crossrail assessment of impacts on heritage and...

Crossrail Assessment of Impacts on Heritage and Landscape

Technical Report

February 2005

1E0316-G0E00-00001 This report has been prepared by Alan Baxter and Associates and Chris Blandford Associates for Cross London Rail Links Limited.

Cross London Rail Links Limited 1, Butler Place LONDON SW1H 0PT

Tel: 020 7941 7600 Fax: 020 7941 7703

www.crossrail.co.uk

Volume 2 of 6

ASSESSMENT OF IMPACTS ON HERITAGE AND LANDSCAPE TECHNICAL REPORT

This report has been prepared jointly by Chris Blandford Associates and Alan Baxter and Associates for Cross London Rail Links Limited.

__________________________

Date ______________________

For Chris Blandford Associates

__________________________

Date ______________________

For Alan Baxter and Associates

Crossrail Line 1 Assessment of Heritage and Landscape Impacts – Volume 2

Contents 1

Volume 2: Contents Western Section Introduction Route window W25 Maidenhead Station Route window W24 Maidenhead Railway Bridge Route window W23B Jubilee Rover to Taplow Station Route window W23A Taplow Station Route window W22 Lent Rise Route window W21 Burnham Station Route window W20 Dover Road & Leigh Road Bridges Route window W19 Stoke Poges Lane Bridge Route window W18B Wexham Road Bridge Route window W18A Slough Station Route window W17 Middlegreen Road,St Mary’s Road & Trenches Bridge Route window W16 Langley Station Route window W15 Dog Kennel Bridge Route window W14 Iver Station Route window W13 West Drayton Station Route window W12 Horton Road and Old Stockley Road Bridges Route window W11 Stockley Flylover Route window W10 Hayes and Harlington Station Route window W8/W9 Southall Station and Southall West Sidings Route window W7 Hanwell Station Route window W6 West Ealing Station Route window W5 Ealing Broadway Station Route window W4 Acton Main Line Station and Yard Route window W3 Old Oak Common Depot Route window W2 Canal Way Route window W1 Portobello Junction Route window H1-H5 Heathrow Express Tunnel


2 Contents


Volume 2 3

Volume 2 Western Route Section Introduction


Introduction 5

Contents

1. Introduction 7 1.1 Background 7 1.2 The Heritage and Landscape Report 8 1.3 Structure of the Report 9

2. Introduction To Volume 2 10 3. Description of the Scheme 11

3.1 Permanent Works 11 3.2 Construction 11

4. PPG 15 Principles 13 4.1 Listed building consent: Demolition and alterations 13 4.2 Control over demolition: Conservation Area Consent 14 4.3 Setting of Listed Buildings 14

5. Generic Works 15 5.1 Bridge Works 15 5.2 OHLE works 24 5.3 Utilites Works 43


6 Introduction


Introduction 7

1. Introduction 1.1 Background

Crossrail is a major new cross-London rail link project that has been developed to serve

London and the southeast of England. Crossrail will support and maintain the status of

London as a world city by providing a world class transport system. The project includes the

construction of a twin-bore tunnel on an east-west alignment under central London and the

upgrading of existing National Rail lines to the east and west of central London. The

Crossrail route is shown in Figure 1.1.

Overview of Crossrail Route

The project will enable the introduction of a range of new and improved rail journeys into and

through London. It includes the construction of seven central area stations, providing

interchange with London Underground, National Rail and London bus services, and the

upgrading or renewal of existing stations outside central London. Crossrail will provide fast,

efficient and convenient rail access to the West End and the City by linking existing routes

from Shenfield and Abbey Wood, in the east with Maidenhead and Heathrow in the west.

Crossrail will be a significant addition to the transport infrastructure of London and the

southeast of England. It will deliver improved services for rail users through the relief of

crowding, faster journeys and the provision of a range of new direct journey opportunities.

The project will also have wider social and economic benefits for London and the southeast

of England

Transportfor London


8 Introduction

1.2 The Heritage and Landscape Report

In 2002 Cross London Rail Link Ltd (CLRL) appointed consultants to carry out a number of

studies into the environmental impacts of the Crossrail scheme as inputs into the

Environmental Impact Assessment and Statement.

Alan Baxter and Associates (ABA) were appointed to examine the impacts of the scheme

upon listed buildings.

Chris Blandford Associates (CBA) were appointed to examine the impacts upon

landscape/townscape and visual amenity.

These two major pieces of work have an area of overlap in so far as they both consider the

impacts of the scheme on listed buildings and on conservation areas and they both address

the requirements of Planning Policy Guidance Note 15 (PPG 15) – Planning and the Historic

Environment with regard to listed buildings and conservation areas.

Consequently, there has joint working between the two consultancies. In addition, inputs

have been obtained from both the engineering design consultants (Mott McDonald (MM) and

Scott Wilson Railways) (SWR) and the architects (John McAslan & Partners and Hawkins

Brown) to provide additional information in relation to the design development of proposals

affecting listed buildings or buildings within conservation areas.

This report has been compiled from the series of studies carried out by these consultants

and provides a synthesis of their work into a joint report on heritage and landscape. The

responsibilities of the consultants in compiling this report are set out below:

Direct impacts on listed buildings and structures and above ground Scheduled Ancient Monuments

Alan Baxter & Associates

Impacts on the setting of listed buildings

Chris Blandford Associates supported by Alan Baxter & Associates in relation to historic buildings.

Impacts on Conservation Areas Chirs Blandford Associates supported by an assessment by Alan Baxter & Associates of the contribution to the Conservation Areas of buildings to be demolished.

Design development of proposals affecting listed buildings and buildings in Conservation Areas

Cross London Rail Links supported by Mott MacDonald, Scott Wilson Railways, John McAslan & Partners and Hawkins Brown

Impacts on townscape and landscape character

Chris Blandford Associates

Impacts on visual amenity Chris Blandford Associates


Introduction 9

1.3 Structure of the Report

Volume 1 provides an overview of the scheme, sets out the methodologies employed by the

consultants and summarises the principal impacts identified.

Volumes 2 (West), 3 (Central West), 4 (Central East) and 5 (East) examine the detailed

impacts for each route window. Each volume sets out the PPG 15 principles to be

considered in the assessment and describes the relevant planning policy framework included

in the Planning authorities is adopted and other statutory plans.

For each route window there is:

- a description of the temporary and permanent works;

- a baseline description of the listed buildings, conservation areas, townscape/landscape

character and quality, relevant landscape designations and the location and sensitivity of

potential visual receptors;

- an assessment of the impact of the works on heritage and landscape resources and

visual amenity including the proposed mitigation works to ensure that adverse impacts

are minimised as far, as is reasonably practicable;

- a summary table of the impacts;

- details of any assumptions made about the scheme;

- references.

Where there are predicted to be impacts on listed buildings, or where buildings within

conservation areas are to be demolished, the report also sets out a description of the design

development, explaining the reasons for the selection of the proposed scheme.

Volume 6 contains plans including Townscape Character Baseline mapping and Zones of

Visual Influence (ZVI) plans for each route window

The potential for impacts on listed buildings as a result of settlement is dealt with separately

in the report entitled“. Assessment of Settlement Impacts on the Built Heritage – Technical

Report”. This report assesses the potential impacts of settlement caused by the construction

of Crossrail on listed buildings and describes how any potentially significant impacts will be

mitigated, so that no significant settlement impacts will be expected when the scheme is

constructed.


10 Introduction

2. Introduction To Volume 2

Volume 2 of the report covers route windows W25 to W1 from Maidenhead to the tunnel

portal west of Paddington Station with a spur to Heathrow. Each route window is dealt with

in a separate section in the remainder of this document. This introductory section sets out an

overview of the scheme in the western section and section-wide issues.

Section 3 provides a summary of the scheme in the western section.

Section 4 provides relevant extracts from planning policy guidance, in particular Planning

Policy Guidance Note 15 (PPG 15) – Planning and the Historic Environment which sets out

Government policy with regard to listed buildings, heritage and conservation areas.

This part of the route is located within the administrative areas of the Royal Borough of

Windsor and Maidenhead, South Bucks District Council and Slough Borough Council, the

London Boroughs of Hillingdon, Ealing, Hammersmith and Fulham, Kensington and Chelsea

and the City of Westminster. As the works on the western route are contained largely within

the existing railway corridor there is little impact upon the local authorities’ planning policies.

The exception to this is the works at Slough Station which involve the alteration of listed

buildings. These would therefore would under normal arrangements need to comply with

Slough Council’s policies on standards of design (Policy EN1), landscaping (Policy EN3),

disabled access (Policy EN 8) and works affecting listed buildings and their settings (Policies

EN14 and 16). The design has been developed carefully to meet the requirements of these

policies.

Section 5 includes assessments by Chris Blandford Associates on route wide issues

affecting the West route, in particular the impact of overhead electrification (OHLE) and

works to bridges along the route and utilities works.


Introduction 11

3. Description of the Scheme

3.1 Permanent Works

The Crossrail service will use only the existing Great Western relief lines (in normal

operations). Additional new track will however, be provided at some locations. For example,

a new line will be constructed over about 1 km between Langley and West Drayton, which

will link existing (but upgraded) freight lines to its east and west so providing increased track

capacity.

Crossrail’s major new structures or facilities include a new dive-under (rail underpass) at

Acton (W4), a new flyover at Stockley in Hillingdon (W11) and new or remodelled sidings at

Maidenhead (W25), West Drayton (W13) and Old Oak Common depot (W3). Crossrail will

require, at several places, changes to the permanent way, such as new track or track

realignment. It will also require new or extended station platforms to accommodate

Crossrail’s 200 m long trains. At nine stations, improved facilities, including new or modified

ticket halls, will be provided to accommodate the increased number of passengers from

Crossrail.

Much of the Great Western Mainline (GWML) is not electrified: only the section between

Paddington and the Stockley Road bridge in Hillingdon is electrified at present. The

remainder of the route west of Stockley Road bridge will require the provision of new 25 kV

AC overhead line equipment (OHLE), generally in the form of 6 m high gantries from which

catenary wires and contact wires will be suspended. This in turn will require that some of the

bridges on the route be raised or the track lowered beneath them. In some cases, bridges

will be reconstructed completely. In other cases, bridge works will be more limited; for

example, the raising of parapets (side walls) for public safety reasons.

3.2 Construction

Construction methods for each of the works are described in their route window; for example,

with respect to construction of bridges, station buildings, stabling facilities and grade

separated crossings. The construction works, where they take place on or near to the

railway, may need to be undertaken during ‘possessions’, when the railway is closed to

normal passenger and freight services. These possessions generally take place at night, at

weekends or over public holidays.


12 Introduction

Where time periods for the works are given in this chapter, they may be subject to alteration

to accommodate possession planning requirements (ie times to be negotiated with the train

companies and Network Rail, when the works can be undertaken during temporary closure

of the railway) and final commissioning, which may need to be completed for the corridor as

a whole for constructing OHLE and platform extensions are much the same wherever they

are undertaken and so, for brevity, are described once here.

Construction of OHLE will require that ground bearing or piled foundations be installed using

rail-mounted machinery or by hand. Masts (which will have a bolted base) and electrical

equipment will be installed generally from the rail. Materials will be delivered by rail or road

as appropriate.

Plant and equipment required for construction of OHLE will include a mini digger, piling rigs,

concreting plant, diesel locomotives and wagons, a vibrating poker, generators, road/rail

cranes and hand held plant.

Platform extensions, which will be undertaken at 13 stations, will involve:

- break out and removal of existing surfaces and ramps;

- excavation and construction of foundations using piling where appropriate;

- construction of platforms using crosswalls and pre-cast concrete planks;

- fitting of reinforced concrete screed, copings and paving, fitting of tactile strips and

levelling of the surface;

- installation of lighting and drainage; and

- adjustment of track alignments, if required.

Proprietary platform extension systems may be used which may vary the construction

activities.

Subject to possession planning requirements and excluding final commissioning, platform

extensions will generally take between one and three months to complete.

Enabling works will be required prior to the main construction works. These may take up to

12 months at each site, although at locations where only minor enabling works are required

the durations of these works could be much shorter.


Introduction 13

4. PPG 15 Principles

The relevant statute for listed buildings, conservation areas, historic parks and gardens and

the wider historic environment is the Planning (Listed Buildings and Conservation Areas) Act

1990. The National Planning Policy Guidance document is Planning Policy Guidance Note

15: Planning and the Historic Environment (PPG15) (1994). PPG15 must be taken into

account by Local Planning Authorities in preparing development plans as it is material to

decisions on individual planning applications.

What is included?

- The listed building itself;

- Any structure or erection fixed to the building (not free standing) and any part of a

building is included in listing; and,

- Any object that forms part of the land and has done so before July 1st 1948 is defined as

within the curtilage and is included in the listing,

4.1 Listed building consent: Demolition and alterations

There is a general presumption in favour of the preservation of listed buildings. Their

preservation is ensured through the requirement for listed building consent to be granted by

the Local Planning Authority. When determining applications for listed building consent Local

Planning Authorities ‘Should have special regard to the desirability of preserving the building

or its setting or any feature of special architectural or historic interest which it possesses’

(1990 Act s 16). The issues that are generally relevant in the determination of all listed

building consent applications are explained in PPG15 (3.5, I-IV). They comprise:

- The architectural, historic importance or rarity of the building;

- The particular physical features of the building;

- The buildings setting and its contribution to the local scene; and,

- The extent to which the proposed works would bring substantial benefits to the

community.

(PPG15, 3.19) points out that only very occasionally are there cases ‘where demolition is

unavoidable’. To obtain listed building consent for demolition there must be ‘Clear and

convincing evidence that all reasonable efforts have been made to sustain existing uses or

find viable new uses’ (PPG15, 3.17).


14 Introduction

Where proposed works would result in the total or substantial demolition of the listed building

the Local Planning Authority would be expected to take into account PPG15, 3.19 regarding

the:

- Condition of the building and cost of repair;

- Adequacy of efforts made to retain the building in use; and,

- Alternative proposals for the Site.

Consent for demolition should not be granted unless it is certain that new development will

proceed, (PPG15, Annex B5) and if this is the case a month should be allowed for records to

be made (PPG15, Annex B4).

4.2 Control over demolition: Conservation Area Consent Where the demolition of a building within a conservation area is proposed, it is necessary to

seek Conservation Area Consent, in addition to planning permission. In determining

applications for Conservation Area Consent, local planning authorities should ‘clearly take

account of the part played in the architectural or historic interest of the area by the building

[…] and in particular of the wider effects of demolition on the building’s surroundings and on

the conservation area as a whole’ (PPG 15, 4.26).

For buildings which make a positive contribution to the character and appearance of the

conservation area there is a presumption in favour of their retention. Consent for demolition

should be determined according to the same criteria as are applied to listed buildings

(PPG15, 4.27). Where a building makes little or no contribution, the local authority will need

to have full information about what is proposed for the site after demolition.

Where ‘buildings make no positive contribution to, or actually detract from, the character or

appearance of the area, their replacement should be [seen as] a stimulus to imaginative,

high quality design and […] as an opportunity to enhance the area’ (PPG15, 4.17).

4.3 Setting of Listed Buildings Local planning authorities considering applications for planning permission are required to

have regard to the desirability of preserving the setting of nearby listed buildings (PPG15,

2.16). Authorities are also required to consider ‘development proposals which are outside the

conservation area but would affect its setting, or views into or out of the area.’ (PPG15, 4.14).


Introduction 15

5. Generic Works

5.1 Bridge Works 5.1.1 Introduction

This section has been produced with the aim of defining the scope and extent of the studies

required to assess the landscape / townscape impacts of the bridge works proposals at

Southall Station W8 and along the Stockley flyover to Maidenhead section (W12 to W25) of

the Western route section.

The report set out in tableform (Table 5.1) the location of the bridges, the proposed works to

each bridge, the likely landscape / townscape issues, impact receptors, an assessment in

broad terms of the townscape impacts and also an assessment of the impacts on visual

amenity. An assessment of the overall likely impact and its significance is also assessed.

Those bridge works that have been identified as potentially “significant” have been assessed

in detail in the individual route window technical reports. The assessment methodology used

follows the methodology set out in Volume 1 of this report.


16 Introduction

Tabl

e 5.

1: S

copi

ng o

f Brid

ge W

orks

in th

e W

este

rn R

oute

Sec

tion

Ass

essm

ent o

f Im

pact

s To

wns

cape

Vi

sual

Am

enity

R

oute

W

indo

w

Brid

ge /

Loca

tion

Wor

ks

Issu

es

Sens

itivi

ty

Mag

nitu

de o

f C

hang

e Se

nsiti

vity

M

agni

tude

of

Cha

nge

Pote

ntia

l Ove

rall

Sign

ifica

nce

Com

mer

cial

/Bus

ines

s an

d C

omm

unity

faci

litie

s to

the

north

M

oder

ate

Neg

ligib

le

Sta

tion

and

plat

form

s to

the

wes

t M

oder

ate

Neg

ligib

le

Bus

ines

s us

es to

the

sout

h Lo

w

Neg

ligib

le

W8

Mer

rick

Foot

brid

ge

Min

or a

ltera

tions

to

the

supp

orts

due

to

the

prop

osed

S

outh

all p

latfo

rm

wor

ks. B

ridge

st

ruct

ure

will

rem

ain

as p

rese

ntly

ex

ist.

Rai

l Cor

ridor

and

Sou

thal

l S

idin

gs to

eas

t

Low

Lo

w

Low

N

eglig

ible

Not

Sig

nific

ant

Res

iden

tial t

o so

uth-

wes

t –

view

s 20

/30m

H

igh

Mod

erat

e

Com

mer

cial

/Bus

ines

s –

north

/ ea

st s

outh

and

wes

t.

Mod

erat

e M

oder

ate

W12

Old

St

ockl

ey

Roa

d br

idge

Brid

ge d

emol

ition

. C

onst

ruct

ion

of n

ew

brid

ge.

Gra

nd U

nion

Can

al to

the

north

– 5

0m

Low

M

oder

ate

Mod

erat

e M

oder

ate

Sign

ifica

nt

Adj

oins

bus

ines

s/co

mm

erci

al

to s

outh

-wes

t M

oder

ate

Low

Bus

ines

s/co

mm

erci

al to

no

rth

Hou

sing

to s

outh

-eas

t (H

olly

G

arde

ns) w

ithin

100

m

Mod

erat

e M

oder

ate

W12

-13

Kin

gsto

n La

ne b

ridge

(p

ublic

fo

otpa

th /

cycl

eway

)

Brid

ge d

emol

ition

an

d co

nstru

ctio

n of

ne

w b

ridge

. G

rand

Uni

on C

anal

to th

e no

rth –

20m

. Sub

stan

tial

vege

tatio

n su

rrou

nds

brid

ge

and

emba

nkm

ent t

o ea

st

Low

M

oder

ate

Mod

erat

e M

oder

ate

Sign

ifica

nt


Introduction 17

A

sses

smen

t of I

mpa

cts

Tow

nsca

pe

Visu

al A

men

ity

Rou

te

Win

dow

B

ridge

/ Lo

catio

n W

orks

Is

sues

Se

nsiti

vity

M

agni

tude

of

Cha

nge

Sens

itivi

ty

Mag

nitu

de o

f C

hang

e

Pote

ntia

l Ove

rall

Sign

ifica

nce

Res

iden

tial p

rope

rties

to

sout

h-w

est a

nd s

outh

.

Mod

erat

e H

igh

Ope

n co

untry

side

/ G

reen

belt

to n

orth

-eas

t and

sou

th

(eas

t) C

olne

Val

ley

Par

k.

Mod

erat

e H

igh

W14

Iver

Th

orne

y La

ne

Brid

ge a

nd

Foot

brid

ge

Rec

onst

ruct

ion

of

Iver

Tho

rney

Lan

e ro

ad b

ridge

“off

line”

to 4

780m

m

clea

ranc

e.

