to visual impacts, the assessment indicates that there will be impacts of major significance at one viewpoint location; moderate to major at two; moderate at two and minor to moderate at four viewpoint locations. Impacts at the remaining four viewpoints are considered to be not significant.

Badgers are a key focus of the EIA

Gathering data on the great crested newt

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Ecology The majority of the habitats that will be affected are located within the railway corridor and comprise railway ballast, species-poor semi-improved grassland, although some areas of scrub and semi-mature and occasional mature tree lines will be lost. Outside the railway corridor, the majority of the habitats affected are common and widespread habitats such as arable fields, species poor semi-improved grassland and improved grassland. Small areas of woodland will be lost, but these will be replacedby new planting.

The Scheme will result in the permanent loss of 13 m² from the margins of the Oxford Meadows SAC and Port Meadow with Wolvercot Common &Green SSSI for the creation of a footbridge ramp. This represents only 0.0008% of the SAC/SSSI and is not predicted to affect the integrity of the SAC.

The air emissions resulting from the Scheme may affect adjacent habitats including those within the Oxford Meadows SAC, the Wendlebury Meads and Mansmoor Closes SSSI and the Hook Meadows and Trap Grounds SSSI. An approach involving the monitoring of vegetation has been agreed with Natural England, to identify any habitat changes, and to ensure that timely measures can be taken, if necessary, to prevent any adverse effects on the integrity of the SAC or significant impacts onthe SSSIs.

Only two non-statutory designated sites (Wendlebury Ponds CWS and Gavray Meadows CWS) will be significantly affected but only in the short to medium term, with nolong term impacts predicted.

No protected breeding bird species will be significantly affected the proposals. Significant short term impacts are predicted including to some red list species from the loss of the railway corridor habitat and from disturbance due to increased train frequencies and speeds. New planting will provide bird nesting and foraging habitat in the medium to long term and it is likely that the birds will be become accustomed to the changes in trains over time. Significant effects on wintering birds are not predicted based on the information available from the desk study. This will be confirmed following surveys over the winter of 2009-2010.

The Scheme is likely to affect bats which roost in the Wolvercot Tunnel and swarm around and within the tunnel entrance, as a result of increased train speeds and frequencies. Further surveys are to take place over the winter of 2009/10, to inform the design of any necessary mitigation measures for hibernating and swarming bats. The findings will be reported and published in an addendum to the Environmental Statementonce completed.

Mitigation measures during construction will include restrictions on the timing of construction works and, if necessary, measures to maintain the roosting environment and swarming activity. Mitigation relevant to operation may include the provision of an artificial hibernacula, in the cutting close to the tunnel. All mitigation measures will be discussed with Natural England following hibernation surveys. Until the surveys are completed and the mitigation confirmed, the potential for a significant operational impact remains.

Short term impacts to great crested newts are predicted due to the loss of terrestrial habitat from the railway corridor; however, significant medium or long term impacts are not predicted once replacement habitatbecomes established.

Badgers setts are known to occur within and close to the Scheme boundary. The detailed design will seek to retain as many of these setts as possible. Where necessary new artificial setts will be provided within the social groups’ territories to replace those lost or to provide alternative habitat should the disturbance be too great. Once the Scheme is operational, temporary impacts on badgers are likely and predicted to be significant at a local level. No long term impacts are predicted.

No significant impacts are predicted to otters and any reptiles will be translocated from habitat to be lost to a suitable receptor site.

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The Flood Risk Assessment has demonstrated that the any increased flood risks arising from the Scheme can be resolved by appropriate design, flood storage compensation and surface water drainage measures.

Cultural Heritageand Archaeology

The Environmental Statement concludes that the implementation of the Scheme will generally result in a series of slight impacts to archaeological and cultural heritage receptors including archaeological sites, historic buildings and components of the historic landscape.

A range of mitigation measures have been proposed to reduce the significance of the effect the Scheme may have on archaeology. These include:

• the re-instatement of hedgerows;• the recording of affected historic, but unlisted, buildings and structures; and • the implementation of a programme of archaeological evaluation.