Dem

oliti

on o

f ex

istin

g br

idge

Lo

ss o

f ope

nnes

s (te

mpo

rary

im

pact

) Los

s of

veg

etat

ion

north

and

sou

th

Low

H

igh

- -

Sign

ifica

nt

W14

Fo

otbr

idge

R

epla

cem

ent o

f fo

otbr

idge

par

apet

s P

oten

tial v

iew

s fro

m

adjo

inin

g pr

oper

ties

Lo

w

Low

H

igh

Low

N

ot s

igni

fican

t

Rur

al /

open

cou

ntry

side

G

reen

belt

Col

ne V

alle

y P

ark.

M

oder

ate

Mod

erat

e

Vie

ws

from

pub

lic fo

otpa

th

Hig

h M

oder

ate

Bis

on w

orks

to th

e no

rth-e

ast

Man

sion

Car

avan

Par

k to

no

rth w

est

Low

M

oder

ate

W15

D

og K

enne

l B

ridge

Exi

stin

g br

idge

to

be d

emol

ishe

d.

Tem

pora

ry

cons

truct

ion

area

s to

the

sout

h.

Loss

of r

ail-s

ide

vege

tatio

n.

Low

M

oder

ate

_ _

Sign

ifica

nt

Rur

al /

open

cou

ntry

side

to

north

-eas

t and

sou

th-e

ast.

M

oder

ate

Mod

erat

e

Gre

enbe

lt C

olne

Val

ley

Par

k R

esid

entia

l dev

elop

men

t to

wes

t and

sou

th-w

est.

Mod

erat

e

Low

(due

to

scre

enin

g ef

fect

of

emba

nkm

ent)

Che

quer

s C

otta

ge

imm

edia

tely

adj

oins

sou

th-

side

of e

xist

ing

brid

ge.

Hig

h

Low

(due

to

scre

enin

g ef

fect

of

emba

nkm

ent)

W15

C

hequ

ers

Brid

ge

Con

stru

ctio

n on

ne

w s

ectio

n of

rail

brid

ge a

djac

ent t

o ex

istin

g. N

ew

abut

men

ts /

pilin

g w

orks

tem

pora

ry

cons

truct

ion

area

s –

north

sid

e of

line

. C

ulve

rt ex

tens

ions

an

d di

tch

wor

ks.

Veg

etat

ion

rem

oval

Low

M

oder

ate

Sig

nific

ant


18 Introduction

Ass

essm

ent o

f Im

pact

s To

wns

cape

Vi

sual

Am

enity

R

oute

W

indo

w

Brid

ge /

Loca

tion

Wor

ks

Issu

es

Sens

itivi

ty

Mag

nitu

de

of C

hang

e Se

nsiti

vity

M

agni

tude

of

Cha

nge

Pote

ntia

l Ove

rall

Sign

ifica

nce

Loss

of v

eget

atio

n La

ne ta

ke

cons

truct

ion

area

. H

igh

Low

(due

to

scre

enin

g)

Res

iden

tial d

evel

opm

ent t

o so

uth-

wes

t and

sou

th-e

ast

with

pot

entia

l vie

ws

Mod

erat

e M

oder

ate

Ope

n la

nd to

nor

th-e

ast

Low

M

oder

ate

Gra

nd U

nion

Can

al 5

0m to

no

rth

Mod

erat

e Lo

w (d

ue to

di

stan

ce a

nd

scre

enin

g)

W17

Lang

ley,

Tr

ench

es

Brid

ge

(cyc

lew

ay /

foot

path

) (N

atio

nal

Cyc

le

Net

wor

k R

oute

61)

Rec

onst

ruct

ion

of

Brid

ge fo

r 478

0mm

cl

eara

nce.

C

onst

ruct

ion

com

poun

d to

the

north

-eas

t. Lo

ss o

f veg

etat

ion

on

emba

nkm

ent f

or a

cces

s pu

rpos

es

Low

M

oder

ate

_ _

Not

sig

nific

ant

Res

iden

tial d

evel

opm

ent t

o so

uth-

wes

t and

sou

th-e

ast –

20

/30m

.

Hig

h an

d M

oder

ate

Mod

erat

e (d

ue

to s

cree

ning

)

Com

mer

cial

/ B

usin

ess

to th

e no

rth-w

est a

nd n

orth

-eas

t. Lo

w

Low

Gra

nd U

nion

Can

al to

the

north

140

m

Mod

erat

e Lo

w (d

ue to

di

stan

ce a

nd

scre

enin

g)

St M

ary’

s C

hurc

h/R

oad

Con

serv

atio

n H

igh

Low

(due

to

dist

ance

) Lo

ss o

f roa

dsid

e an

d tra

cksi

de v

eget

atio

n _

_

W17

Lang

ley

Chu

rch

Lane

B

ridge

(St

Mar

y’s

Roa

d)

Rec

onst

ruct

ion

of

brid

ge fo

r 478

0mm

cl

eara

nce.

C

onst

ruct

ion

com

poun

d to

the

sout

h-w

est.

Brid

ge

– tra

ffic

light

co

ntro

lled.

Vi

ews

tow

ards

tem

pora

ry

cons

truct

ion

com

poun

d fro

m

prop

ertie

s ad

jace

nt to

re

crea

tion

grou

nd

Low

M

oder

ate

Mod

erat

e Lo

w /

Mod

erat

e

Not

sig

nific

ant


Introduction 19

Ass

essm

ent o

f Im

pact

s To

wns

cape

Vi

sual

Am

enity

R

oute

W

indo

w

Brid

ge /

Loca

tion

Wor

ks

Issu

es

Sens

itivi

ty

Mag

nitu

de

of C

hang

e Se

nsiti

vity

M

agni

tude

of

Cha

nge

Pote

ntia

l Ove

rall

Sign

ifica

nce

Res

iden

tial d

evel

opm

ent t

o so

uth-

east

.

Hig

h /

Mod

erat

e M

oder

ate

(due

to

scr

eeni

ng)

Com

mer

cial

/ B

usin

ess

use

to n

orth

-eas

t. Lo

w

Mod

erat

e

Pub

lic O

pen

Spa

ce u

se to

no

rth-w

est.

Hig

h M

oder

ate

(due

to

scr

eeni

ng)

Pub

lic O

pen

Spa

ce a

nd

woo

d to

sou

th-w

est w

ith

Nat

ure

Con

serv

atio

n In

tere

st.

Mod

erat

e Lo

w/M

oder

ate

W17

M

iddl

egre

en

Roa

d Br

idge

Rec

onst

ruct

ion

of

brid

ge fo

r 478

0mm

cl

eara

nce.

C

onst

ruct

ion

com

poun

d to

the

north

-wes

t in

play

ing

field

.

Vie

ws

from

resi

dent

ial

prop

ertie

s an

d ar

eas

of

Pub

lic O

pen

Spa

ce.

Low

M

oder

ate

Hig

h /

Mod

erat

e Lo

w /

Mod

erat

e

Sign

ifica

nt

Res

iden

tial d

evel

opm

ent t

o th

e so

uth-

east

, sou

th-w

est

and

north

-eas

t.

Hig

h Lo

w

Mos

que

20 to

the

sout

h-w

est

Low

Lo

w

Com

mer

cial

/ bu

sine

ss to

the

north

-wes

t. P

ublic

Ope

n S

pace

/ pl

ayin

g fie

ld to

the

east

/ so

uth-

east

.

Hig

h Lo

w

Vie

ws

from

resi

dent

ial

prop

ertie

s an

d P

ublic

Ope

n S

pace

. Lo

ss o

f veg

etat

ion

on b

ridge

em

bank

men

ts

_ _

W18

S

loug

h U

xbrid

ge

Roa

d Br

idge

Trac

k lo

wer

ing.

R

epla

cem

ent o

f pa

rape

ts.

Tem

pora

ry

scaf

fold

ing

wor

ks.

Con

stru

ctio

n w

ork

area

s no

rth-w

est

and

north

-eas

t.

Con

stru

ctio

n co

mpo

und

to th

e no

rth-w

est o

r nor

th-

east

.

Pot

entia

l tem

pora

ry

dist

urba

nce

to P

ublic

Ope

n S

pace

use

rs.

Low

Lo

w

Hig

h

Low

(due

to

tem

pora

ry

natu

re o

f co

mpo

und)

Not

sig

nific

ant


20 Introduction

Ass

essm

ent o

f Im

pact

s To

wns

cape

Vi

sual

Am

enity

R

oute

W

indo

w

Brid

ge /

Loca

tion

Wor

ks

Issu

es

Sens

itivi

ty

Mag

nitu

de

of C

hang

e Se

nsiti

vity

M

agni

tude

of

Cha

nge

Pote

ntia

l Ove

rall

Sign

ifica

nce

Com

mer

cial

/ bu

sine

ss

deve

lopm

ents

to th

e no

rth-

wes

t and

nor

th-e

ast.

Car

pa

rk to

the

north

-wes

t.

Mod

erat

e M

oder

ate

Offi

ce to

the

sout

h-ea

st –

20

met

res.

M

oder

ate

Mod

erat

e

Res

iden

tial d

evel

opm

ent t

o th

e so

uth-

east

and

sou

th-

wes

t. H

igh

Low

(due

to

scre

enin

g)

Pot

entia

l tem

pora

ry

dist

urba

nce

to re

side

ntia

l de

velo

pmen

t if c

ompo

und

loca

ted

to s

outh

-wes

t.

Hig

h

Mod

erat

e /

Low

(due

to

tem

pora

ry

natu

re o

f co

mpo

und)

Lo

ss o

f veg

etat

ion

on b

ridge

em

bank

men

ts.

_ _

W18

S

loug

h W

exha

m

Roa

d Br

idge

Rec

onst

ruct

ion

of

brid

ge fo

r 478

0mm

C

lear

ance

/ pa

rape

t ra

isin

g an

d co

ping

. C

onst

ruct

ion

com

poun

d to

the

sout

h-w

est o

r no

rth-w

est.

Brid

ge

clos

ure

1 w

eek

Pot

entia

l dis

turb

ance

to u

ser

of c

ar p

ark

to n

orth

-wes

t

Low

M

oder

ate

Mod

erat

e

Low

(due

to

tem

pora

ry

natu

re o

f co

mpo

und)

Sign

ifica

nt

Slo

ugh

Sta

tion

and

foot

brid

ge to

the

east

Gra

de

II lis

ted

build

ing.

Effe

cts

on

setti

ng o

f lis

ted

build

ings

.

Mod

erat

e Lo

w

Com

mer

cial

/bus

ines

s us

es to

th

e no

rth.

Vie

ws

from

offi

ce

deve

lopm

ents

Low

/ M

oder

ate

Low

W

18

Slo

ugh,

W

illia

m

Stre

et B

ridge

Min

or w

orks

. P

arap

et ra

isin

g an

d co

ping

. C

onst

ruct

ion

com

poun

d in

car

pa

rk to

sou

th-w

est

and

north

-eas

t R

esid

entia

l dev

elop

men

t als

o to

nor

th-w

est –

100

+ m

etre

s an

d so

uth-

east

(Ric

hmon

d C

resc

ent).

Mod

erat

e Lo

w

Hig

h

Low

(due

to

dist

ance

and

in

terv

enin

g de

velo

pmen

t)

Not

sig

nific

ant


Introduction 21

Ass

essm

ent o

f Im

pact

s To

wns

cape

Vi

sual

Am

enity

R

oute

W

indo

w

Brid

ge /

Loca

tion

Wor

ks

Issu

es

Sens

itivi

ty

Mag

nitu

de

of C

hang

e Se

nsiti

vity

M

agni

tude

of

Cha

nge

Pote

ntia

l Ove

rall

Sign

ifica

nce

Res

iden

tial d

evel

opm

ent t

o th

e so

uth-

east

– 4

0 m

etre

s.

Hig

h Lo

w (d

ue to

sc

reen

ing)

P

ublic

Ope

n S

pace

/ S

alt H

ill P

ark

to th

e so

uth-

wes

t. H

igh

/ m

oder

ate

Low

(due

to

scre

enin

g)

Com

mer

cial

/ bu

sine

ss u

ses

to th

e no

rth-e

ast (

Hor

licks

fa

ctor

y).

Low

Lo

w

Res

iden

tial d

evel

opm

ent t

o no

rth-w

est.

5-s

tore

y fla

ts o

n S

imps

ons

Way

/ P

ickf

ord

Gar

dens

-50

met

res.

Hig

h Lo

w (d

ue to

sc

reen

ing

and

dist

ance

)

W19

Slo

ugh,

S

toke

Pog

es

Lane

Brid

ge

and

Sto

ke

Pog

es L

ane

Foot

brid

ge

Rai

sing

su

pers

truct

ure,

pa

rape

ts a

nd

copi

ng.

Par

apet

m

odifi

catio

ns to

fo

otbr

idge

. R

epro

filin

g ro

ad.

Rem

oval

of e

xist

ing

vege

tatio

n.

Loss

of t

rack

side

veg

etat

ion.

Low

/ M

oder

ate

Low

- -

Not

sig

nific

ant

W19

S

loug

h Fa

rnha

m

Roa

d Br

idge

Par

apet

repa

irs,

copi

ng a

nd p

ossi

ble

repr

ofilin

g ro

ad.

Busi

ness

/ co

mm

erci

al

Dev

elop

men

t to

north

-wes

t, no

rth-e

ast,

sout

h-ea

st a

nd

sout

h-w

est (

part

of S

loug

h Tr

adin

g E

stat

e).

Low

Lo

w

Low

/ M

oder

ate

Low

N

ot s

igni

fican

t

W20

S

loug

h Le

igh

Roa

d Br

idge

Rec

onst

ruct

ion

of

Brid

ge.

Con

stru

ctio

n co

mpo

und

in c

ar

park

to s

outh

-eas

t B

ridge

clo

sure

1

wee

k

Busi

ness

/ co

mm

erci

al

deve

lopm

ent e

ither

sid

e of

ra

il co

rrid

or –

war

ehou

sing

–

30 m

etre

s to

nor

th-w

est

MG

/Rov

er c

ar s

ervi

ce/p

arts

ce

ntre

and

car

par

k to

the

sout

h. O

ffice

s to

the

north

-ea

st a

nd n

orth

-wes

t. V

iew

s fro

m a

djoi

ning

bus

ines

s/

com

mer

cial

pro

perti

es.

Low

Lo

w

Low

/ M

oder

ate

Mod

erat

e N

ot s

igni

fican

t


22 Introduction

Ass

essm

ent o

f Im

pact

s To

wns

cape

Vi

sual

Am

enity

R

oute

W

indo

w

Brid

ge /

Loca

tion

Wor

ks

Issu

es

Sens

itivi

ty

Mag

nitu

de

of C

hang

e Se

nsiti

vity

M

agni

tude

of

Cha

nge

Pote

ntia

l Ove

rall

Sign

ifica

nce

W20

S

loug

h D

over

Roa

d B

ridge

Min

or w

orks

. P

arap

et ra

isin

g an

d co

ping

. C

onst

ruct

ion

com

poun

d w

ithin

ce

ntra

l res

erva

tion

of D

over

Roa

d

Busi

ness

/ co

mm

erci

al

deve

lopm

ent e

ither

sid

e of

ra

il co

rrid

or.

B&

Q w

areh

ouse

to s

outh

-w

est.

Cou

rier d

epot

/type

repa

ir w

orks

hop

to s

outh

-eas

t. 2-

stor

ey c

ompu

ter r

epai

r ce

ntre

to n

orth

-eas

t. V

acan

t war

ehou

se to

nor

th-

wes

t – c

ar d

eale

rshi

p an

d ca

r pa

rk b

eyon

d-40

met

res.

V

iew

s fro

m a

djoi

ning

bu

s/co

m p

rope

rties

.

Low

Lo

w

Low

/ M

oder

ate

Low

N

ot s

igni

fican

t

W21

&

W22

N

o br

idge

w

orks

.

---

------

-

W23

Ta

plow

S

tatio

n fo

otbr

idge

Rai

sing

par

apet

s an

d ot

her m

inor

w

orks

. C

onst

ruct

ion

com

poun

d in

S

tatio

n ca

r par

k.

Rur

al/w

ell t

reed

loca

tion.

P

layi

ng fi

eld

to n

orth

. R

esid

entia

l pro

perty

(fla

t) to

no

rth-e

ast.

Sta

tion

car p

ark

to s

outh

. C

arav

an /

cam

per

van

reta

iler t

o so

uth-

wes

t.

Enc

lose

fiel

d to

sou

th-e

ast.

Low

Lo

w

Low

/ M

oder

ate

Low

N

ot s

igni

fican

t

W24

/ W

25

No

brid

ge

wor

ks.

------

----


Introduction 23

5.1.2 Principal Findings and Conclusions

The preliminary townscape / landscape and visual impact assessment for the bridge works

located at Southall (W8) and along the Stockley flyover to Maidenhead (W12 to W25) section

of the route has not identified any locations / bridges where there would be impacts of

particular importance on townscape / landscape resource or on surrounding visual amenity

receptors as a result of the bridge works. The assessment however indicated that there are

a number of bridges where the proposed work has the potential to result in significant

adverse impacts. These locations / bridges are:

- W12 Old Stockley Road Bridge

- W12-W13 Kingston Lane Bridge

- W14 Iver Thorney Lane Bridge

- W15 Dog Kennel Lane

- W15 Hollow Hill Lane / Chequers Bridge

- W17 Langley, Down (Middlegreen Road) Bridge

- W18 Slough Wexham Road Bridge

The conclusions of this preliminary study are that the majority (10) of the bridge and works

proposals could be “scoped out” of the Crossrail Environment Statement as the impacts on

visual amenity receptors and landscape / townscape character are not predicted to be

significant and that there are seven locations identified in this study that warrant detailed

assessment of landscape / townscape impacts in the Environment Impact Assessment.

5.1.3 References

ES Route Windows W8 to W25

ES Scheme Description

Parliamentary Plan Sheets


24 Introduction

5.1.4 Assumptions

- It is assumed that all bridges will be replaced / rebuilt as set out in the scheme

description with detail as indicated in the Construction Planning Reports.

5.2 OHLE works

5.2.1 Introduction


required to assess the landscape / townscape impacts of the OHLE proposals as part of the

Crossrail Environmental Impact Assessment. It sets out the findings of a preliminary

landscape / townscape appraisal of the OHLE proposals and includes, in broad terms, the

assessment methodology which has been utilised for this preliminary assessment study.

Effective scoping, in consultation with relevant external bodies and at an appropriate stage,

provides necessary reassurance to all parties that the assessment process will address all

significant issues / impacts. It also ensures that “non issues” are identified early and scoped

out.

This section sets out the findings of a preliminary Landscape and Townscape Impact

Assessment of the permanent works associated with the OHLE. It does not address the

impacts of the construction works or use of the temporary work sites.


Introduction 25

Separate assessments and reports are to be prepared relating to the bridge alterations /

rebuilding works and the temporary and permanent works to the stations. This scoping /

preliminary assessment report does not take account of the potential for track lowering or

seeking dispensation from the railway authority to allow a lower than normal distance

between the OHLE and the underside of bridges.

This section also includes a preliminary landscape / townscape impact assessment of the

Switchgear Enclosures and Substations at Maidenhead (W25), Slough (W18) and Iver

(W14).

The methodology for undertaking this study has been proposed at a broad level and the

study has been carried out to identify the likely significant impacts of the OHLE and to “scope

out” sections of the OHLE, where it is considered there would not be significant impacts and

further more detailed baseline surveys and impact assessment work would not be required.

The methodology employed for this study has followed 5 stages, as outlined below:

Stage 1 – Data Collection and Review including:

- review relevant sections of the ES Scheme Description where the OHLE works are

proposed;

- review reports in the context of the Parliamentary Plan Sheets 321 to 345;

- review of detailed levels information and aerial photographs.

Stage 2 – Landscape / Townscape Mapping including:

Identify and plot the following:

- main land uses: Residential / Business / Industrial / Open Spaces and Open Countryside;

- any screening features e.g. line side vegetation, industrial buildings;

- landscape planning designations: Green Belt / Special Countryside Designations /

Conservation Areas / Areas of Local Landscape Character / Historic Parks and Gardens /

National Recreation Trails and Paths;

- the “broad” visual envelope or ZVI of the OHLE.


26 Introduction

Stage 3 – Identification of Character Areas:

- Based on the above mapping and preliminary site inspections, general / typical character

areas are identified;

- Select representative locations (section of the line) that reflect the character of the railway

corridor and surrounding area, such as Industrial / Business / Commercial, Residential,

Mixed Use, Open Spaces and Rural Areas.

Stage 4 – Assessment of Landscape Sensitivity:

- Assess the sensitivity of each representative section of track / OHLE and identify in

broad-brush terms, the visual amenity receptors, categorising them into representative

groups.

Stage 5 – Evaluation and Reporting:

- Synthesis of desk and preliminary field assessments;

- Report findings and overall conclusions.

-

5.2.2 Landscape / Townscape Character Baseline

Local Context

The proposed OHLE section extends approximately 18 kilometres from Maidenhead Station

eastwards to a point just to the east of Stockley Road bridge, West Drayton. The route is

located within the Royal Borough of Windsor and Maidenhead, the Borough of Slough, South

Bucks District and the London Borough of Hillingdon. The rail corridor from Maidenhead to

West Drayton comprises a four-track route lying at grade, or on slight embankment within the

built up area of West Drayton.

The Landscape / Townscape Baseline Plans for the West Drayton to Maidenhead OHLE

Drawing No.1E0416-W-1E00-E00-F-00013 to 1E0416-W1E00-E00-F-000024 inclusive,

identify the main land uses, line side vegetation, embankments and cuttings and the

landscape planning designations that relate to the route corridor and its surroundings.


Introduction 27

The section of the rail corridor between the Maidenhead Bridge Viaduct and Maidenhead

Station (W24 and W25) is approximately 1.8 kilometres in length and lies within the built up

area of Maidenhead. This stretch of railway lies on a high embankment approximately 6 to

10 metres in height with a number of underbridges, Oldfield Road, Forlease Road and King

Street / Braywick Road, and a local stream / brook passing beneath the railway line. The

land uses around Maidenhead Station and to the south of the railway between Oldfield Road

and the station are generally industrial / business and office developments. The remaining

sections of the route are contained by residential housing development of terraced housing,

semi-detached dwellings and detached houses with rear gardens backing onto the railway

corridor. The extent of vegetation located along this section of the route is good with belts of

mature tall trees and understorey planting located on the embankment slopes which

generally contains views towards and from the railway line and will restrict views towards the

proposed OHLE from adjoining business / industrial areas, housing areas and users of local

roads and footpaths.

To the west of Slough (W23 and part of W24), the rail corridor crosses an area of open

countryside and Metropolitan Green Belt containing areas of residential development either

side of the A4 Bath Road. To the north of the rail corridor, is an area of detached houses

and blocks of flats served off River Road and Ellington Road, hotel, a country club and

grounds, garages, public house, sports grounds and pitches and horse paddocks. Parts of

this area either side of the River Thames are designated the Maidenhead and Guards Club

Island / Taplow Riverside Conservation Areas. To the south of the railway line, is an area of

large detached houses served off Chauntry Road and Close, River Road and Amerden Lane,

and a ribbon of housing development located on Marsh Lane. Also included within this area

is Thames Valley Adventure Playground, a number of lakes, horse paddocks and arable

fields. The rail corridor lies on an embankment between 2 to 7.3 metres in height. There is a

bridge over the Jubilee River and the Maidenhead Railway Bridge (Grade II* listed structure)

over the River Thames. To the north-west of the Maidenhead Railway Bridge is located

Guards Club Park and Island, a small open grass area and tree fronting the River Thames.

To the north of the rail corridor at this point is Maidenhead Road Bridge (Grade I listed

structure). This section of the rail corridor is well vegetated with mature tall trees and

understorey planting located on the embankment slopes which extends westwards from

Taplow Station to the River Thames / Maidenhead Railway Bridge. This vegetation generally

contains views towards and from the railway line and would restrict views towards the

proposed OHLE from adjoining housing and users of Thames Path and local roads.


28 Introduction

The section of the rail corridor between Chequers Underbridge and Taplow Station (W16 to

W23) is approximately 9.3 kilometres in length and lies within the built up area of Slough,

although the western portion of the town (west of Lent Rise Road) is located within South

Bucks District. Located along this section are Langley Station, Slough Station, and Burnham

Station and a number of bridge structures including Trenches Bridge, Church Lane Bridge

(St Mary’s Road), Middlegreen Road Bridge and Pipe Bridge, Uxbridge Road Bridge,

Wexham Road Bridge, William Street Bridge, Stoke Poges Lane Bridge and footbridge,

Farnham Road Bridge, Leigh Road Bridge and Dover Road Bridge. This stretch of railway

line generally lies at grade or on embankment with the adjoining development lying at

approximately the same level as the railway. To the east of Langley Station, the railway lies

on embankment up to four metres in height. However to the south of the corridor is a high

earth bund which screens the majority of views from the adjoining housing.

There are a few short sections of the rail corridor through Slough, which adjoin areas of

public open space such as Springfield Recreation Ground, Ravens Field Park, Goodman

Park, Locks Garden cemetery and adjoining school playing fields, Salt Hill Park (Pleasure

Grounds) and Compton Court Park near Burnham Station. However, the remainder of the

route through the town is contained by areas of residential housing development (backing on

to the rail corridor) and industrial / office and business park developments including ICI paints

works, the Horlicks factory, Middlegreen Trading Estate, Langley Business Park, Canal

Industrial Estate and Oil depot, and Slough Trading Estate. The majority of the residential

development is two storey housing with rear gardens backing on to the railway boundary

fence with a few three and four storey developments / flats such as Sandringham Court and

Missenden Garden, which have communal amenity space and garages or car parking areas

adjoining the railway. The industrial and business park developments that adjoin the rail

corridor comprise large scale warehouse buildings with blank walls facing the line whilst the

business / office development situated near Slough Station and within the ICI paints complex

are up to four storeys in height with windows overlooking the railway.

The extent of mature tree and shrub vegetation within and adjoining the rail corridor varies.

The central sections of the route near Slough Station (W18) contain relatively few areas of

vegetation which allow direct and open views from the adjoining offices and Business park

developments. To the east of Uxbridge Road bridge (W16 / W17 / W18) the amount of

vegetation increases markedly with belts of mature trees and areas of scrub lying on the

edge of the rail corridor and in adjoining business park developments, and within the rear

gardens of adjacent houses. This vegetation provides screening and restricts views towards

the railway and proposed OHLE, mainly to oblique views.


Introduction 29

To the west of Slough Station and William Street Road Bridge, there are good belts of

mature trees located on the southern boundary of the rail corridor and within the rear garden

of properties and within Salt Hill Park. These limit and restrict some views towards the

railway and proposed OHLE. There are a limited areas of vegetation to the north near the

Horlicks factory and rail sidings to the west of Stoke Poges Lane bridge.

To the west of Farnham Road (W20), vegetation tends to be intermittent either side of the rail

corridor with Slough Trading Estate (lying to the north and south of the corridor), buildings

generally containing and restricting views. To the west of Dover Road bridge (W20 / W21 /

W22), the extent of vegetation increases markedly with belts of mature trees and areas of

scrub located on the edge of the rail corridor and within the rear gardens of adjacent

residential areas. This vegetation provides screening and limits views towards the railway

and proposed OHLE, generally to oblique views from the upper storeys of the houses.

To the east of Slough up to Richings Park, the rail corridor crosses an area of open

countryside and Metropolitan Green Belt in shallow cutting and on a low embankment. Along

this section of the corridor, mature trees and scrub are located on the slope forming a

discontinuous belt allowing open short and long distance views to be obtained towards the

railway lines from areas to the north and south and vice versa. To the north of the tracks lies

a large open arable field, the Bison Works including warehousing, outdoor storage areas and

cranes, and the Mansion Caravan and Mobile Home Site adjacent to the Grand Union Canal

(Slough Arm). To the south of the line, the land comprises a number of large and very large

open arable fields extending southwards to North Park Road and Richings Park Golf Course.

To the west side of this route window, is the built up edge of Slough and housing fronting

Market Lane. This lane passes under the railway at Chequers Bridge.

To the north of Richings Park and west of Thorney Lane bridge (W14), the rail corridor is

contained by a shallow, well vegetated cutting with the residential areas of Richings Park

backing onto the top of the cutting to the south. To the north, lies an area of woodland /

scrub and rough grassland and the access road leading to the Bison Works. Within this

section of the route is located Iver Station with car parking and access obtained from

Bathurst Walk.


30 Introduction

To the west of West Drayton (W14), the corridor crosses an area of open countryside and

Metropolitan Green Belt, containing urban fringe uses and landscape features including

Thorney Park Golf Course, a small area of lakes and individual residential properties to the

south, and Thames Water Sewage Works and extensive area of open and enclose lakes

occupying former gravel working to the north. The rail corridor lies on a low embankment to

the east side of the route window and passes into a shallow cutting with the M25 motorway

and Thorney Lane road bridge crossing the railway near Richings Park and Iver Station.

Areas of mature tree and scrub vegetation lie on the slopes of the embankment and cutting,

forming an intermittent tree screen with belts of trees and individual tree planting lying within

the golf course and surrounding the lake areas to the north and south. This vegetation

generally contains views to and from the railway line close to the track corridor. The Colne

Valley Way crosses under the railway line close to the Thames Water Sewage Works.

The eastern most section of OHLE is within Route Window W13 and includes West Drayton

Station, an area of extensive open air storage and industrial use to the north of the track and

residential development comprising mainly two storey modern housing to the south. Areas of

existing mature vegetation and scrub lie to the edges of the rail corridor or in rear gardens,

which screen and restrict views.

Character Areas

The Zone of Visual Influence and Character Area Plans for the West Drayton to Maidenhead

OHLE (West Sub Section W300/W400 and W500), Drawing Nos.1/316-W1E00-E00-F-

01003, 1/316-W1E00-E00-F-01004 and 1/316-W1E00-E00-F-01005 identify the character

areas along the rail corridor.

The baseline assessment based on desk-top studies and site inspections, indicates that the

route corridor can be split into five representative character areas. These character areas

and their key characteristics are as follows:

Industrial / Business / Commercial Areas – the key characteristics are:

- the land uses generally contain and enclose the rail corridor;

- railway corridor is generally at grade or on embankment;

- adjoining buildings generally backing onto the rail corridor;

- rear façades of industrial / warehouses building are blank or contain few windows;

- office or business park style buildings vary in height and usually include a number of

windows facing the railway corridor;


Introduction 31

- vegetation within and adjoining the corridor varies from sections with little or

discontinuous planting and are open, such as in Slough (W18 to W20), to sections that

are well vegetated and enclosed, such as within Maidenhead (W24 and W25);

- views towards the railway are typically from rear service areas, glimpsed views between

buildings, from the upper storeys of office blocks or from bridges crossing the line; and

- generally the townscape quality of these areas is low.

Residential Areas – the key characteristics are:

- the land uses generally contain and enclose the rail corridor;

- level of railway corridor varies, from cutting, at grade or embankment;

- housing generally backing onto railway with rear gardens extending up to the railway

boundary;

- housing comprises mainly two storey dwellings as terraced houses or semi-detached

dwellings;

- includes some areas of three or four storey apartment buildings or blocks of flats;

- upper storey windows overlooking rail corridor;

- vegetation within and adjoining the rail corridor generally good providing a visual screen

to direct views;

- views towards the railway are typically oblique views and glimpsed views through belts of

trees; and

- typically the townscape quality of these areas is moderate.

Mixed Use Areas – these areas consist of a combination of the key characteristics of

Industrial / Business / Commercial and Residential Character Areas with neither of these

land uses / character areas forming the dominant character along any section of track.

Open Spaces – these areas are limited along the rail corridor. The key characteristics are:

- typically open land consisting of maintained grassed areas, trees and shrub planting;

- areas in recreational use including amenity areas, parks, playgrounds and sports pitches;

- peripheral belts of tree planting containing and enclosing the spaces;

- vegetation within and adjoining the corridor is generally good providing a visual screen;

- level of railway corridor varies;


32 Introduction

- views towards the railway are generally restricted but open direct views can be obtained;

and

- typically these areas have a moderate townscape quality.

Rural Areas – the key characteristics are:

- open countryside uses with some urban fringe influences;

- patchwork of agricultural fields in pasture / arable use;

- hedgerows, individual tree belts and woodlands;

- golf courses, sport grounds and horse paddocks;

- lakes, water bodies and rivers;

- open short to long distance views within the landscape;

- network of local roads and public footpaths;

- dispersed pattern of housing mainly associated with road network;

- vegetation within and adjoining the rail corridor typically mature trees forming intermittent

screens;

- containment of the rail corridor is limited generally with long distance views towards the

line possible;

- typically these areas have a moderate landscape quality.

Landscape Planning Designations

The majority of the route corridor lies within either urban areas (13.6 kilometres) or within the

settlement boundaries of Maidenhead (W24 and W25), Slough (W16 to W22) and West

Drayton (W13). A short section (740 metres) of the route adjoins the settlement boundary of

Rickings Park (W14 and W15).

The remainder of the corridor is located within open countryside (3.68 kilometres) which is

designated as Metropolitan Green Belt. The sections of route to the east of Slough

(W13/W14 and W15), to the east and west of Iver Station and Rickings Park also lie within

the Colne Valley Country Park. The rail corridor is crossed by two long distance recreational

paths, the Colne Valley Way (W14) and Thames Path (W24).

There are five Conservation Areas in the vicinity of the rail corridor. The Maidenhead Bridge

and Guards Club Island Conservation Area is located on the west side of the River Thames

and the Taplow Riverside Conservation Area is located on the east side of the River

Thames.


Introduction 33

Both these Conservation Areas lie close to the rail corridor on the edge of Maidenhead

(W24) and includes two short sections of railway line and the abutment of the Maidenhead

Railway Bridge. The St Bernard’s School Conservation Area is some 180 metres to the

south of the rail corridor and Sussex Place / Clifton Road Conservation Area is some 320

metres also to the south in Slough (W18). The St Mary’s Church Conservation Area is

located some 100 metres to the south of the rail corridor in east Slough (W17).

There are a number of listed buildings and structures located within the ZVI of the OHLE

structures. These include:

Maidenhead House, Westbury Fishery Road – Grade II

Maidenhead Railway Bridge – Grade II*

Footbridge and Lodge, Guards Club Road – Grade II

Oldfield, Guards Club Road – Grade II

Maidenhead Bridge – Grade I

160 Bridge Road – Grade II

Oldfield Lodge, 156 Bridge Road – Grade II*

Clocktower Station Approach (East End) – Grade II

Slough Slough Station – Booking Hall, Booking Office and Travel Centre, Island Platform Building,

Railway Terrace – all Grade II

West Drayton Railway Arms Public House, Station Approach – Grade II

De Burgh Arms Public House, Station Road – Grade II

There is one Special Landscape Area (SLA) which adjoins the rail corridor between

Maidenhead and Taplow Station (W23) and a further SLA is some 100 metres to the north of

the rail corridor at Berry Hill. There is one English Heritage Park and Garden of Special

Historic Interest in the vicinity of the route corridor, this is Berry Hill Park (W23) and is located

some 100 metres to the north of the railway. There are several Sites of Nature Conservation

Interest close to the rail corridor in the Colne Valley (W13), on the eastern edge of Slough

(W15) and within Slough itself (W17 and W19). However, none of the railway corridor itself

is designated a SNCI.


34 Introduction

Approximate Zone of Visual Influence

The Zone of Visual Influence and Character Areas for the West Drayton to Maidenhead

OHLE (W12 to W25) Drawing No.1/316-W1E00-E00-F-01003 to 01005 inclusive, identify the

approximate ZVI of the proposed OHLE. These plans illustrate how the ZVI varies along the

route, reflecting the extent of built development and vegetation in close proximity to the rail

corridor and which create limitations to longer range views of the proposed OHLE.

Within the urban areas and where there is a good belt of vegetation adjoining the railway or

the line is in cutting, the ZVI extends between 100 to 200 metres to the north and south of

the line. Visual receptor consist predominantly of users of residential properties. Views are

obtained from rear gardens, external areas associated with the Industrial / Business Parks

and workers in Office / Commercial buildings. The nearest and most open views of the

proposed OHLE would be gained from users of the stations and bridges over the rail corridor.

The visibility of the railway and proposed OHLE where the route crosses Rural Character

Areas (Colne Valley and east of Slough – W14 and between Maidenhead and Slough – W23

and W24) extends up to 1.0 kilometres to the north and 1.0 kilometre to the south of the

railway line. In these areas the visual receptors consist of users of the local road network,

public rights of way and long distance recreational paths, such as walkers and horse riders,

some residential properties and agricultural workers.

5.2.3 Sensitivity of Landscape / Townscape to Change

The majority of the Maidenhead to West Drayton OHLE route lies within the built up areas of

Maidenhead, Slough and West Drayton (i.e. the Industrial / Business / Commercial Character

Areas, Residential Character Areas and Mixed Use Character Areas) where the townscape

quality of these areas is typically low. There are a number of listed buildings and structures

along the route corridor. There is two Conservation Areas and a number of listed structures

situated at the River Thames crossing where the landscape and townscape quality is high.

Elsewhere the route crosses Open Space / Rural Character Areas which are of moderate

landscape quality.


Introduction 35

Each identified Character Area has a sensitivity to change as follows:

Industrial / Business / Commercial Areas – low sensitivity to change overall

Residential Areas – moderate sensitivity to change overall

Mixed Use Areas – low sensitivity to change overall

Open Space Areas – moderate sensitivity to change overall

Rural Areas – moderate sensitivity to change overall.

The River Thames Maidenhead Bridge Viaduct and adjoining Conservation Area(s) have a

moderate sensitivity to change. The Maidenhead Bridge Grade I listed structure is also

found within this locality and has a high sensitivity to change.

The Character Areas identified along the route corridor include a range of visual receptors

and opportunities for views. Table 5.2 below identifies the representative groups of receptors

which would obtain views of the proposed OHLE. The table also identifies the typical views

obtained and the sensitivity of receptors


36 Introduction

Tabl

e 5.

2: V

isua

l Am

enity

Rec

epto

rs fo

r Wes

t Dra

yton

to M

aide

nhea

d O

HLE

REP

RES

ENTA

TIVE

REC

EPTO

R G

RO

UP

TYPE

OF

VIEW

SE

NSI

TIVI

TY O

F R

ECEP

TOR

S 1.