At each of the sites, the impacts are generally slight. However, in combination, the overall impacts on cultural heritage and archaeology are considered to be slightto moderate.

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Water Resources andFlood Risk

The Scheme is located in the River Thames catchment, with the majority of the route within the catchment area of the River Cherwell, a major tributary of the River Thames. A number of watercourses are crossed by the Scheme, including the River Ray, Langford Brook, theRiver Cherwell itself and the Oxford Canal.

Flood risk varies along the length of the route. The areas at greatest risk of flooding (with a 1% or greater chance of flooding from rivers in any one year) are encountered where the Scheme crosses watercourses includingLangford Brook, tributaries of the River Ray and theRiver Cherwell.

Following implementation of the mitigation measures identified within the Environmental Statement, the impacts to the water environment are as follows.

There is a potential for temporary minor residual impacts associated with pollution and spill risk, particularly during construction. Mitigation to ensure that residual impacts do not exceed minor, will include locating construction compounds, where the majority of potentially polluting materials will be stored, in areas of low flood risk where possible. Where compounds must be located within areas at risk of flooding, restrictions will be placed on the storage of materials to minimise impacts to water quality and flow in the event of flooding.

There is a potential temporary residual minor impact due to changes in natural drainage conditions and flow, during construction and the early stages of operation. Impacts to sensitive ecological sites will be minimised to acceptable levels in consultation with the Environment Agency and Natural England.

The potential for impacts associated with emergency events, such as leaks and spills, drainage malfunction, culvert and crossings failure or blockage and extreme flooding events, will be minimised through good practice including maintenance schedules, warnings systems and emergency procedures.

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Traffic and Transport

The Scheme will deliver a substantial increase in train movements between Bicester and Oxford and it will also encourage a shift from road to rail travel.

Mitigation measures have been identified and incorporated where possible to ensure that the Scheme does not have an adverse impact on other modes of travel, including ensuring that Scheme related traffic can be satisfactorily accommodated on the local highway network. The Scheme incorporates a range of mitigation measures to address traffic and transport impacts including the following:

• The implementation of measures to reduce temporary impacts from construction traffic on the local highway network, including a construction vehicle routeing plan.

• Pedestrian and cycle improvements, including new routes and new pedestrian crossings in the vicinity of Bicester Town Station, new footways and pedestrian ramps at Islip Station and new routes and a new signal controlled pedestrian crossing in the vicinity of the new Water Eaton Parkway Station.

• Bicester Town station has been designed to accommodate a bus turning area should the bus operators choose to divert to the station in the future. The layout also allows for a possible future bus link between London Road and Pingle Drive, via Station Approach, which would allow the implementation of a long term aspiration of the local authorities. The existing bus stops on the B4100, London Road, will be relocated to the north of the improved London Road/Station Approach priority junction within close proximity to the station. At Water Eaton, the existing bus stops on the A4165, Banbury Road, will be relocated to a more convenient location adjacent to the new Water Eaton Parkway Station. In addition the northbound bus stop will be upgraded to a ‘2 bus’ lay-by.

• Improvement of the existing London Road/Station Approach priority junction in Bicester removing the acute angled alignment of Station Approach with London Road and the incorporation of a ‘ghost island’ right turn lane, which will allow the straight ahead traffic to continue through the junction unimpeded.

• Junction improvements at the existing bus park and ride junction at Water Eaton which would remove the separate junction for the rail aggregates depot and simplify the existing complex junction arrangements.

Following the incorporation of the identified mitigation measures, the residual impacts on traffic and transport are summarised as follows.

Bicester Town station will be completely rebuilt as part of Evergreen 3

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Construction PhaseImpacts from construction traffic are temporary. The residual effect from the volume of construction traffic are expected in general to be slight to negligible, Overall, the impacts from Scheme construction traffic on traffic and transport are considered to be moderate significance due to some unavoidable routeing of construction traffic through residential areas although this is not expected to cause significant delays to other road users.

Operational PhaseIn Bicester, there are residual impacts as a result of the Scheme with respect to walking and cycling, bus public transport and the local highway network.

In terms of impacts on walking and cycling, the overall impact is predicted to be moderate. This reflects in particular the effect of additional level crossing closure periods on walking and cycling movements along London Road Bicester.