0 In

dust

rial /

Bus

ines

s / C

omm

erci

al A

reas

Use

rs o

f sta

tions

V

iew

s fro

m p

latfo

rm le

vel a

nd g

roun

d le

vel

Low

P

edes

trian

and

road

use

rs

Gen

eral

ly g

limps

ed v

iew

s at

gro

und

leve

l Lo

w

Use

rs o

f roa

d br

idge

s an

d fo

otbr

idge

s E

leva

ted

view

poin

t loo

king

dow

n an

d al

ong

corr

idor

M

oder

ate

Offi

ce w

orke

rs a

nd v

isito

rs to

com

mer

cial

/ re

tail

prop

ertie

s

Gro

und

floor

and

upp

er s

tore

ys

Mod

erat

e

2.0

Res

iden

tial A

reas

Use

rs o

f sta

tions

V

iew

s fro

m p

latfo

rm le

vel a

nd g

roun

d le

vel

Low

P

edes

trian

and

road

use

rs

Dire

ct a

nd o

bliq

ue v

iew

s at

gro

und

leve

l Lo

w

Use

rs o

f roa

d br

idge

s an

d fo

otbr

idge

s E

leva

ted

view

poin

ts lo

okin

g do

wn

and

alon

g co

rrid

or

Mod

erat

e

Res

iden

ts a

nd o

ccup

iers

of a

djoi

ning

hou

ses

Dire

ct a

nd o

bliq

ue v

iew

s fro

m g

roun

d le

vel a

nd

uppe

r sto

reys

H

igh

and

mod

erat

e

3.0

Mix

ed U

se A

reas

Use

rs o

f sta

tions

V

iew

s fro

m p

latfo

rm le

vel a

nd g

roun

d le

vel

Low

P

edes

trian

and

road

use

rs

Dire

ct a

nd o

bliq

ue v

iew

s at

gro

und

leve

l Lo

w

Use

rs o

f roa

d br

idge

s an

d fo

otbr

idge

s

Ele

vate

d vi

ewpo

ints

look

ing

dow

n an

d al

ong

corr

idor

M

oder

ate

Res

iden

t and

occ

upie

rs o

f adj

oini

ng h

ouse

s D

irect

and

obl

ique

vie

ws

from

gro

und

leve

l and

up

per s

tore

ys

Hig

h an

d m

oder

ate

Offi

ce w

orke

rs a

nd v

isito

rs to

com

mer

cial

/ re

tail

prop

ertie

s G

roun

d flo

or a

nd u

pper

sto

reys

M

oder

ate

4.0

Ope

n Sp

aces

Wal

kers

and

ped

estri

an u

sers

V

iew

s fro

m g

roun

d le

vel a

nd p

aths

H

igh

Use

rs o

f spo

rt pi

tche

s an

d ac

tiviti

es

Vie

ws

from

gro

und

leve

l and

pitc

hes

M

oder

ate


Introduction 37

5.0

Rur

al A

reas

Use

rs o

f loc

al ro

ads

– w

alke

rs /

mot

oris

ts

Tran

sien

t vie

ws

from

gro

und

leve

l Lo

w

Use

rs o

f loc

al fo

otpa

ths

and

long

dis

tanc

e re

crea

tiona

l ro

utes

clo

se to

railw

ay

Vie

ws

from

gro

und

leve

l H

igh

Use

rs o

f loc

al fo

otpa

th a

nd lo

ng d

ista

nce

recr

eatio

nal

rout

es fr

om d

ista

nt lo

catio

ns

Vie

ws

from

gro

und

leve

l M

oder

ate

and

low

Agr

icul

tura

l Wor

kers

V

iew

s fro

m g

roun

d le

vel

Low

Res

iden

ts a

nd o

ccup

iers

of d

wel

lings

: - c

lose

pro

xim

ity

- dis

tant

pos

ition

s V

iew

s fro

m g

roun

d le

vel a

nd u

pper

sto

reys

Hig

h M

oder

ate

W

orke

rs in

indu

stria

l / c

omm

erci

al p

rope

rties

V

iew

s fro

m g

roun

d le

vel

Low


38 Introduction

5.2.4 Assessment of Landscape Impacts and Visual Amenity Impacts

Introduction

Potential impacts on the physical landscape, the setting of listed buildings / structures and

the amenity of visual receptors are evaluated below.

Impacts on the Physical Landscape

There would be relatively few, if any, impacts on the physical landscape along the railway.

The existing vegetation along the route is generally located on the slopes of embankments or

cutting and is generally set back some distance from the edge of the track.

The permanent works would generally represent a low magnitude of impact on areas of

landscape / townscape of low or moderate sensitivity and low or moderate quality, resulting

in non-significant impacts on the physical landscape.

Impact on the Setting of Listed Buildings / Listed Structures / Listed Parks and Gardens

Impacts on the settings of Listed station buildings and bridge structures will be assessed

separately for the Station Works and Bridge alterations and rebuilding works. There are a

few listed buildings and structures along the route. The Maidenhead Bridge Viaduct is a

Grade II* listed structure and the proposed OHLE will have a moderate or low magnitude of

impact on setting of this structure of high sensitivity, resulting in a significant level of impact

on its landscape / townscape character. No significant impacts are predicted on the Berry

Hill listed historic parkland to the north-east of the Maidenhead Railway Bridge.

Maidenhead Bridge (Grade I structure) is located approximately 300 metres to the north of

the railway line is partially screened by vegetation on Guards Club Island and the proposed

OHLE will have a very low magnitude of impact on this structure of high sensitivity resulting

in a significant level of impact on its landscape / townscape character.


Introduction 39

Impacts on Visual Amenity

The preliminary Visual Appraisal of the Maidenhead to West Drayton section of OHLE

indicates that the ZVI for the OHLE route is contained in close proximity to the railway

corridor for the majority of the route. There are three areas however where the ZVI extends

up to 1.0 kilometres away from the railway corridor. The preliminary visual appraisal also

indicates that there is a wide variety of visual receptors along the route and these are

typically with a low to moderate sensitivity.

The visual impact of the OHLE works relate mainly to views of the support structures and

portal gantries holding the support cables and electrified overhead line. The cables and lines

would generally have only a limited visual effect (i.e. at Maidenhead Railway Bridge) with the

supports / gantries being the most noticeable features when viewed directly or at an oblique

angle. However in these oblique views or when viewed from bridges over the rail corridor the

OHLE portal gantries will be seen together as a series of portals down the length of the track

and can be intrusive. With portals structures at 50 to 60 metre intervals the direct side on

views will be less frequent than the more intrusive oblique views. For the majority of the

route, the OHLE would be seen in the context of the existing industrial / business /

commercial uses adjoining the corridor and would have a low magnitude of impact on a

range of low and moderate sensitivity visual receptors, resulting in non-significant impacts.

In the Rural Character Areas the arrangement of the portal as descried above will lead to a

greater magnitude of change, which is considered to be moderate on these moderately

sensitive areas / visual receptors and this would result in a significant adverse impacts.

Similarly, in the Open Space Character Areas, the magnitude of change would be moderate

on the moderately sensitive areas / visual receptors. This would result in a significant

adverse impact. However, this impact would only be experienced in a few instances along

the route.

The magnitude and significance of visual impact of the OHLE works on the visual receptors

in each group is identified in Table 5.3.


40 Introduction

Table 5.3 – Potential Impacts on Visual Receptors within Representative Character Areas along the Maidenhead to West Drayton OHLE Route.

Character Area Groups

Typical Sensitivity

Typical Magnitude

Potential Significance

Low Low NSIG Industrial / Business / Commercial Receptors Moderate Low NSIG

Low Low NSIG Residential Receptors Moderate Low NSIG

Low Low NSIG Mixed Use Receptors Moderate Low NSIG

Moderate Low NSIG Open Space Receptors High Low SIG

Low Moderate NSIG Moderate Moderate SIG Rural Receptors High Moderate SIG

It is predicted that, for the majority of the OHLE route, no significant adverse or beneficial

impacts would be generated on visual amenity receivers or on local character areas as a

result of the OHLE works. It is predicated that, for some sections of the OHLE within the

Rural Character Areas, there would be locations where there would be potential significant

adverse impacts on visual receptors.

Summary of Impacts

The preliminary landscape and visual impact assessment has not identified any adverse

impacts of particular importance on townscape / landscape resources or on surrounding

visual amenity receptors as a result of the proposed OHLE works. The assessment however

indicates that there are a few sections of the route where potential significant adverse

impacts on visual receptors and these sections are shown on the Zone of Visual Influence

and Character Area Plan Drawing No.1/316-W1E00-E00-F-01003 to 01005.

These are:

a) the River Thames Corridor focused on the Maidenhead Railway Bridge (Route

Window W24);

b) Taplow Station rural area extending eastwards from the Jubilee River bridge to

Station Road Bridge (Route Window 23);


Introduction 41

c) Slough to Richings Park / Iver Station rural area extending eastwards from the built

up area of Slough up to the edge of Richings Park (Route Window W15); and,

d) Iver to West Drayton rural area extending eastwards from the edge of Richings Park

up to the edge of West Drayton (Route Window W14)

Consequently, more detailed asessment has been undertaken in these locations. This is

reported in the relevant route window.


The general public’s perception of an OHLE is one of a relatively small-scale feature

frequently perceived as being a typical feature of a modern railway system. Whilst the OHLE

would be seen in some direct and oblique views within the urban area (Industrial / Business /

Commercial Character Areas, Residential Character Areas, and Mixed Use Character

Areas). the trackside vegetation along these sections of the route would assist in screening

views, particularly in locations which include evergreen trees and hedges. This results in the

zone of visual influence of the proposed OHLE being generally close to the line and only

short distance views of the OHLE would generally be available. In the rural areas, views

would vary with short distance views and longer distance views up to 1.0 kilometres from the

OHLE being possible.

The preliminary townscape / landscape and visual impact assessment of the West Drayton to

Maidenhead (W13 to W24) route for the proposed OHLE has not identified any significant

adverse impact(s) on townscape / landscape resource or on surrounding visual amenity

receptor as a result of the works. The assessment however indicated that there are four

rural locations where the OHLE works are likely to result in significant adverse impacts.

These are:

a) the River Thames Corridor focused on the Maidenhead Bridge Viaduct (Route Window

W24);

b) Taplow Station rural area extending eastwards from the Jubilee River bridge to Station

Road Bridge (Route Window 23);


42 Introduction

c) Slough to Richings Park / Iver Station rural area extending eastwards from the built up

area of Slough up to the edge of Richings Park (Route Window W15); and,

d) Iver to West Drayton rural area extending eastwards from the edge of Richings Park up

to the edge of West Drayton (Route Window W14)

The conclusions of this study are that of the majority of the proposed OHLE could be “scoped

out” of the Crossrail ES as the impacts of visual amenity receptors, character areas and the

setting of listed buildings are not predicted to be significant and with the four locations

identified in this study that warrant detailed assessment of landscape / townscape impacts in

the Environmental Impact Assessment.

5.2.6 References

ES Route Windows W13 to W25

ES Scheme Description

Parliamentary Plan Sheets

5.2.7 Assumptions

- OHLE is similar to gantries and cabling on the Heathrow Express Route i.e. up to 7.8

metres in height above rail level positioned assuming worst case about 50 to 60

metres apart and set at the edge of the trackside.

- The OHLE is a relatively small-scale structure, frequently perceived as being a typical

railway feature. - It is assumed that none of the existing trackside vegetation will be removed to install

and operate the OHLE as the vegetation along the rail corridor has recently been cut

back as part of the normal railway maintenance operations and requirements. - That all works will be undertaken from within the track corridor and specific work sites

for the OHLE and electricity feeder stations at Slough, and Iver and Switching

Stations at Maidenhead will not be required as the works will utilities the proposed

Crossrail works along the route. - The OHLE proposals at Maidenhead Railway Bridge will use an A.T Equipment

Standard Headspan Design.


Introduction 43

5.3 Utilites Works

5.3.1 Introduction


required to assess the landscape / townscape impacts and visual impacts of the planned

utility works.

Table 6.4 sets out the location of the work sites, the nature of the proposed works and then a

summary of the proximity of the utilities diversion to the main works sites, any additional land

take and a description of any permanent above ground features. The table then presents an

assessment in broad terms of the landscape/townscape impacts and also an assessment of

the impacts on visual amenity. An assessment of the overall likely impact and its

significance is also assessed. The assessment methodology used follows the methodology

set out in Volume 1.

This document is intended to inform the nature and scope of any additional assessment

works required for the utilities works. In doing so it is considered that local excavations

required in the highway or other service corridor for the re-routing of services are akin to

everyday road works normally required for utility maintenance and as such are not

considered significant and have not therefore been included in the assessment.


44 Introduction

Tabl

e 6.

4: S

copi

ng o

f Util

ities

Wor

ks

Pr

oxim

ity to

mai

n w

orks

, ad

ditio

nal l

and

take

and

pe

rman

ent a

bove

gro

und

feat

ures

. A

sses

smen

t of I

mpa

cts

Ove

rall

Pote

ntia

l Si

gnifi

canc

e an

d co

mm

ents

La

ndsc

ape/

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Introduction 45


The preliminary townscape / landscape and visual impact assessment for the utility works for

has identified locations that could give rise to potential significant impacts on townscape /

landscape resource:

W13 West Drayton Station - Sidings

W14 Iver Station – rural area

W15 Dog Kennel Bridge – Chequers Bridge works

W25 Maidenhead Station - Sidings

The conclusions of this preliminary study are that the majority of the works proposals should

not be “scoped out” of the Crossrail Environment Statement as the impacts on visual amenity

receptors and landscape / townscape characters are predicted to be significant and therefore

a further detailed assessment has been undertaken. This is provided in the relevant route

window.

5.3.3 References

5.3.4 Project Assumptions

- All service works in close proximity to trees will be carried out in accordance with:

National Joint Utilities Group (NJUG) Publication No:10 - Guidelines for the planning,

installation and maintenance of utility services in proximity to trees.

- All footways, roads and verges will be reinstated on completion of the works.

- Any vegetation lost to the works will be replaced where possible.

Crossrail Line 1 Assessment of Heritage and Landscape Impacts - Volume 2

46 Route Window W25


Route Window W25 47

Route Window W25 Maidenhead Station


Route Window W25 49

Contents

1. Description of the Works 51 1.1 Permanent Works 51 1.2 Temporary Works 52

2. Baseline Assessment 55 2.1 Local context 55 2.2 Listed Buildings and their Setting 57 2.3 Conservation Areas 57 2.4 Landscape / Townscape 57 2.5 Zone of Visual Influence 60 2.6 Sensitivity 62

3. Impact of the Scheme 66 3.1 Listed Buildings and their Setting 66 3.2 Conservation Areas 66 3.3 Landscape / Townscape 66 3.4 Visual impacts 68 3.5 Cumulative Impacts 71

4. Summary 72 4.1 Listed Buildings and their Setting 72 4.2 Conservation Areas 72 4.3 Landscape / Townscape 72 4.4 Visual Impact 72

5. Summary tables 73 6. Assumptions 76 7. References 77


50 Route Window W25


Route Window W25 51

Route Window W25 Maidenhead Station 1. Description of the Works

1.1 Permanent Works

Turnback and Stabling Facility

Stabling facilities will be constructed about 350 m west of Maidenhead station on a site

currently occupied by a car park and an industrial unit. They will comprise six 250 m long

sidings with low height lighting. New staff accommodation buildings with associated car

parking will be located at the west end of the site.

Some track slewing will be required adjacent to the stabling facility to accommodate two

reversing sidings.

Maidenhead Station

A new 70 m long bay platform (platform six) will be constructed on the north side of the

station and a new track will be provided to accommodate Marlow branch line trains. Island

platform two/three will be extended westwards by 10 m to accommodate Crossrail trains.

The existing ticket hall will be demolished and replaced by a larger facility that will extend into

the station forecourt area. The eastern subway will be extended southwards to platform one

and new stair and lift access will be provided from it to all Crossrail platforms; passive

provision will be made for a lift to platform one.

The western subway, which currently provides access to the platforms, will be

changed to a subway linking the north side of the station with a new entrance

on the south side.

Overhead Line Equipment

Overhead line equipment will be installed on the stabling and turnback sidings, on the tracks

through platforms three, four and five and, east of Maidenhead East Junction, on all four

running lines.


52 Route Window W25

1.2 Temporary Works

Stabling and Reversing Facilities

Subject to possession planning requirements and excluding final commissioning, the

construction of Maidenhead stabling and reversing sidings will take about one year and three

months to complete.

Enabling works will include the diversion of utilities and services. A key part of this will

involve the diversion of a sewer in Maidenhead yard, which underlies the proposed location

of new track. Reception and drive shafts will be located within the existing site boundaries.

The work will involve the use of a small diameter tunnel boring machine and cranes in

addition to the other equipment required for the stabling and reversing facilities. The sewer

diversion will be undertaken from its own designated worksites.

The main works at the sidings will comprise:

- construction of new staff welfare facilities and provision of access and car parking;

- preparatory works for the formation of the stabling and reversing sidings including

installation of drainage, followed by construction of the foundations (no deeper than 1m)

for the stabling platforms;

- construction of the stabling and reversing sidings and turnouts, including provision of

ballast and followed by track laying, installation of OHLE, and installation of signalling;

- construction of the stabling platforms between each pair of stabling sidings;

- provision of lighting and fencing;

- construction of electrical track sectioning facilities; and

- reinstatement of the station car park.

Plant and equipment required at the sidings will include generators, compressors,

excavators, a rail crane, a bulldozer, rail tampers and a tracked crane.

Works for the sidings will be carried out from the Maidenhead sidings worksite, which is

mainly contained within the original goods yard north of the railway. Materials for trackworks

will be delivered by rail. Materials for construction of buildings and the platforms will be

transported by road, as will waste material from demolitions. Vehicles will access the site

from Grenfell Road via the private road under the Marlow branch known as Silco Drive. The

Maidenhead sidings worksite will be served by 24 lorries per day during the 15 week peak

construction period and typically by 16 per day at other times.


Route Window W25 53

Maidenhead Station

Subject to possession planning requirements and excluding final commissioning, the main

works at Maidenhead station will take about two years and three months to complete.

Enabling works will include the diversion of utilities and services. The principal demolitions

required at Maidenhead station will include the station building, platform ramps and

canopies, a goods shed and a building in the works compounds, and the garden walls of the

flats south of Shoppenhanger’s Road. Demolition of the garden walls will be required to

facilitate a temporary realignment of Shoppenhanger’s Road.

The main stages of construction at Maidenhead station are described below. The first three

stages will overlap.

- Construction of the subway extension involving the demolition and subsequent

reconstruction of the sections of platforms one and two on the alignment of this subway.

Construction of the new south station entrance will then be undertaken, including stairs

and passive provision for a lift. This phase will take approximately one year.

- A temporary ticket office will be provided allowing the existing ticket office to be

demolished. This will be followed by construction of the new station building. Further

works will include the provision of new eastbound relief and reversible alignments and

removal of crossovers at Maidenhead East Junction. Construction of new lifts and the

removal of the existing lifts will then be undertaken. These works will take approximately

two years.

- Widening of the embankment followed by construction of the new bay platform six with

provision of stair access to the new ticket hall and laying of the new track.

- Alterations to platforms four/five and their tracks will begin on completion of the new bay

platform six. Works will include demolition and replacement of the existing waiting room

and various track works. These works will take approximately six months to complete.

- Construction of the extensions to platforms two and three will commence midway through

the construction of the new bay platform (platform six). These works will take

approximately three months to complete.

Construction plant and equipment at the station will include piling rigs, excavators,

generators, compressors, a bulldozer, mobile cranes and a lorrymounted concrete pump.


54 Route Window W25

Works at the station will be carried out from four main worksites:

Northern platform worksite - located to the immediate north of the GWML and extending

along Grenfell Walk. This worksite will be served by 30 lorries per day during the four week

peak construction period and typically by four per day at other times.

Northern station car park worksite - located within the car park off Braywick Road to the

north. This worksite will be served by 20 lorries per day during the seven week peak

construction period and typically by four per day at other times.

Southern station car park worksite - located in the eastern corner of the car park to the south

of the GWML. The site is bounded by Shoppenhanger’s Road to the south and the GWML to

the north. This worksite will be served by 15 lorries per day during the four week peak

construction period and typically by four per day at other times.

Shoppenhanger’s Road worksite - located off Shoppenhanger’s Road to the south. This

worksite will be served by 15 lorries per day during the four week peak construction period

and typically by four per day at other times.

Materials required for the construction of buildings and platforms, and all waste materials

from demolitions, will be transported by road. All materials for the trackworks will be delivered

by rail.

Vehicle access to the worksites will be off Grenfell Road and Braywick Road to the north of

the tracks and via Shoppenhanger’s Road to the south of the tracks.


Route Window W25 55

2. Baseline Assessment

2.1 Local context

The railway runs through this area on a generally east/west alignment, separating the centre

and older residential parts of Maidenhead, to the north, from more recent suburbs and urban

fringe uses to the south. The station lies on the southern edge of the town centre within a

setting dominated by residential and business uses. The site for the stabling/reversing

sidings lies to the west of the Bourne End branch, in an area of business uses.

The western half of this section of the railway runs at grade or in shallow cutting, passing

onto embankment to the west of the station. This embankment continues to the east as the

route bridges over Braywick Road and crosses the Thames floodplain.

The residential area of Boyn Hill lies to the north of the route, comprising a mix of late 19th

century villas and terraces, 1930s semi-detached dwellings and 1960-70 infill development.

Business uses become prevalent along the eastern part of Boyn Valley Road, comprising a

timber yard, light industry and the Boyn Valley Industrial Estate. These uses occupy the

triangle of land between Boyn Valley Road, the main line and the Bourne End branch, and

extend onto the proposed site for the stabling sidings. This site, formerly occupied by

sidings, is occupied by a transport depot, commuters’ car park and builder’s yard, accessed

from Silso Drive.

The Bourne End branch curves northwards away from the station, passing over Silso Drive,

before running into cutting to pass beneath a footbridge and Grenfell Road. To the east, the

Grenfell Park area comprises a development of mainly late Victorian terraces around Grenfell

Park itself. The park contains a children’s play area and lawns, and is notably for its mature

trees.

Redevelopment along the southern side of Grenfell Road, backing onto the railway, has

produced a mix of three-storey flats, businesses (in Brockton Court), ground-level and

decked parking and (immediately to the north of the station entrance) the 4-storey Sita and

Cincom office buildings.


56 Route Window W25

The commercial core of the town centre lies to the north and east of Grenfell Place/Braywick

Road. It comprises a mix of traditional streetscapes such as Queens Street and Bell Street,

with later infill development, as along King Street. Built form reflects this mix, with older 2-3-

storey shops and pubs alongside 3-4 storey retail, leisure and office developments of

conspicuously modern design.

This mix continues to the north of the railway, with 3-4 storey offices fronting onto Braywick

Road, followed by the Bell Business Centre, the Maidenhead Advertiser building and the

Maidenhead United FC ground.

South of the railway lies the mainly post-1950 residential development of Desborough.

Housing is predominantly two-storey, although there are some 3-storey flats and an

extensive estate of bungalows. The Brunel Centre is a day care centre.

Desborough Park is an important open space. The Gullet is a belt of woodland running

along the southern side of the railway, and is used as a play area. Desborough School is a

large campus-style secondary school, with playing fields and other sports facilities.

Ludlow Road, which runs to the south of the railway corridor, comprises a mix of 2-3 storey

flats, houses and offices (Millennium House). The southern part of Shoppenhangers Road is

lined with modern detached dwellings, backing onto Maidenhead Golf Course.

The eastern part of Shoppenhangers Road provides access to the southern entrance to the

station. To the south lies the Courtlands estate of two- and three-storey housing and flats,

dating from around 1950. To the east of Braywick Road, the area north of Stafferton Way

comprises mainly 3-4 storey offices and decked parking, whilst the area to the south is

mainly residential.

The Townscape Character Baseline Plan for Maidenhead Station and Stabling Sidings

Drawing No. 1E0416-W1E00-E00-F-00025 identifies the locations of key buildings and

landmarks in the local landscape / townscape, local views, pedestrian and vehicular

movement corridors, townscape character areas, urban gateways / nodes and the landscape

planning designations that relate to the work sites and their surroundings. These baseline

plans also illustrate the extent of the work sites for both the temporary and permanent works.


Route Window W25 57

2.2 Listed Buildings and their Setting

The clocktower in Braywick Road is Grade II listed. Other listed buildings comprise a

Georgian townhouse in Broadway, about 350m north-east of the station; and buildings

associated with All Saint’s Church, about 700m to the north-west.

2.3 Conservation Areas

The following are designated as Conservation Areas:

- the High Street area, on the northern side of the town centre;

- the Castle Hill area, north-west of the station; and

- the All Saint’s Church precinct in Boyn Hill.

2.4 Landscape / Townscape

2.4.1 Character Areas and Landscape / Townscape Quality

The landscape / townscape character of the area is defined mainly by land use and built

pattern. Six main character areas may be identified:

- Boyn Hill;

- Boyn Valley;

- Grenfell Park;

- Town Centre;

- Desborough; and

- South Maidenhead.

Boyn Hill Character Area:

Boyn Hill comprises the mainly residential area to the north of the railway and west of the

Bourne End branch. Housing types are mixed, including terraces and detached villas of

around 1900 and semi-detached housing from 1930-50. East Berkshire College and All

Saint’s Church are the main non-residential uses.


58 Route Window W25

Boyn Valley Character Area:

Boyn Valley comprises the area of business/light industrial uses lying between Boyn Valley

Road and the railway.

Grenfell Park Character Area:

Grenfell Park comprises a mainly late-19th century residential area of terraces and villas laid

out around Grenfell Park. The park itself is largely enclosed by mature trees.

Maidenhead Town Centre Character Area:

The Town Centre lies to the east of Grenfell Place, and includes the commercial uses

adjoining the southern part of Grenfell Road. It comprises a typical mix of retail, business

and leisure uses, with buildings generally up to about 4 storeys high. “Town centre” uses

(mainly offices and multi-storey parking) extend to the south of the railway to Stafferton

Road.

Desborough Character Area:

Desborough comprises the residential area to the west of Desborough School, comprising

relatively dense estates of 1930-60 housing, together with Desborough Park (open space)

and the Brunel Centre (day care centre).

South Maidenhead Character Area:

South Maidenhead comprises an area of mixed uses lying to the south of the station,

including residential estates such as Courtlands, Desborough School, detached housing and

open space such as the Maidenhead Golf Course.

2.4.2 Key Townscape / Landscape Features and Resources

The only building that qualifies as a notable landmark is the listed clock tower in Braywick

Road, to the north of the railway bridge. Several modern office developments are distinctive

(e.g. Star House and Stafferton Gate, which include cupola features that emulate the top of

the clock tower), but are considered not to qualify as key features.


Route Window W25 59

The railway corridor in the vicinity of the station is prominent, comprising a vegetated

embankment, retaining walls and the bridge over Braywick Road. The station itself adds

visual interest, notably the southern entrance building on Shoppenhangers Road, and the

canopied roofs as seen from the forecourt.

Vegetation is an important influence on townscape character and views. The most

prominent vegetation comprises:

- Dense semi-mature secondary woodland (mainly Ash, Sycamore and Hawthorn) along

the railway embankment;

- Similar vegetation along the corridor of the Bourne End branch and around the northern

perimeter of the proposed stabling sidings site;

- The Gullet, a belt of mature mixed woodland (mainly Beech, Oak and Pine), which

extends along the southern side of the railway from Brunel Road to Ludlow Road;

- Mature trees (mainly deciduous) in Grenfell Park to the north-west of the Station;

- Occasional semi-mature and mature trees elsewhere, e.g. along parts of the northern

frontage of the Courtlands Estate; and

- Individual trees in and around the Station, mainly Ash.

2.4.3 Strategic Views and Key Local Views

There are no strategic views in the vicinity of the site. No local views are regarded as key to

the extent that they are particularly sensitive or provide exceptional viewing opportunities.

Panoramic views are assumed to be gained from taller buildings within the town centre.

However, since these locations either are not publicly accessible, or are of little value in

visual amenity terms, they are not considered to represent key local views.

2.4.4 Pedestrian / Vehicular Movement Corridors

The main traffic route in the area is Braywick Road/Grenfell Place (A308), which provides a

north/south arterial route skirting the town centre, linking with the A404/M40 to the north and

the M4 to the south. Much of this route is dual-carriageway, with upgraded junctions (e.g.

the roundabout at Stafferton Way).


60 Route Window W25

Roads such as Shoppenhangers Road and Grenfell Road are local distributor routes. All

other roads provide local access functions.

Most pedestrian/cycle access takes place along the roads, although parts of the town centre

have been pedestrianised (e.g. King Street). Individual pedestrian routes include a

footpath/cycleway linking Brunel Road/Ludlow Road, and a footpath linking Kings

Grove/South Road (including a footbridge over the Bourne End branch). Both of these

routes form part of the Royal Borough’s cycle network.

2.4.5 Landscape Planning Designations

Grenfell Park, Desborough Park, The Gullet and the Desborough School playing fields are

designated as “important urban open space”.

To the south of the Station at Braywick Gate on Braywick Road, the existing Hanley’s

Garage is to be redeveloped for a 4-storey office block and 120 car park spaces.

2.5 Zone of Visual Influence

The approximate Zone of Visual Influence (ZVI) for the work sites is determined by the

following influences:

- The relationship of the railway to the surrounding area;

- The general character and arrangement of land uses;

- The proximity, scale and use of nearby buildings; and

- The size and type of nearby vegetation.

The railway traverses the area initially at grade, before running onto embankment in the

vicinity of Ludlow Street. This embankment is a prominent feature, effectively obstructing

north/south ground-level views, except along Braywick Road.

The station buildings sit at a higher level relative to the immediate surrounding area. This

effect is most pronounced along Shoppenhangers Road, but is reduced to the north by the

ramping up of the station forecourt.


Route Window W25 61

Views towards the railway corridor are defined partly by the surrounding land uses and

buildings, partly by localised changes in terrain and partly by vegetation (which is a

significant influence in summer).

The potential winter-time ZVI to the north of the railway is defined from west to east by the

following:

- Residential properties and industrial buildings in Boyn Valley Road, reinforced by

vegetation in summer. Rising terrain allows glimpses through from residential properties

to the north (e.g. in Clare Road/Laburnum Road).

- Vegetation around Silso Drive, the northern perimeter of the stabling sidings site, and

along the Bourne End branch, which obstructs most views in summer and is sufficiently

dense as to be influential in winter.

- Buildings along Grenfell Road, especially the taller buildings immediately to the north of

the station (including the Sita and Cincom office blocks). Vegetation along the northern

side of the railway embankment reinforces this effect.

- Vegetation within Grenfell Park, which obstructs all longer-distance views in summer, and

is of sufficient scale and density as to also be influential in winter.

- Commercial buildings around the southern edge of the town centre, notably the 4-storey

offices fronting onto Braywick Road. These buildings are likely to prevent most views

from penetrating further into the town centre, except for views from taller buildings.

Again, vegetation along the embankment east of Braywick Road reinforces this effect.

The potential winter-time ZVI to the south of the railway is defined from west to east by the

following:

- Landform, which falls southwards from a crest immediately alongside the railway (itself in

shallow cutting at this point).

- Residential properties in Brunel Road.

- The dense woodland belt of The Gullet, which includes some conifers and is likely to be

effective even in winter.

- Residential and commercial properties in Ludlow Road/Shoppenhangers Road, which

include 3-storey flats.

- Vegetation along the southern side of the railway embankment, from the commuters car

park to Braywick Road bridge.

- To the east of Braywick Road, ¾ storey office buildings and vegetation along the

embankment.


62 Route Window W25

The main potential sources of views of the works, in the area north of the railway, may be

summarised as follows:

- Occupants of residential properties in Boyn Valley Road and parts of Clare

Road/Laburnum Road;

- Occupants of business/industrial premises in Boyn Valley Road;

- Occupants of residential and commercial premises in Grenfell Road;

- Users of Grenfell Park;

- Users of the station;

- Users of Braywick Road; and

- Occupants of office and retail properties fronting onto Braywick Road, lower King Street

and Bell Street.

The main potential sources of views of the works, in the area south of the railway, may be


- Occupants of residential properties in Brunel Road;

- Users of The Gullet (mainly children) and of the adjoining footpath/cycleway;

- Occupants of residential properties in Ludlow Road;

- Occupants of Millennium House (offices);

- Users of the commuters’ car park;

- Occupants of residential properties in Shoppenhangers Road (Crescent dale and the

Courtlands Estate); and

- Occupants of commercial buildings east of Braywick Road (e.g. Stafferton Gate).

2.6 Sensitivity

2.6.1 Sensitivity of Townscape / Landscape to Change

Residential Areas and Open Space

The character areas of Boyn Hill, Grenfell Park, Desborough and South Maidenhead

generally have a moderate to high sensitivity to change. Although, as built-up areas, they

are able to accommodate a degree of change, their small-scale built pattern is susceptible to

adverse impacts from the introduction of larger-scale features.


Route Window W25 63

The number of potential receptors, coupled with the amenity value of views from dwellings

and gardens, increases this sensitivity. Sensitivity is also increased in the vicinity of open

space such as Grenfell Park, Desborough Park and the school playing fields, due to the

greater risk of visual intrusion and the amenity value of these spaces.

Boyn Valley and the Town Centre

The industrial/business area of Boyn Valley, and the commercial core of the town centre, are

of low sensitivity to change. This reflects their robust pattern of relatively large-scale

buildings, which is able to accommodate change without fundamentally affecting its

character.

In the case of the town centre, its buildings are also relatively tall (for the local area). This

restricts the visual influence of any change and reduces its perceived impact.

The railway corridor is a prominent feature locally, particularly within the setting of the station.

Many of the features associated with the proposed works might therefore be expected to be

relatively unremarkable within this context. In addition, new railway infrastructure is unlikely

to be particularly intrusive where industrial buildings provide the setting.

Sensitivity is by definition increased within the setting of Conservation Areas and Listed

Buildings. However, these features are likely to lie outside the visual influence of the works.

2.6.2 Sensitivity of Visual Receptors to Change

Table W25.1: Visual Receptors (Maidenhead Station and Stabling Works) below identifies

the key receptors who are likely to obtain views of the proposed temporary and permanent

works, together with their sensitivity, the type of views and whether the views are of the

temporary or permanent works.


64 Route Window W25

Table W25.1: Visual Receptors for the Maidenhead Station and Stabling Works

Receptor

(Close Views under 1km distance)

Type of View

Dire

ct V

iew

Obl

ique

Vi

ew

Tem

pora

ry

Wor

k Si

tes

Perm

anen

t W

orks

Sensitivity of Receptors

1

Occupants of residential properties in Boyn valley Road/Clare Road/ Laburnum Road

Upper floors High

2

Occupants of business/industrial premises in Boyn Valley Road

Ground Low

3 Occupants of residential properties in Grenfell Road

Upper floors High

4 Occupants of business premises in Grenfell Road Upper floors Low

5 Users of Grenfell Park Ground Moderate 6 Users of the station Platforms Low 7 Users of Braywick Road Ground Low

8

Occupants of commercial properties in Braywick Road/lower King Street/Bell Street

Upper floors Low

9 Occupants of residential properties in Brunel Road Upper floors High

10 Users of The Gullet + adjoining footpath Ground Moderate

11 Occupants of residential properties in Ludlow Road

Ground + upper floors High

12 Occupants of Millennium House

Ground + upper floors Low

13 Users of commuters’ car park Ground Low

14 Occupants of residential properties in Shoppenhangers Road


15 Occupants of business premises east of Braywick Road

Upper floors Low

The most sensitive receptors in the area comprise local residents. It is estimated that

occupants of between 130-140 residential properties may experience views of the works.

These may be summarised as follows:


Route Window W25 65

- Views of the stabling sidings works from about 35 properties in Boyn Valley Road/Clare

Road/Laburnum Road. Most of these views will be obstructed to varying degrees by the

Boyn valley industrial buildings and (especially in summer) by vegetation.

- Views of the stabling sidings and station works from about 20 properties in Grenfell Road.

Most of these views will be obstructed to varying degrees by the commercial buildings

along the southern side of Grenfell Road, by the Bourne End branch embankment and/or

by vegetation within the railway corridor. It is considered that very few properties will

have clear views of both sets of works.

- Views of the stabling sidings works from about five properties in Brunel Road. These

views will be oblique and are likely to be obstructed by vegetation.

- Direct views of the stabling siding works from about 30 properties in Ludlow Road. In

summer, most of the views from the 3-storey flats (Shaftesbury Court, Salisbury Court,

Sherborne Court) are likely to be obstructed by the woodland belt of The Gullet. Many of

these properties may also experience oblique views of the station works. The sewer

diversion works will take place very close to properties (flats) in Ludlow House.

- Views of the stabling sidings and station works from about 20 properties in Crescent Dale

(flats).

- Views of the station works from about 25 properties in the Courtlands Estate.

A second, potentially sensitive group of receptors comprises users of public open space,

principally Grenfell Park and The Gullet.

The remaining receptors in the area include occupants of business premises, users of the

station and nearby roads and pedestrian routes. In all cases, their sensitivity is assumed to

be low.

Receptors who live in or use properties that overlook the railway corridor can be assumed to

be habituated to a certain degree to the impact of railway maintenance and construction

activities.


66 Route Window W25

3. Impact of the Scheme


Work will take place close to, and within the setting of, the Grade II listed clocktower. This

work will be particularly visible during the construction phase. However, the permanent

works will not affect the fundamental character of this setting, which will continue to be

influenced mainly by the streetscape and surrounding buildings. The impact on the

clocktower is therefore not considered to be significant.


Work will not take place within any Conservation Areas or close to any other Listed Buildings.

It is highly unlikely that the works will be visible from within the setting of any Conservation

Areas. There will therefore be no significant impacts.


The stabling sidings works will require the removal of three existing uses:

- A pallet depot;

- A commuters’ car park (north); and

- A construction yard.

Two buildings will be demolished: a brick building (probably a former goods shed) within the

pallet depot, and a small single-storey building within the construction yard. Work sites for

the sewer diversion works will be located to the rear of properties in Boyn Valley Industrial

Estate and within the railway corridor immediately to the north of Ludlow House.

Two areas of semi-mature trees/scrub will be removed for the sewer diversion works. Apart

from these no further removal of vegetation around the perimeter of this area will be required.

The station works will require demolition of the existing entrance building/ticket hall.


Route Window W25 67

3.3.1 Impacts on Designated Landscape / Townscape Resources

None of the buildings to be demolished are designated.

The stabling sidings works will be visible from parts of The Gullet, whilst the station works

may be visible from parts of Grenfell Park. However, the impact on any such views is likely

to be minor, and will not affect the fundamental character of these “important urban open

spaces”.

3.3.2 Impacts on Landscape / Townscape Character

Large-scale construction features such as cranes are likely to be visible across parts of the

surrounding area, from properties, streets and open spaces, and along the railway corridor.

The impacts of the temporary works on landscape / townscape character areas may be


- A Minor impact on the Boyn Hill area. Views of the stabling sidings works will occur

mainly during the demolition phase (when larger items of plant will be used). Many of

these views will be obstructed to varying degrees by intervening vegetation and/or

industrial buildings.

- A Minor impact on the Boyn Valley area. Although some direct views may be obtained,

the impact of the works will be compatible with an industrial setting.

- A Moderate impact on the Grenfell Park area. Both the stabling sidings and station works

may be visible at various times. Construction traffic using Silco Drive and the works

associated with the new bay platform will be noticeable.

- A Minor impact on the Town Centre. Although the station works will be clearly visible

from the immediate vicinity, the character of the town centre is sufficiently robust to be

able to accommodate such changes without adverse effect.

- A Negligible effect on the Desborough area. Views of the works will be unlikely.

- A Moderate effect on the South Maidenhead area. Both sets of works will be visible from

the northern edge of this area, and the station works will be particularly prominent.

None of these impacts are considered to be significant.


68 Route Window W25

The impact of the permanent works on landscape / townscape character areas may be


- A Minor impact on the Boyn Hill area. Although the stabled trains and the traincrew

building are likely to be visible, they will not intrude into the character of this area.

- A Minor impact on the Boyn Valley area. Shorter-distance views of the stabled trains and

train crew building will be mitigated by the robust, industrial character of the area.