A moderate impact is predicted on bus public transport, reflecting the effect of the Scheme on bus passenger numbers and the additional level crossing closure periods on London Road, which will affect bus travel.

In terms of the local highway network, a moderate impact is predicted due to the effect of the Scheme on journey times along the London Road corridor arising from the additional level crossing closures.

In the vicinity of Water Eaton Parkway station, the residual effects on walking and cycling and bus public transport, are considered to be negligible. However, the introduction of the Scheme and the associated junction and highway improvement measures in this area are expected to result in reduced queuing on the A4165 which, given exiting traffic pressures, is considered to be a significant benefit.

At Oxford and Islip stations, residual effects are considered to be slight to negligible.

Evergreen 3: designed to relieve road congestion and slow the growth in carbon emissions

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Public Rights of Way

The Scheme is seeking to close all but one of the existing 17 public road, bridleway and footpath crossings of the railway. Where public crossings are to be closed either a replacement bridge is proposed and/or convenient alternative public rights of way will be provided. Six of the public rail crossings will be closed and replaced with bridge crossings. A further 11 public rail crossings will be closed and diverted, with the creation of new footpaths or bridleways, where needed. London Road level crossing is to remain in use. There will be no significant impacts on public rights of way users in terms of access and convenience and the statutory requirements for diversions or new rights of way are met. Overall, the integrity of the public rights of way network in the area will be maintained.

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Air Quality and Dust

There will be an increase in train movements between Bicester and Oxford, which will encourage a shift fromroad to rail travel.

Impacts from construction dust emissions will not be significant, as the construction works will be carried out according to best practice to control and mitigate dust emissions. Emissions from construction traffic are not expected to significantly affect air quality.

Modelling of the dispersion of emissions from rail and traffic movements associated with Phase 2 of the Scheme (ie with more frequent train movements than in Phase 1) has indicated that pollutant concentrations at residential properties closest to the rail line/ affected roads will not experience significant air quality impacts.

Impacts from idling trains are considered not to be significant, as the trains are fitted with automatic engine cutouts and will not idle at stations for more than 15 minutes, which is the guideline threshold.

The implications of emissions from trains on designated ecological sites are set out in the Ecology and Nature Conservation section.

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Carbon Dioxide Emissions

CRCL’s new train services as a result of this Scheme will:

• enable passengers to travel quickly and directly by train from North Oxford and Bicester and onward towards London rather than using other more carbon intensive modes and services; and• will increase transport capacity for passengers to travel between Oxford, Bicester and onward towards London.

Trains are much more energy efficient than road vehicles and the average CO emission for a passenger journey made on CRCL’s train services is about one third of the equivalent passenger journey made by car.

Traffic arising as a result of construction will result in an increase in CO emissions of 1.1 Kilo-tonnes of CO per annum above the baseline for about 18 months.

The net change in train services, ie the introduction of new CRCL services and the removal of First Great Western services, will increase rail emissions by 1.8 Kilo-tonnes per annum in 2016 and by 2.3 Kilo-tonnes per annum in 2026.

Once the Scheme is operational, overall CO emissions from road traffic reduce by 1.5 Kilo-tonnes per annum in 2016 and increase by 1.3 Kilo-tonnes per annum in 2026. This analysis takes account of the net change in road traffic ie background growth and suppressed demand that will occupy the capacity on the road network that will be freed up as a result of transfers of passengers from road to rail. On this basis the net operational impact of the Scheme will therefore be an increase in carbon dioxide emissions of 0.3 Kilo-tonnes per annum in 2016 and 3.6 Kilo-tonnes in 2026. This is less than 0.01% of national transport emissions and is not significant.

However, creating additional transport capacity by operating CRCL train services rather than increasing road space is much more energy and CO efficient. The gross reductions in emissions from car trips as a result of this modal shift are around 2.7 Kilo-tonnes per annum in 2016 and over 3.4 Kilo-tonnes per annum in 2026.

Land Quality

Due to the historical uses of the land required for the Scheme (primarily railway land) and historical industrial land uses adjacent to the Scheme, there are a number of areas of potentially contaminated land.