- A Minor impact on the Grenfell Park area. The stabling sidings and traincrew building will

have little perceptible impact. Although the remodelled station is likely to be more

prominent than the existing, it will be partially screened by existing buildings. Although

vegetation will be lost along the northern side of the embankment, its main effect will be

to reduce screening; it is not critical to the character of the area.

- A Minor impact on the Town Centre. The remodelled station is likely to be relatively

prominent within the area bounded by the railway and the built facades of Braywick

Road/Lower King Street/Grenfell Place. However, its visual influence is unlikely to

extend much further into the town centre, and its appearance will be consistent with that

of existing modern office buildings.

- A Negligible impact on the Desborough area. Views of the stabling sidings are likely to

be very restricted, and will not be intrusive.

- A Moderate impact on South Maidenhead. The remodelled station is likely to be

relatively prominent within the immediate vicinity (mainly the streetscapes of

Shoppenhangers Road/Braywick Road), but will not affect the fundamental character of

this area.

These impacts are not considered to be significant.

3.4 Visual impacts

The Visual Appraisal Plan for Maidenhead Station and Stabling Sidings – Drawing No.

1E0316-W1E00-E00-F-00025 illustrates the approximate Zone of Visual Influence for the

proposed temporary and permanent works, and identifies the principal locations from which

views of the development would be obtained.

The magnitude of visual impact that would be generated by the temporary works on each

receptor group is identified in Table W25.2: Potential Temporary Impacts on Receptors

(Maidenhead Station and Stabling Sidings Works).


Route Window W25 69

Table W25.: Potential Temporary Impacts on Receptors (Maidenhead Station and Stabling Sidings)

Receptor (Close Views under 1km distance)

Sensitivity of

Receptors

Magnitude of Potential Impact on Receptors

Significance

1 Occupants of about 35 residential properties in Boyn valley Road/Clare Road/ Laburnum Road

High Low NSIG

2 Occupants of business premises in Boyn Valley Road Low Moderate NSIG

3 Users of Station Road + nearby shops/offices Low High NSIG

4 Occupants of about 20 residential properties in Grenfell Road High Low NSIG

5 Occupants of business premises in Grenfell Road Low Moderate NSIG

6 Users of Grenfell Park Moderate Low NSIG 7 Users of the station Low High NSIG

8 Occupants of commercial properties in Braywick Road/lower King Street/Bell Street

Low Moderate NSIG

9 Occupants of approx. 5 residential properties in Brunel Road High Low NSIG

10 Users of The Gullet + adjoining footpath Moderate Low NSIG

11 Occupants of approx. 25 residential properties in Ludlow Road High Low NSIG

12 Occupants of approx. 5 properties in Ludlow House High High SIG(-)

13 Occupants of Millennium House Low Moderate NSIG 14 Users of commuters’ car park Low High NSIG

15 Occupants of approx. 20 residential properties in Crescent Dale High Low NSIG

16 Occupants of approx. 25 residential properties in Courtlands Estate High High SIG(-)

17 Occupants of business premises east of Braywick Road Low Low NSIG

The magnitude of visual impact that would be generated by the permanent works on each

group of receptors is identified in Table W25.3: Potential Permanent Impacts on Receptors

(Maidenhead Station and Stabling Sidings).


70 Route Window W25

Table W25.3 :- Potential Permanent Impacts on Receptors (Maidenhead Station and Stabling Sidings)


Sensitivity of

Receptors


Significance

1 Occupants of about 35 residential properties in Boyn valley Road/Clare Road/ Laburnum Road

High Low NSIG

2 Occupants of business premises in Boyn Valley Road Low Low NSIG

3 Occupants of about 20 residential properties in Grenfell Road High Low NSIG

4 Occupants of business premises in Grenfell Road Low Moderate NSIG

5 Users of Grenfell Park Moderate Low NSIG 6 Users of the station Low High NSIG 7 Users of Braywick Road Low Moderate NSIG

8 Occupants of commercial properties in Braywick Road/lower King Street/Bell Street

Low Moderate NSIG

9 Occupants of approx. 5 residential properties in Brunel Road High Low NSIG

10 Users of The Gullet + adjoining footpath Moderate Low NSIG

11 Occupants of approx. 30 residential properties in Ludlow Road/Ludlow House

High Low NSIG

12 Occupants of Millennium House Low Moderate NSIG 13 Users of commuters’ car park Low Moderate NSIG

14 Occupants of approx. 20 residential properties in Crescent Dale High Low NSIG

15 Occupants of approx. 25 residential properties in Courtlands Estate High Moderate NSIG*see

below

16 Occupants of business premises east of Braywick Road Low Low NSIG

Significant temporary effects are predicted for the occupants of approx. 5 residential

properties in Ludlow House and 25 residential properties in the Courtlands Estate.

The impact on Ludlow House is due to direct views of the sewer diversion works over very

short distances, the unavoidable loss of vegetation between these dwellings and the railway,

and the sensitivity of the receptors.


Route Window W25 71

The temporary impact on residents of the Courtlands Estate reflects their sensitivity and their

proximity to the station works, of which they will have direct views (many of which will be

unobstructed) over short distances (20-30m) across Shoppenhangers Road. Removal of

vegetation from much of the railway embankment will change the character of these views,

whilst larger items of plant are likely to be prominent.

Effects on other residential receptors are not considered to be significant, mainly because

views will be over greater distances and/or will be partially obstructed and/or oblique.

No permanent significant effects on visual amenity are predicted. The effects which come

closest to being significant are those on the occupants of approx. 25 residential properties in

the Courtlands Estate.

These properties will have direct views of the remodelled southern station entrance across

Shoppenhangers Road. These views will be altered by some vegetation loss from the

embankment. However, the essential character of these views – and hence their role in

amenity terms – will not change.

The Year 1 predicted impacts are not considered to be significant for the reasons given

above. After 15 years following completion of the works there would be no changes to the

townscape and visual impact.

3.5 Cumulative Impacts

The assessment has taken account of all the works within this route window including the

sewer diversion work associated with the sidings, and whilst the two work areas (Station and

Sidings) are visible, the cumulative impact of both areas is not considered to be significant in

the longer term.


72 Route Window W25

4. Summary


The construction works will have a Major impact on the setting of the clocktower. However,

this will be a temporary, and the permanent works will have only a Minor influence. The

effect on the clocktower is therefore not considered to be significant. There will be no

material impact on the settings of other listed buildings.


There will be no material impact on the settings of Conservation Areas


The construction works will have a moderate impact on the South Maidenhead and Grenfell

Park character areas, and a minor or negligible impact on all other areas. The permanent

works will have a moderate impact on the South Maidenhead area, and a minor or negligible

impact on all other areas. None of these impacts are considered to be significant. There will

be no significant impacts on the Gullet or Grenfell Park.

4.4 Visual Impact

The construction works are considered to have a significant impact on the amenity of about 5

properties in Ludlow House (due to the sewer diversion works) and 25 residential properties

along the Shoppenhangers Road frontage of the Courtlands Estate. This reflects the

proximity, prominence and likely duration of the works, together with the sensitivity of these

receptors and the assumed loss of vegetation from within the railway corridor.

The permanent works are not considered to give rise to any significant effects on visual

amenity.


Route Window W25 73

5. Summary tables

There will be no direct impacts on listed buildings or impacts on Conservation Areas in this

route window, hence these are not included within the Summary Tables.

Predicted impacts on the setting of listed buildings, on landscape / townscape character and

visual amenity are summarised in Table W25.4: Summary Table of Temporary Impacts and

Table W25.5: Summary Table of Permanent Impacts, including any committed mitigation and

residual impacts.


74 Route Window W25

Tabl

e W

25.4

: Sum

mar

y Ta

ble

of T

empo

rary

Impa

cts

(Rou

te W

indo

w W

25)

R

oute

Win

dow

W25

– T

empo

rary

Impa

cts

R

esid

ual I

mpa

ct

Wor

ks a

nd p

oten

tial i

mpa

ct

Sign

ifica

nce

Miti

gatio

n D

escr

iptio

n Si

gnifi

canc

e

Impa

ct o

n se

tting

of L

iste

d B

uild

ings

N

ot S

igni

fican

t N

one

prop

osed

M

ajor

impa

ct o

n se

tting

of

cloc

ktow

er, b

ut o

f lim

ited

dura

tion.

. N

ot S

igni

fican

t

Impa

ct o

n la

ndsc

ape

/ tow

nsca

pe c

hara

cter

O

vera

ll ch

arac

ter o

f sur

roun

ding

are

as w

ould

not

be

affe

cted

. N

ot S

igni

fican

t N

one

prop

osed

.

Tem

pora

ry w

orks

wou

ld b

e hi

ghly

vis

ible

in p

lace

s, b

ut

no fu

ndam

enta

l cha

nge

to

char

acte

r.

Not

Sig

nific

ant

Impa

ct o

n vi

sual

am

enity

of:

A

ppro

x. 5

resi

dent

ial p

rope

rties

in L

udlo

w R

oad

and

25

resi

dent

ial p

rope

rties

in C

ourtl

ands

Est

ate

Sig

nific

ant

Non

e pr

actic

able

P

roxi

mity

of w

orks

and

ve

geta

tion

loss

. S

igni

fican

t

Impa

ct o

n vi

sual

am

enity

of:

O

ther

rece

ptor

s N

ot S

igni

fican

t N

one

prop

osed

. A

s ab

ove.

N

ot S

igni

fican

t


Route Window W25 75

Tabl

e W

25.5

: Sum

mar

y Ta

ble

of P

erm

anen

t Im

pact

s (R

oute

Win

dow

W25

)

R

oute

Win

dow

W25

– P

erm

anen

t Im

pact

s

Res

idua

l Im

pact

W

orks

and

pot

entia

l im

pact

Si

gnifi

canc

e M

itiga

tion

Des

crip

tion

Sign

ifica

nce

Impa

ct o

n se

tting

of L

iste

d B

uild

ings

: N

ot S

igni

fican

t N

one

requ

ired.

M

inor

impa

ct o

n se

tting

of

cloc

ktow

er.

Not

Sig

nific

ant

Impa

ct o

n la

ndsc

ape

/ tow

nsca

pe

char

acte

r:

Incr

ease

in v

isua

l inf

luen

ce o

f rai

lway

in

frast

ruct

ure,

but

fund

amen

tal c

hara

cter

of

surr

ound

ing

area

s w

ill b

e un

affe

cted

.

Not

Sig

nific

ant

Non

e pr

opos

ed

Veg

etat

ion

to b

e lo

st n

ot c

ritic

al

to to

wns

cape

cha

ract

er (b

ut

does

influ

ence

vis

ual a

men

ity).

Dem

olis

hed

build

ings

are

not

im

porta

nt v

isua

lly.

Rem

odel

led

stat

ion

will

repr

esen

t a m

oder

n ve

rsio

n of

exi

stin

g fe

atur

es.

Rem

odel

led

stat

ion

likel

y to

be

mor

e pr

omin

ent,

but w

ill n

ot

chan

ge th

eir f

unda

men

tal

char

acte

r.

Not

Sig

nific

ant

Impa

ct o

n vi

sual

am

enity

: N

ot S

igni

fican

t N

one

prop

osed

. C

hara

cter

of v

iew

s w

ill n

ot

chan

ge in

am

enity

term

s.

Not

Sig

nific

ant


76 Route Window W25

6. Assumptions

- Temporary work sites will be returned to their previous condition and use, e.g. surfaced

areas such as car parks will be reinstated and soft areas will be grassed or planted with

shrubs

- It is assumed that works for the stabling sidings will largely be contained within the

footprint of uses to be displaced, and that little or no vegetation will be removed.

- Construction of a new bay platform along the northern side of the station is assumed to

require the removal of a substantial amount of the vegetation along this section of the

embankment. Removal of some vegetation along the southern side of the embankment

will also be necessary.

- It is assumed that 2.4 metre and 3.6 metre hoarding will be used around the work sites

and demolition areas.

- Desk-top studies and a number of site visits were undertaken during July 2004 and

therefore this assessment was undertaken during the summer period when vegetation

was in leaf. However, when considering the landscape and visual impacts of the

scheme, an assessment of the potential winter situation has been estimated / taken into

account and ZVIs mapped on this basis.


Route Window W25 77

7. References

- ES Route Window W25

- Parliamentary Plan Sheets

- ES Scheme Description


78 Route Window W25


Route Window W24 79

Route Window W24 Maidenhead Railway Bridge


Route Window W24 81

Contents 1. Description of the Works 83

1.1 Permanent Works 83 1.2 Temporary Works 83

2. Baseline Assessment 84 2.1 Local context 84 2.2 Listed Buildings 85 2.3 Conservation Areas 86 2.4 Landscape / Townscape 86 2.5 Zone of Visual Influence 90 2.6 Sensitivity 92

3. Impact of the Scheme 96 3.1 Listed Buildings 96 3.2 Setting of Listed Buildings 96 3.3 Conservation Areas 97 3.4 Landscape / Townscape 97 3.5 Visual Impacts 98

4. Summary 100 4.1 Listed Buildings 100 4.2 Setting of Listed Buildings 100 4.3 Conservation Areas 100 4.4 Landscape / Townscape 100 4.5 Visual Impact 100



Route Window W24 82


Route Window W24 83

Route Window W24 Maidenhead Railway Bridge

1. Description of the Works

1.1 Permanent Works

The permanent works will comprise the introduction of overhead line equipment. This will

generally employ portal frames, although masts with cantilevers will be used over

Maidenhead bridge. Some minor utility diversions on the bridge will be required to enable

installation of OHLE.

1.2 Temporary Works

Works will be undertaken using rail-mounted equipment. The majority of materials will be

taken to and from the site by rail. Plant and equipment required at the worksite will include a

mini digger, concreting plant, railmounted piling rig, diesel locomotive and wagons, a

vibrating poker, generators and road/rail cranes and hand held plant.


Route Window W24 84


2.1 Local context

The railway crosses the Thames floodplain on embankment, with bridges over Forlease

Road, Oldfield Road and the river. The embankment is densely vegetated with secondary

woodland, mainly ash and sycamore.

To the north of the railway, the area is initially residential, comprising housing dating from

around 1970 (Fotherley Court) and 1920-40 (along Forlease Road). Between The Cut (a

drainage channel) and Oldfield Road lies an area of business uses, extending northwards to

the A4/Bridge Road.

East of Oldfield Road lies the residential Oldacres estate (probably dating from around

1980). This adjoined to the east by a mix of riverside open space (Guards Club Park/Island

and Reitlinger Open Space) and dwellings. The latter comprise large individual houses,

notably Oldfield, townhouses along Guards Club Road, and modern flats (Waterside Lodge).

The Thames Riviera Hotel/Blue River café is prominent adjacent to Maidenhead Bridge.

East of the river, the area between the railway and the A4/Bath Road comprises 3-storey

flats and 2-storey houses fronting onto River Road, larger individual dwellings along Ellington

Road, an hotel (Norfolk House) and school (Silverdale Manor), a car sales yard and a petrol

station.

To the south of the railway, the area at the eastern end of Stafferton Road comprises

business uses. East of the cut lie the mainly residential areas adjoining Forlease Road and

Oldfield Road, comprising a mix of housing types dating from 1960-80. Chauntry Road and

Chauntry Close comprise larger detached dwellings, the latter backing onto the river.

The eastern bank of the river is occupied by a series of large detached dwellings. These

back onto farmland, which extends eastwards to the Jubilee River, including some residential

properties (e.g. Amerden Lakes).

The Townscape Character Baseline Plan for Maidenhead Railway Bridge Drawing No.

1E0416-W1E00-E00-F-00024 identifies the locations of key buildings and landmarks in the

local landscape / townscape, together with local views, pedestrian and vehicular movement

corridors, townscape character areas, urban gateways / nodes and landscape planning


Route Window W24 85

designations. This baseline plan also illustrates the extent of the work sites for both the

temporary and permanent works.

2.2 Listed Buildings

Maidenhead Railway Bridge is Grade II* listed. This is the Maidenhead Railway Bridge over

the river Thames, built in 1837-38 to the designs of Isambard Kingdom Brunel. The bridge

consists of masonry brick construction which forms two wide semi-elliptical arches spanning

the river with four flood arches at each end. At the time of construction the arches were the

flattest brick arches ever built. The setting of the bridge is picturesque and over time is has

become extremely well known.

Maidenhead Railway Bridge

Maidenhead Bridge carries the main road over the River Thames and is Grade I listed. It lies

150 metres from the railway bridge and is a well preserved masonry bridge designed by Sir

Robert Taylor in 1772-7.


Route Window W24 86

Other listed buildings in the vicinity comprise:

- Oldfield/Guards Club Mews, (Grade II ) a residential property in Guards Club Road; and

- Two properties fronting onto the Bath Road (Bridgewater Lodge and Oldfield Lodge)

(both Grade II).


The riverside zone along the west bank between Maidenhead Bridge and Maidenhead

Railway Bridge is a Conservation Area ( Maidenhead Bridge and Guards Club Island

Conservation Area). This area includes Guards Club Park, land to the east of Guards Club

Road and the curtilage of the two listed properties on Bath Road. The Conservation Area

also includes the unlisted western section of the railway bridge. The riverside zone along the

east bank is also the Taplow Riverside Conservation Area but does not extend to include the

eastern section of the railway bridge.

2.4 Landscape / Townscape 2.4.1 Character Areas and Landscape / Townscape Quality


pattern. Five main character areas may be identified:

- Malbeck Road/Howarth Road;

- Forlease Road/Fishery;

- River Thames Corridor;

- East Riverbank North; and

- East Riverbank South.

Malbeck Road / Howarth Road Character Area: The Malbeck Road/Howarth Road character area comprises the business uses that lie both

north and south of the railway. Although these areas are separate, their character is

sufficiently uniform to be regarded as a single area. Their built pattern comprises typical

warehouse/light industrial units, surrounded by parking and service yards.


Route Window W24 87

Forlease Road / Fishery Character Area: Forlease Road/Fishery comprises the residential areas of Forlease Road (north of the

railway) and Fishery (to the south). Their character varies, with the former comprising

relatively dense terraced and semi-detached housing, whilst the latter mainly comprises

detached dwellings. However, their overriding character is uniformly that of low-rise

residential streets.

River Thames Corridor Character Area: The River Corridor comprises the section of the river between Maidenhead Bridge (in the

north) to the edge of the route window (in the south). It includes riverside open space and

gardens including the wooded island, and is generally defined by the facades of riverside

properties and mature trees.

East Riverbank North Character Area: East Riverbank North comprises the area of residential and other uses lying between the

railway and Bath Road, to the east of the river corridor.

East Riverbank South Character Area: East Riverbank South comprises the mainly open and rural area lying to the south of the

railway and east of the properties defining the river corridor.


The key landscape / townscape features and resources in this area comprise:

- the railway embankment;

- Maidenhead Railway Bridge;

- Maidenhead Bridge;

- the River Thames; and

- mature trees.

The railway embankment is important in two respects. Firstly, it provides a vegetated

backdrop to many short-distance views from locations to the north and south of it. Secondly,

it obstructs the majority of north/south medium and long distance views. These views are


Route Window W24 88

confined to the river corridor and (to a lesser extent) the underbridges at Forlease Road and

Oldfield Road.

The railway Railway Bridge is important both as an architectural feature in its own right and

as a framing and contextual element for views along the river corridor. The two elliptical

brick arches, which span the river, are deservedly recognised not only as a ground-breaking

piece of engineering, but also as a design solution that perfectly enhances the riverscape.

Maidenhead Bridge responds to a purpose and a design aesthetic that are visibly different

from the railway bridge. The road bridge is also important as an architectural feature in its

own right and for its contribution to the riverscape. The latter, however, is as a pleasing

interruption and ornamentation to the view, rather than as a framing element.

The River Thames is important for its scale, which provides opportunities for relatively

uninterrupted views across open water that are otherwise uncommon in the area. In

addition, these views are of very high landscape value, due to the combination of elements

such as:

- the morphology of the river (which includes typical elongated islands or “eyots”);

- differing edge treatments (grassy banks, mooring posts etc);

- vegetation (notably mature willows and poplars, with some prominent specimen trees

such as cedar);

- buildings (boathouses, the Thames Riviera Hotel);

- bridges (notably the two described above, together with the footbridge to Guards Club

Island); and

- ancillary features such as birdlife and boats.

Mature trees and other vegetation are a key influence on views and on the character of the

area. In addition to the vegetation along the railway embankment, trees are prominent along

sections of the river bank (e.g. Guards Club Island) and in adjoining gardens and open space

(e.g. Guards Club Park). Adjoining residential areas also include significant vegetation (e.g.

mature Scots pine in Chauntry Close).


Route Window W24 89


The following are regarded as views of strategic importance:

- the views to the north and south along the river from Maidenhead Bridge;

- the view of Maidenhead Bridge from Guards Club Park/Island; and

- the view of Maidenhead Railway Bridge from River Road on the eastern bank about

250m south of the bridge.

Views across and along the river from Guards Club Park, Reitlinger Open Space and the

northern part of River Road are of local importance.


The main traffic routes in the area are:

- the A4/Bath Road/Bridge Road, which is the original London/Bath turnpike route, and

remains the main direct link between Maidenhead town centre and the Slough

conurbation to the east;

- Oldfield Road/Forlease Road/Bray Road, which link the A4 and town centre with Bray

and Windsor, to the south-east.

All other roads in the area are mainly of local importance.

A borough-wide cycle route passes through the area, along Guards Club Road, Oldacres,

Oldfield Road and Bray Road. The riverside path on the eastern bank is an important

pedestrian and cycle route. Parts of Amerden Lane are also designated as a cycle route.


Guards Club Park and Reitlinger Open Space are “important urban open spaces”.

The river itself is designated as Green Belt and “setting of the Thames” in the Royal Borough

of Windsor and Maidenhead Local Plan.

The whole area east of the river is designated as Metropolitan Green Belt. Much of this area,

to the north of Bath Road, and to the south and east of the properties along River Road


Route Window W24 90

(south of the railway) falls within a “Local landscape Area”. Berry Hill, to the north of Park

Road, is a “Historic Park or Garden”.


The approximate Zone of Visual Influence (ZVI) for the OHLE works is determined by the

following:




- The size and type of nearby vegetation, notably that along the railway embankment.

As has been described previously, the railway traverses this area on embankment, and is

therefore prominent locally. This prominence is accentuated by the dense and relatively tall

vegetation on the embankment slopes. At the same time, this vegetation screens the passing

trains to varying degrees, and would potentially provide a significant degree of screening to

the OHLE works.

In practice, the built-up character of the floodplain interrupts many potential views towards

the railway. Mature vegetation in gardens and open space reinforces this effect. As a result,

the railway is prominent mainly from the first and second “rank” of properties immediately

adjoining it, or where roads and the river corridor provide uninterrupted views.


following:

- Residential properties in Fotherley Court and Langdale Close, between which views

extend further north along Forlease Road.

- Buildings in the Malbeck Road industrial area.

- Residential properties in the Oldacres area, with potential views opening up along

north/south sections of road, including Oldfield Road.

- Maidenhead Bridge, although there is a potential for glimpses from the river and its banks

to the north of this.

- Properties (especially the three-storey flats) north of Ellington Road.

- Distance and vegetation north of Bath Road, with potential views opening up along the

Jubilee River.


Route Window W24 91


following:

- Buildings in the Stafferton Way business area, although it is probable that views may

open up across open land towards the sewage treatment works to the south.

- Residential properties in the Fishery area, reinforced in the eastern part of the area by

vegetation. Longer-distance views may be obtained along the north/south orientated

section of Bray Road.

- Distance and vegetation along the river corridor, with the railway bridge moving out of

view as the river curves to the west.

- Distance and vegetation in the area east of the river, with the potential for long-distance

views across open land and along the Jubilee River.



- Occupants of residential properties in Fotherley Court;

- Users of Forlease Road;

- Occupants of residential properties in Langdale Close;

- Occupants/users of the Malbeck Road business area;

- Users of Oldfield Road;

- Occupants of residential properties in Oldacres;

- Users of Guards Club Park;

- Users of the pedestrian/cycle route along Guards Club Road;

- Occupants of riverside properties such as Waterside Lodge and Oldfield;

- Users of Maidenhead Bridge;

- Patrons of the Thames Riviera Hotel/Blue River Café;

- Users of the river;

- Users of the riverside pedestrian/cycle route along Rover Road;

- Occupants of residential properties in River Road/Ellington Road; and

- Occupants of properties in Bath Road, including the hotel and school.



- Occupants/users of the Stafferton Wat business area;

- Occupants of residential properties in Forlease Drive/Road;

- Occupants of residential properties in the Fishery area/Chauntry Road/Chauntry Close;


Route Window W24 92

- Users of the river;

- Users of the pedestrian/cycle route along River Road;

- Occupants of residential properties in River Road;

- Occupants of residential properties at Amerden Lakes; and

- Users of the cycle route crossing Jubilee River.

2.6 Sensitivity


Built-Up Areas

The Malbeck Road/Howarth Road character area has a low sensitivity to change. Its robust

pattern of relatively large-footprint buildings and functional spaces is able to accommodate a

considerable degree of visual intrusion without affecting the character of the area.

The Forlease Road/Fishery areas have a moderate sensitivity to change. Although, as built-

up areas, they are able to accommodate a degree of change, their small-scale built pattern is

susceptible to adverse impacts from the introduction of larger-scale or intrusive features.

The number of potential receptors, coupled with the amenity value of views from dwellings

and gardens, contributes to this sensitivity.

The East Riverbank North area is generally of moderate sensitivity to change. Although the

open area to the north of Bath Road is of high sensitivity, this is tempered by the lower

sensitivity of the intervening built-up area.

Open Areas

The River Corridor including the island is of very high sensitivity to change. This is due to the

following:

- its open character, which allows impacts to be projected over substantial distances;

- its combination of landscape / townscape designations;

- the intrinsic value of its landscape, which stems in large part from subtle interactions

between several key elements; and

- its importance in forming the main setting for the Grade I and Grade II* listed bridges and

another listed building.


Route Window W24 93

The East Riverbank South area is of high sensitivity to change. Its openness allows impacts

to extend over substantial distances, whilst its rural character is susceptible to any intrusion

by non-rural features.

Since the railway corridor is already prominent, features associated with the OHLE works

might be perceived as being relatively unremarkable in many locations. This is anticipated to

be the case in particular within the context of the built-up areas.


Table W24.1: Visual Receptors (Maidenhead Railway Bridge OHLE Works) below identifies

the key receptors which are likely to obtain views of the proposed temporary and permanent



Table W24.1 :- Visual Receptors for the Maidenhead Railway Bridge OHLE Works

Receptor


Type of View

Dire

ct V

iew

Obl

ique

Vi

ew

Tem

pora

ry

Wor

k Si

tes

Perm

anen

t W

orks

Sensitivity of

Receptors

1 Occupants of residential properties in Fotherley Court

Upper floors High

2 Users of Forlease Road Ground Low

3 Occupants of residential properties in Langdale Close

Upper floors High

4 Occupants of business premises in Malbeck Road

Upper floors + ground

Low

5 Users of Oldfield Road Ground Low

6 Occupants of residential properties in Oldacres

Upper floors High

7 Users of Guards Club Park Ground Moderate

8 Users of Guards Club Road cycle route Ground Low

9 Occupants of residential properties off Guards Club Road

Upper floors + gardens

High

10 Users of Maidenhead Bridge Ground Moderate

11 Patrons of Thames Riviera Hotel/Blue River Cafe

Ground + upper Moderate


Route Window W24 94

Receptor


Type of View

Dire

ct V

iew

Obl

ique

Vi

ew

Tem

pora

ry

Wor

k Si

tes

Perm

anen

t W

orks

Sensitivity of

Receptors

floors 12 Users of the river Ground Moderate 13 Users of River Road Ground Moderate

14 Occupants of residential properties in River Road/Ellington Road

Ground + upper floors

High

15 Occupants of properties in Bath Road


High

16 Users of pedestrian/cycle route beside Jubilee River (north)

Ground Moderate

17 Occupants of Stafferton Way business area Ground Low

18 Occupants of residential properties in Forlease Road/Drive

Upper floors High

19

Occupants of residential properties in Fishery/Chauntry Road/Close


High

20 Occupants of residential properties at Amerden lakes

Ground High


occupants of up to about 250 residential properties may experience views of the works.


- 50 properties in Fotherley Court

- 20 properties in Langdale Close;

- 50 properties in Oldacres;

- 10 properties in Guards Club Park;

- 30 properties in River Road (north)/Ellington Road;

- 20 properties in Forlease Road/Drive;

- 40 properties in Chauntry Road;

- 15 properties in Chauntry Close; and

- 10 properties in River Road (south).

It should be emphasised that these property numbers are indicative only. The actual

numbers of properties experiencing views of the works will vary around these figures.


Route Window W24 95

In addition, as noted previously, all views except those towards the Railway Bridge will be

screened to a significant degree by vegetation along the embankments.

A second, potentially sensitive group of receptors comprises users of the river, riverside open

space and associated pedestrian/cycle routes. The sensitivity of these receptors has been

assigned as moderate on the basis that some may be highly aware of the visual influence of

the railway, whilst others may not.

The remaining receptors in the area include occupants of business premises and users of

local roads, whose sensitivity is assumed to be low.

Receptors who live in or use properties that look towards the railway corridor can be

assumed to be habituated to a certain degree to the impact of railway maintenance and

construction activities.


Route Window W24 96



It is proposed to provide overhead line electrification along this section of the route, which

includes fixing posts to the Maidenhead Railway Bridge. Sets of supporting posts are

required to carry the overhead lines across the Bridge. These have been positioned so that

they marry with the architecture of the Bridge. Three sets of posts will be fixed adjacent to

the track bed within the internal envelope of the Bridge requiring minor cutting back of the

stone and brickwork. A further two sets of posts at the extremities of the Bridge will be fixed

to the external face of the parapet and will require the cornice to be cut back locally.

In order to fix the posts to the external face of the parapet the cornice will need to be cut

back locally. This impact is considered Significant. In mitigation of this impact it is proposed

one of the following options will be carried out;

- Locate the posts on the internal face of the parapet, or;

- Design the fixing so that it does not require the cornice to be damaged (offset the post

from the bridge)

The posts will be fixed in such a way that allows them to be removed in the future without

damaging or altering the bridge as it stands today.

The works will have a moderate impact on the appearance of the railway bridge itself. In

view of the listed status of the railway bridge, and its critical role in the riverscape, this impact

is considered to be significant.

3.2 Setting of Listed Buildings

The works will have a minor impact on the setting of Grade I listed Maidenhead Bridge.

Although both construction activities and the completed OHLE columns will be visible from

the bridge, they will not affect the balance of elements that contribute to its setting. However,

in view of the status of the bridge, this degree of change is regarded as significant.

The works are unlikely to have any material effect on the setting of the two listed properties

on Bath Road (Bridgewater Lodge and Oldfield Lodge). The works are likely to be visible


Route Window W24 97

from Grade II listed Oldfield/Guards Club Mews. However, their influence on the setting of

these properties will be minor, and is not considered to be significant.


The works will take place within the part of the Riverside Conservation Area, and will be

visible from several parts of the area (e.g. Guards Club Park). Their impact on the character

and setting of the adjoining part of the conservation Area is considered to be moderate and

therefore a significant impact.


3.4.1 Impacts on Designated Landscape / Townscape

The works will have a moderate impact on the setting of Guards Club park, and a minor

impact on the setting of the Reitlinger Open Space. Since the intrinsic character of these

areas will not be affected, the impact is not regarded as significant.

In view of the role of the railway bridge in defining and enhancing the riverscape, the

moderate impact on its appearance is considered to have a significant effect on the

designated “setting of the Thames”.

The OHLE works to the east of the river will be visible from surrounding parts of the

Metropolitan Green Belt and Local Landscape Area, and probably from within the Berry Hill

historic park/garden. In view of the existing prominence of the railway, and the limited

degree of incremental impact that the OHLE works will represent, the impact is considered to

be minor and not significant.


The temporary works are not considered to have any significant impacts on landscape /

townscape character, since they are assumed to be of very limited duration (no more than a

few days at each location).

The permanent works are considered to have a Negligible impact on the Malbeck

Road/Howarth Road character area and a minor impact on the Forlease Road/Fishery and

East Riverbank North character areas.


Route Window W24 98

These areas are already influenced by their proximity to the railway embankment, and are

generally of no more than low or moderate sensitivity. They are well able to accommodate

the relatively small incremental change that the works will represent, without any perceptible

affect on their character.

The works are considered to have a moderate impact on the Thames Corridor character

area. Although the fundamental character of the riverscape will not change, the role of the

bridge as a focus and frame for views suggests that even a moderate impact will be

potentially significant.

The works will also have a moderate impact on the East Riverbank South character area,

due to their potential visibility across an area of high sensitivity. However, the character of

this area is able to accommodate such change without detriment, and the impact is not

considered to be significant.

3.5 Visual Impacts

The Visual Appraisal Plan for Maidenhead Viaduct OHLE Works Drawing No. 1E0316-

W1E00-E00-F-00024 illustrates the approximate Zone of Visual Influence for the proposed

temporary and permanent works, and identifies the principal locations from which views of

the development would be obtained.

In all cases, the magnitude of visual impact from both the temporary and permanent works is

considered to be low. Consequently, no significant effects on visual amenity are predicted to

occur. The precise degree of impact on each group of receptors has therefore not been

tabulated.

This conclusion is based on the following:

- the railway is already prominent in the relevant views;

- the construction works will be of very limited duration within each view;

- the permanent works (the OHLE wires and columns) will represent a small incremental

change to the role of railway infrastructure within these views;

- vegetation along the embankment slopes will be largely retained, continuing to provide an

effective degree of screening; and


Route Window W24 99

- the change in the character of these views will therefore not affect their contribution to

visual amenity to a significant degree.

The Year 1 predicted impacts, apart from impacts on the listed structure, its setting and the

Conservation Area are not considered to be significant for the reasons given above. After 15

years following completion of the works there would be no changes to the visual impacts but

townscape effects will continue.


Route Window W24 100

4. Summary


In order to fix the posts to the bridge for the overhead electrification lines it is proposed to cut

through the cornice locally. This impact is considered significant (Sig.). In mitigation of this

impact it is proposed to either fix the posts to the internal face of the parapet or design the

fixing of the post so that the cornice is not damaged. The residual impact is not significant

(NSig.)


The impact on the setting of Maidenhead Bridge is considered to be minor, but significant.

The impact on the Railway Bridge is considered to be moderate, and also significant.

4.3 Conservation Areas The impacts on the Conservation Area and the riverscape are predicted to be moderate and

significant. Significance reflects both the designated status of affected areas/features and

the critical role of the Railway Bridge within the riverscape.

4.4 Landscape / Townscape The construction works are not predicted to give rise to significant effects on landscape /

townscape. The permanent works are considered to have a significant impact on the River

Corridor and the setting of the River Thames. Impacts on the East Riverbank South

character area will not be significant. There will be a minor or negligible impact on all other

areas.

4.5 Visual Impact

Neither the temporary or permanent works are considered to give rise to any significant

effects on visual amenity. Although receptor sensitivity is in many cases high (for local

residents), the degree of change to views largely influenced by the presence of the railway

will be relatively small, and will not affect the overall character of these views.



5. Summary tables Impacts on listed buildings are provided in Table W24.4. Predicted impacts on the setting of

listed buildings, Conservation Areas, other landscape designations and landscape /

townscape character and visual amenity are summarised in Table W24.5: Summary Table of

Temporary Impacts and Table W24.6: Summary Table of Permanent Impacts, including any

committed mitigation and residual impacts.


102 Route Window W24

Tabl

e W

24.4

: Im

pact

s on

Lis

ted

Bui

ldin

gs -

Rou

te W

indo

w W

24

Res

idua

l Im

pact

C

.R.

No

Add

ress

G

rade

Pr

opos

ed W

orks

Po

tent

ial I

mpa

ct

Sig.

A

ctio

n R

equi

red

and

Miti

gatio

n D

escr

iptio

n Si

g.

882

(W24

)

Mai

denh

ead

Rai

lway

Brid

ge

II*

Ove

rhea

d lin

e el

ectri

ficat

ion.

Lo

cal m

inor

dam

age

to e

xter

nal f

ace

of

para

pet d

ue to

fixi

ng

post

s to

car

ry

over

head

line

s.

Sig

. Lo

cate

pos

ts o

n in

tern

al fa

ce o

f pa

rape

t or o

ffset

po

sts

from

brid

ge

stru

ctur

e to

avo

id

cutti

ng th

roug

h co

rnic

e to

par

apet

. P

osts

to b

e fix

ed in

a

man

ner t

hat a

llow

s th

em to

be

rem

oved

in

the

futu

re.

No

sign

ifica

nt

resi

dual

impa

ct.

NS

ig.



Tabl

e W

24.5

: Sum

mar

y Ta

ble

of T

empo

rary

Impa

cts

(Rou

te W

indo

w W

24)

R

oute

Win

dow

W24

– T

empo

rary

Impa

cts

R

esid

ual I

mpa

ct

Wor

ks a

nd p

oten

tial i

mpa

ct

Sign

ifica

nce

Miti

gatio

n D

escr

iptio

n Si

gnifi

canc

e

Impa

ct o

n se

tting

of L

iste

d B

uild

ings

N

ot S

igni

fican

t N

one

prop

osed

Tem

pora

ry w

orks

wou

ld b

e of

ver

y lim

ited

dura

tion,

but

w

ould

hav

e no

fund

amen

tal

impa

ct o

n ch

arac

ter.

Not

Sig

nific

ant

Impa

ct o

n C

onse

rvat

ion

Are

as

Not

Sig

nific

ant

Non

e pr

opos

ed

Tem

pora

ry w

orks

wou

ld b

e of

ver

y lim

ited

dura

tion,

but

w

ould

hav

e no

fund

amen

tal

impa

ct o

n ch

arac

ter.

Not

Sig

nific

ant

Impa

ct o

n se

tting

of t

he R

iver

Tha

mes

N

ot S

igni

fican

t N

one

prop

osed

Tem

pora

ry w

orks

wou

ld b

e of

ver

y lim

ited

dura

tion,

but

w

ould

hav

e no

fund

amen

tal

impa

ct o

n ch

arac

ter.

Not

Sig

nific

ant

Impa

ct o

n la

ndsc

ape

/ tow

nsca

pe c

hara

cter

O

vera

ll ch

arac

ter o

f sur

roun

ding

are

as w

ould

not

be

affe

cted

. N

ot S

igni

fican

t N

one

prop

osed

.

Tem

pora

ry w

orks

wou

ld b

e of

ver

y lim

ited

dura

tion,

but

w

ould

hav

e no

fund

amen

tal

impa

ct o

n ch

arac

ter.

Not

Sig

nific

ant

Impa

ct o

n vi

sual

am

enity

of:

Lo

cal r

esid

ents

and

oth

er re

cept

ors

Not

Sig

nific

ant

Non

e pr

opos

ed

As

abov

e; a

ssum

ed m

inim

al

loss

of l

ines

ide

vege

tatio

n.

Not

Sig

nific

ant



Tabl

e W

24.6

: Sum

mar

y Ta

ble

of P

erm

anen

t Im

pact

s (R

oute

Win

dow

W24

)

Rou

te W

indo

w W

24 –

Per

man

ent I

mpa

cts

R

esid

ual I

mpa

ct

Wor

ks a

nd p

oten

tial i

mpa

ct

Sign

ifica

nce

Miti

gatio

n D

escr

iptio

n Si

gnifi

canc

e Im

pact

on

setti

ngs

List

ed B

uild

ings

: (M

aide

nhea

d B

ridge

+ R

ailw

ay B

ridge

) S

igni

fican

t N

one

prac

ticab

le.