However, overall the adverse residual impact of potential contamination during the construction of the Scheme is considered to be of low to moderate significance. There may be an overall beneficial impact after construction of the Scheme through a reduction in the overall area of land classified as potentially contaminated, following the treatment of any contamination that is found.

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Residual and Cumulative Impacts

The Scheme will inevitably cause a degree of disruption while it is being constructed, as with most major transport infrastructure schemes. Impacts arising from construction will be minimised as far as practicable by a Code of Construction Practice, which the Contractor will be required to comply with as a contractual obligation. Nonetheless, construction plant and hoardings are likely to be in relatively close proximity and visible to those living adjacent to the route.

Noise impacts will occur, albeit short term ones, at a limited number of receptors during noisier construction activities. There will be additional construction traffic and road and footway diversions. These construction effects may combine to increase any overall sense of disruption experienced by those living and working in those locations.

Whilst impacts at each individual site are likely to be slight, cumulative impacts to archaeology and the cultural heritage resource have been considered to be slight to moderate. No other significant cumulative impacts have been identified from the Scheme or in combination with other permitted schemes.

The Scheme, in operation, will deliver certain beneficial outcomes, including additional public transport capacity, improved highway capacity around Water Eaton Parkway station, local landscape and townscape improvements around stations. There will be some residual adverse impacts, even after mitigation. These include impacts on traffic using London Road, Bicester; noise at certain locations along the route and visual impacts at several locations as well as a potential impact on bats at Wolvercot tunnel. The Scheme is not expected to have any sigificant cumulative impacts.

Chiltern’s improvements have continued to boost rail services in the region

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Consultation

Throughout the development of the Scheme, consultation has been undertaken to ensure that statutory consultees, local authorities, Parish Councils and members of the public were given the opportunity to express an opinion on the emerging Scheme and its environmental effects.

Overall, the Scheme is considered to be in line with national, regional and local planning policy. Public consultation has identified that the Scheme has considerable support from individuals and official bodies.

A Statement of Consultation has been produced summarising this process, which accompanies the TWAO Application.

To support all of the consultation activities, a dedicated Chiltern ‘Evergreen 3’ Website (www.chiltern-evergreen3.co.uk) was established in March 2009 along with a consultation hotline and email address to allow stakeholders the opportunity to register their views, opinions and concerns about the proposals and to ask specific questions in relation to impacts etc.

In relation to the scope of the Environmental Impact Assessment, the Statutory and Non Statutory Consultees were consulted directly.

The Chiltern Railways (Bicester to Oxford Improvements) Order

- An introduction to the Application -

Introduction

Chiltern Railways have applied to the Secretary of State for Transport for statutory powers to upgrade the Bicester to Oxford railway, in order to run fast and frequent trains between Oxford and London Marylebone.

This paper:

describes Chiltern Railways’ proposals

outlines the Transport & Works Act process,.

provides a guide to the various documents which form the Application

sets out how members of the public and other stakeholders can get involved

Chiltern Railways

Chiltern Railways have operated the London Marylebone-Birmingham Moor Street and London-Aylesbury lines since railway privatisation in 1996. The company was originally a management and staff buy-out, and is now owned by Deutsche Bahn (Germany’s acclaimed national railway), but the same senior management team have remained in place throughout. Over the past 13 years Chiltern has become a railway success story; traffic has grown by 220%, whilst consistently delivering high levels of punctuality (xx% of trains on time) and passenger satisfaction (XX% satisfied).

In 2002 Chiltern was granted a unique 20-year franchise. Whilst some train operators pay the Government a substantial premium, Chiltern is instead required to deliver long-term investment in the railway for the benefit of both passengers and the community. As a result Chiltern has undertaken a wide range of infrastructure projects including track doubling (“Evergreen 1”), capacity enhancements and extra platforms at London Marylebone (“Evergreen 2”), and new stations at Warwick Parkway and Aylesbury Vale Parkway. Chiltern thus has a unique combination of experience in both train operations and managing major construction projects.

Chiltern is now proposing the “Evergreen 3” project, which includes a £100m scheme to give Oxford a new rail route to London.

Benefits of the scheme

The Chiltern scheme will deliver many benefits to passengers, to the community and to the environment

Sustainable transport. Trains are much more environmentally friendly than cars. The new Chiltern services will attract many motorists to use the train, saving energy, reducing CO2 emissions and relieving congestion on the A34 and M40.

Warwick Parkway station

Delivering improvement: Chiltern’s Warwick Parkway Station

London Marylebone: Chiltern’s award-winning West End station

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Oxford City Council

Oxfordshire County Council

Cherwell District Council

Bicester Town Council

Highways Agency

Environment Agency

Department for Transport

English Heritage

Natural England

DEFRA

British Waterways Board

Network Rail Property/Network Rail

Value Retail

East West Rail Consortium

CPRE

Bucks, Berks & Oxon Wildlife Trust

Ambrosden Parish Council

Charlton on Otmoor PC

Chesterton Parish Council

Gosford & Water Eaton Parish Council

Hampton Gay & Poyle PC

Islip Parish Council

Kidlington Parish Council

Launton PC

Merton PC

Oddington Parish Council

Old Marston Parish Council

Rinsinghurst & Sandhills Parish Council

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Wendlebury Parish Council

Weston on the Green Parish Council

Yarnton PC

Oxford Station (First Great Western)

Mendip Rail

Cross Country Trains

Oxford Archaeological and History Society

Oxford Preservation Trust

Open Spaces Society

Ramblers Association

Residential Boat-Owners Association

Railway Heritage Trust

Cyclists Touring Club

British Horse Society

RSPB Oxford

Association of Waterways Cruising Clubs

Joint Committee of National Amenity Associations

Statutory and Non Statutory Consultees

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Contact Details and Copies of Documents

FurtherInformation

The documents accompanying the application, including the Environmental Statement and this Non-Technical Summary, along with other project information, are available on the Chiltern Evergreen3 website:

www.chiltern-evergreen3.co.uk

To contact the project team or requestdocuments, please contact:

Natasha GoughERMEaton House Wallbrook CourtNorth Hinksey Lane Oxford OX2 0QS

Phone - 01865 384865 Email - [email protected]

Obtaining ElectronicVersions of Documents

Electronic copies of the documents may be obtained free of charge.

Please contact Natasha Gough using the details set out above if you would like an electronic version containing all of the documents submitted, including theEnvironmental Statement.

Purchasing Hard CopyVersions of Documents

All documents, including the Environmental Statement, can be purchased in hard copy. A reasonable charge, based on the printing, postage and packaging will be payable. Please contact Natasha Gough using the details set out above for further details and prices.

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Submitting Objectionsand Representations

Any affected person is entitled to make an objection or representation on any relevant aspect of the scheme. This should state the grounds of your objection or representation. It is helpful if it also sets out proposalsfor changes or mitigation that would overcome any problems identified.

Objections and representations should be sent to:

The Secretary of State for Transportc/o The Transport and Works Act Orders UnitDepartment for TransportZone 1/31Great Minster House76 Marsham StreetLondon SW1P 4DR

Email - [email protected] reach the Department by 17th February 2010.

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InspectingDocuments

Copies of all of the documents accompanying the TWAO Application, including the Environmental Statement, willbe available for inspection between 6th January and the 17th February 2010 during normal opening hours atthe following places:

Oxford County CouncilPlanning ServicesRamsey House10 St Ebbes StreetOxfordOX1 1PTTel: 01865 252 495

Cherwell District CouncilPlanning ServicesBodicote HouseBodicoteBanburryOX15 4AATel: 01295 221 850

Banbury LibraryMarlborough RoadBanburyOxonOX16 5DBTel: 01295 262 282

Bicester LibraryOld Place YardBicesterOxonOX26 6AUTel: 01869 252 181

OxfordshireCentral LibraryWestgateOxfordOX1 1DJTel: 01865 820 826

Kidlington LibraryRon Groves House23 Oxford RoadKidlingtonOxonOX5 2BPTel: 01865 373067

Chiltern Railways Consultation Team

Tel: 01865 384 896Email: [email protected]

www.chiltern-evergreen3.co.uk