Res

ults

from

leve

l of

desi

gnat

ion.

S

igni

fican

t.

Impa

ct o

n se

tting

s of

Con

serv

atio

n A

reas

S

igni

fican

t N

one

prac

ticab

le.

Res

ults

from

leve

l of

desi

gnat

ion.

S

igni

fican

t.

Impa

ct o

n se

tting

of t

he R

iver

Tha

mes

S

igni

fican

t N

one

prac

ticab

le.

Res

ults

from

ver

y hi

gh d

egre

e of

land

scap

e va

lue

and

sens

itivi

ty.

Sig

nific

ant

Impa

ct o

n la

ndsc

ape

/ tow

nsca

pe c

hara

cter

Im

pact

s on

the

Tham

es C

orrid

or c

hara

cter

ar

ea

Sig

nific

ant

Non

e pr

actic

able

. R

esul

ts fr

om v

ery

high

deg

ree

of la

ndsc

ape

valu

e an

d se

nsiti

vity

.

Sig

nific

ant

Impa

ct o

n la

ndsc

ape

/ tow

nsca

pe c

hara

cter

Im

pact

s on

oth

er s

urro

undi

ng c

hara

cter

ar

eas

Not

Sig

nific

ant

Non

e pr

opos

ed

Cha

ract

er o

f are

as w

ill n

ot

chan

ge to

any

fund

amen

tal

degr

ee.

Not

Sig

nific

ant

Impa

ct o

n vi

sual

am

enity

N

ot S

igni

fican

t N

one

prop

osed

. C

hara

cter

of v

iew

s w

ill n

ot

chan

ge in

am

enity

term

s.

Not

Sig

nific

ant



6. Assumptions - Substantial removal of lineside vegetation will not be necessary in order to install or

maintain the OHLE

- It is assumed that the works will be undertaken from within the rail corridor and no

“special” work sites will be required for the OHLE works as the existing station work sites

will be used.

- The island site will be used for access only and will not be used as a worksite. No

vegetation will be removed.








7. References - ES Route Windows W24




Route Window W23B 107

Route Window W23B Jubilee River to Taplow Station






3. Impact of the Scheme 121 3.1 Listed Buildings and their Setting 121 3.2 Conservation Areas 121 3.3 Landscape / Townscape 121 3.4 Visual impacts 122





Route Window W23B Jubilee River to Taplow Station


1.1 Permanent Works

Crossrail will require the introduction of overhead line equipment throughout the alignment in

this route window.

1.2 Temporary Works

Works will be undertaken using rail-mounted equipment and will take about two months to

complete. Materials will be carried to and from the works by rail.



2. Baseline Assessment 2.1 Local context

The railway passes through this area on embankment, with bridges over the Jubilee River,

Amerden Lane and A4/Bath Road. This embankment becomes less pronounced on the

approach to Taplow Station, as ground levels rise and as the roads providing access to the

station ramp up to platform level.

The embankment between the Jubilee River and Bath Road is densely vegetated with

secondary woodland/scrub (typically ash and sycamore) along its southern side and along its

northern side to just east of the Amerden Lane bridge. The remainder of the northern side

comprises low scrub/rough grass with occasional mature Scots pine.

To the east of Bath Road, the embankment is covered with low scrub/rough grass, with

occasional Scots pine, to a point approximately halfway between the bridge and the station.

This provides clear views to the trackbed (and therefore of trains) from both sides of the

embankment.

The remaining part of the embankment, eastwards to the station, comprises mature

scrub/secondary woodland along the southern side, and scrub with occasional larger trees

along the northern side.

The surrounding area is largely rural or urban fringe in character. To the north of the railway,

the triangle of land between the line and Bath Road is occupied by residential properties, a

car sales yard and a petrol station. The northern side of Bath Road is occupied by a

residential property, another car sales yard and a public house.

To the rear of these properties lie the landscaped grounds of Berry Hill Court, an area of

farmland (mainly grazing) and (to the north of the station) a sports ground and associated

amenity space. This open land extends northwards across rising ground towards Taplow

village. Four residential properties (Railway Cottages) adjoin Approach Road. To the east of

these, a dense belt of mature deciduous woodland defines the northern side of the road.



To the south of the railway, the area is largely rural in character, comprising grazing and

arable land. Taplow Lake occupies former gravel workings, and is used by a sailing club.

Several residential properties are located along Amerden Lane/Amerden Close. To the east,

a substantial number of residential properties and smallholdings lie to the east of Marsh

Lane.

The Townscape Character Baseline Plan for Maidenhead Bridge and Taplow Station

Drawing No. 1E0416-W1E00-E00-F-00023/00024 identify the locations of key buildings and

landmarks in the local landscape / townscape, together with local views, pedestrian and

vehicular movement corridors, townscape character areas, urban gateways / nodes and

landscape planning designations. This baseline plan also illustrates the extent of the work

sites for both the temporary and permanent works.


There are no listed buildings within the approximate Zone of Visual Influence (ZVI) of the

works.


The nearest Conservation Areas are:

- along the eastern bank of the Thames, between the railway and Bath Road (outside the

route window); and

- around Taplow, with the closest part of the boundary about 0.75km north of the railway.



The surrounding landscape may be divided into two main character areas, to the north and

south of the railway respectively.

The area to the north mainly comprises open farmland on rising ground, framed by small

belts and blocks of woodland. The immediate vicinity of Bath Road is more



urban in character, and buildings are also influential along Berry Hill and around the edge of

Taplow.

The area to the south is essentially flat and more rural, with fewer buildings, but a less

pronounced field pattern. Taplow Lake and the Jubilee River provide opportunities for water

views. Tree cover is confined to shelterbelts and mature hedgerows.


Key landscape features in the area comprise:

- the Jubilee River and Taplow Lake; and

- the railway itself.

The Jubilee River and Taplow Lake are water bodies of substantial scale. The Jubilee River

in particular is open in character, and its visual influence extends across much of the area,

mainly to the south of the railway. Taplow Lake is largely surrounded by trees, and therefore

less prominent.

The railway is important in two respects. Firstly, the embankment and bridges are prominent

features. The skew bridge over the Bath Road is especially visible, and may be regarded as

a local landmark, notably for drivers.

Secondly, the embankment obstructs potential views across the otherwise flats terrain of the

floodplain, providing a (mainly vegetated) backdrop to many short-distance views from

locations on either side.

The spire of Taplow Church may be glimpsed from some locations, but is not sufficiently

prominent to be regarded as a landmark.

As described previously, hedgerows, scrub and mature trees are a key influence on views

and on the character of the area. The vegetation along the embankment is of most direct

relevance to the proposed works.




No strategic views have been identified in the area.

The northward view from the footbridge across the Jubilee River at Amerden Lane is a key

local view. The bridge forms part of the district-wide cycle network, and affords a clear view

of the railway embankment and the multi-span culvert across the Jubilee River.


The main traffic routes in the area are:

- the A4/Bath Road, which provides the main direct link between Maidenhead (to the west)

and Slough (to the east);

- Berry Hill, which provides access to Taplow from Bath Road; and

- Marsh Lane, which provides access from Bath Road to Dorney Reach.

Amerden Lane is an unclassified local road providing access to residential properties south

of the railway.

A borough-wide cycle route passes through the area, using parts of Amerden Lane and the

footbridge over the Jubilee River. A footpath crosses the open land to the north of the

railway, between Berry Hill and Boundary Road, skirting the edge of Taplow.

2.4.5 Landscape Planning Designation

The landscaped grounds of Berry Hill Court are designated as an historic park/garden.


The approximate Zone of Visual Influence (ZVI) for the OHLE works is determined by the

following:




- The general character and arrangement of land uses; and

- The size and type of nearby vegetation, notably that along the railway embankment.

As has been described previously, the railway traverses this area on embankment, and is a

prominent local feature. This prominence is accentuated by the vegetation on the

embankment slopes, notably the mature scrub/secondary woodland and the specimen Scot’s

pines.

The scrub/secondary woodland screens the permanent way to varying degrees along the

sections of the route around Amerden Lane and approaching the station. This vegetation

would potentially provide a significant degree of screening to the OHLE works.


following:

- Buildings along Bath Road;

- Rising ground, vegetation and buildings forming the southern edge of Taplow;

- Vegetation and buildings along Boundary Road;

- Intervening hedgerows; and

- The belt of woodland along the northern side of Approach Road.


following:

- The sequence of hedgerows and tree belts across the floodplain, together with trees

along the Thames;

- The built-up river frontage of Bray;

- The M$ embankment; and

- The sequence of buildings along Marsh Lane.





- Occupants of residential and other properties in Bath Road;

- Users of Bath Road;

- Occupants of residential properties in Berry Hill;

- Occupants of residential properties on the southern edge of Taplow;

- Users of the footpath between Berry Hill and Boundary Road;

- Occupants of Railway Cottages;

- Occupants of residential properties in Boundary Road;

- Users of the sports ground north of Approach Road; and

- Users of Approach Road.



- Occupants of residential properties at Amerden Ponds/Amerden Lane/Amerden Close;

- Users of the cycle way across the Jubilee River;

- Users of Taplow Lake and the Thames Valley Adventure Playground; and

- Occupants of residential properties along Marsh Lane.

2.6 Sensitivity


Northern Area

This area is of moderate to high sensitivity to change. The built-up area in the vicinity of Bath

Road is of moderate sensitivity. Whilst it is able to accommodate a degree of change, its

built pattern is relatively small-scale and therefore potentially susceptible to adverse impacts

from the introduction of larger-scale or intrusive features.

Sensitivity increases to the north of Bath Road/Approach Road. This is due partly to the

open character of the landscape, which allows impacts to extend across the area; and partly

to its higher quality, as reflected in the presence of the Berry Hill historic garden and the

Taplow Conservation Area, and in the fact that most of this area falls within a Local

Landscape Area.



Southern Area

This area is generally of high quality, but less so than the best parts of the area north of the

railway. Where buildings are influential, as in Amerden Close and along Marsh Lane, the

landscape is of moderate quality. The presence of traffic using Bath Road is also a

detracting factor.

In the remainder of the area, the original landscape structure has been severed by the

Jubilee River and by gravel extraction (creating Taplow Lake). At the same time, however,

these changes have introduced substantial water bodies, which contribute to the quality of

the area.

Since the railway corridor is already prominent, features associated with the OHLE works

might be perceived as being relatively unremarkable in many locations. This is anticipated to

be the case in particular within the context of the built-up areas.


Table W23.1: Visual Receptors (Jubilee River to Taplow Station OHLE Works) below

identifies the key receptors who are likely to obtain views of the proposed temporary and

permanent works, together with their sensitivity, the type of views and whether the views are

of the temporary or permanent works.



Table W23.1 :- Visual Receptors for the Jubilee River to Taplow Station OHLE Works

Receptor


Type of View

Dire

ct V

iew

Obl

ique

Vi

ew

Tem

pora

ry

Wor

k Si

tes

Perm

anen

t W

orks

Sensitivity of

Receptors

1 Occupants of residential + other properties along Bath Road

Ground + Upper floors

High

2 Users of Bath Road Ground Low

3 Occupants of residential properties in Berry Hill/Berry Hill Farm

Upper floors High

4 Occupants of Railway Cottages


High

5 Users of public footpath between Berry Hill/Boundary Road

Ground Moderate

6 Users of Approach Road Ground Low 7 Users of sports ground Ground Low 8 Users of Taplow Station Ground Low

9

Occupants of residential properties at Amerden Lakes/Amerden Lane/Amerden Close

Upper floors + gardens

High

10 Users of cycleway along Amerden Lane Ground Moderate

11 Users of Taplow Lake + Thames Valley Adventure Playground

Ground Low

12 Occupants of residential properties in Marsh Lane


High

13 Users of commercial properties between Taplow Station/Bath Road

Ground Low




- 10 properties along Bath Road

- 5 properties in Berry Hill;

- 5 properties at Railway Cottages;

- 10 properties at Amerden Lakes/Amerden Lane/Amerden Close; and

- 50 properties in Marsh Lane.



In practice, many of these views are likely to be screened to varying degrees by vegetation.

For example, hedgerows and trees in the vicinity of Berry Hill may screen views from

properties to the north, whilst trees around Taplow Lake are likely to screen views from

Marsh Lane.

As noted previously, parts of the railway embankment are densely vegetated, to the extent

that the railway itself is partially or largely screened. This is the case, for example, in relation

to views from properties along Bath Road and Amerden Lane. However, a significant section

of the railway is relatively open, with only occasional specimen Scots Pine to provide

screening, and properties in Amerden close and Railway Cottages are likely to have

relatively unobstructed views of the line.

A second, potentially sensitive group of receptors comprises recreational users of the area,

notably of the footpath to the north and the cycleway along Amerden Lane. The sensitivity of

these receptors has been assigned as moderate, on the basis that some may be highly

aware of the visual influence of the railway, whilst others may not.

The remaining receptors in the area include occupants of business premises and users of

local roads, whose sensitivity is assumed to be low.

Receptors who live in or use properties that look towards the railway corridor can be

assumed to be habituated to a certain degree to the impact of railway maintenance and

construction activities.





There will be no impacts on listed buildings or their setting in this route window.


The OHLE works will have no material affect on the setting of the Taplow Conservation Area.

3.3 Landscape / Townscape 3.3.1 Impacts on Designated Landscape / Townscape

The works will have a minor impact on the setting of the designated landscape around Berry

Hill Court. This landscape is relatively well enclosed by trees, and is separated from the

railway by Bath Road and several properties. In addition, the nearest section of the

embankment is largely vegetated. Although the OHLE works may be visible from within the

designated landscape, they will not affect its intrinsic character.

The works will also have a minor impact on the Local Landscape Areas to the north and

south of the railway corridor. The northern area does not adjoin the railway, and is separated

from it by Bath Road, properties and farmland. The southern area adjoins the railway at

Jubilee River and Amerden Close.

Although the OHLE works will be visible from within these designated areas, their visual

influence will be small, and their affect on landscape character insignificant.


The temporary works are not considered to have any significant impacts on landscape

character, since they are assumed to be of very limited duration (no more than a few days at

each location).

The permanent works are considered to have no more than a minor impact on both character

areas.



The railway is already a prominent feature, mainly due to the embankment and underbridges,

especially at Bath Road. The OHLE works will represent a relatively minor incremental

increase in this prominence.

Although the OHLE works are likely to be visible from open country over distances of

perhaps 0.5-0.75km, their influence will be small, and will be insufficient to alter the character

of the surrounding areas.

3.4 Visual impacts

The Visual Appraisal Plan for Jubilee River to Taplow Station OHLE Works Drawing No.

1E0316-W1E00-E00-F-00023/00024 illustrates the approximate Zone of Visual Influence for

the proposed temporary and permanent works, and identifies the principal locations from

which views of the development would be obtained.

The magnitude of visual impact from both the temporary and permanent works is considered

to be Moderate for up to about 10 properties at Railway Cottages/Amerden Close/Amerden

Lane. In these cases, the properties are located close to the railway (within about 50m), and

potentially experience direct and relatively unobstructed views.

Although the OHLE construction and its permanent features are likely to be visible to these

receptors, the works will not change the character of these views to a fundamental degree.

The existing embankment and bridges, together with passing trains, will continue to be the

main influence on these views. Consequently, the effects on visual amenity are not


Similarly, where a low degree of impact is predicted to occur, the effect is also not


The precise degree of impact on each group of receptors has therefore not been tabulated.



4. Summary

This section of the route runs across the Thames floodplain on embankment, merging with

ground levels at Taplow Station. The embankment is an important influence on views. The

sections of it close to the station and west of Bath Road are densely vegetated. The

intervening section is largely open, with occasional mature Scots pine. The Bath Road

underbridge is prominent.

The surrounding area comprises countryside and urban fringe uses. Residential properties

and other buildings are confined to Marsh Lane, the section of Bath Road to the west of the

railway and to small clusters elsewhere, as at Amerden Close and Berry Hill. Taplow Lake

and the Jubilee River are important as water features.

Two main character areas have been identified. The area to the north of the railway

comprises gently rising farmland, with significant groups of trees at Berry Hill and Approach

Road, extending to Taplow Village. The area to the south is flat and more open in parts,

extending as far as the M4.

Visibility is determined mainly by vegetation and by the railway embankment. The ground-

level ZVI of the works extends northwards to properties in Berry Hill and the edge of Taplow,

and southwards to Marsh Lane and field boundaries towards Amerden Lane.

Designated areas/features comprise Taplow Conservation Area; the historic landscape

around Berry Hill Court; and Local Landscape Areas, which include most of the countryside

to the north and the floodplain to the south.

The most sensitive receptors comprise occupants of residential properties. It is estimated

that up to about 80 such properties may experience views of the works. Other receptors

include users of nearby footpaths and cycle ways (moderate sensitivity).




The OHLE works will have no material affect on the setting of the Taplow Conservation Area.




The works comprise the erection of OHLE infrastructure. The construction works are not

predicted to give rise to significant effects on landscape character.

The permanent works are considered to have a Minor impact on landscape character and

the settings of designated areas, the effects of which will not be significant.

4.4 Visual Impact

Moderate impacts are predicted on the visual amenity of occupants of about 10 residential

properties closest to the line (at Amerden Lane/Amerden Close/Railway Cottages). These

impacts are not considered to give rise to significant effects, since the character of the views

from these properties will not be changed fundamentally.



5. Summary tables

There will be no impacts on listed buildings, the setting of listed buildings or Conservation

Areas in this route window, hence these are not included within the Summary Table.

Predicted impacts on landscape / townscape character and visual amenity are summarised

in Table W23.4: Summary Table of Temporary Impacts and Table W23.5: Summary Table of

Permanent Impacts, including any committed mitigation and residual impacts.


126 Route Window W23B

Tabl

e W

23.4

: Sum

mar

y Ta

ble

of O

HLE

Tem

pora

ry Im

pact

s (R

oute

Win

dow

W23

)

R

oute

Win

dow

W23

– T

empo

rary

OH

LE Im

pact

s

Res

idua

l Im

pact

W

orks

and

pot

entia

l im

pact

Si

gnifi

canc

e M

itiga

tion

Des

crip

tion

Sign

ifica

nce

Impa

ct o

n se

tting

of H

isto

ric L

ands

cape

s an

d Lo

cal

Land

scap

e A

reas

N

ot S

igni

fican

t N

one

prop

osed

A

s ab

ove.

N

ot S

igni

fican

t

Impa

ct o

n la

ndsc

ape

/ tow

nsca

pe c

hara

cter

: O

vera

ll ch

arac

ter o

f sur

roun

ding

are

as w

ould

not

be

affe

cted

.

Not

Sig

nific

ant

Non

e pr

opos

ed.

Tem

pora

ry w

orks

wou

ld b

e of

ver

y lim

ited

dura

tion,

but

w

ould

hav

e no

fund

amen

tal

impa

ct o

n ch

arac

ter.

Not

Sig

nific

ant

Impa

ct o

n vi

sual

am

enity

of:

Lo

cal r

esid

ents

and

oth

er re

cept

ors

Not

Sig

nific

ant

Non

e pr

opos

ed

As

abov

e; a

ssum

ed m

inim

al

loss

of l

ines

ide

vege

tatio

n.

Not

Sig

nific

ant

Tabl

e W

23.5

: Sum

mar

y Ta

ble

of P

erm

anen

t OH

LE Im

pact

s (R

oute

Win

dow

W23

)

R

oute

Win

dow

W23

– P

erm

anen

t OH

LE Im

pact

s

Res

idua

l Im

pact

W

orks

and

pot

entia

l im

pact

Si

gnifi

canc

e M

itiga

tion

Des

crip

tion

Sign

ifica

nce

Impa

ct o

n se

tting

s of

His

toric

Lan

dsca

pe

and

Loca

l Lan

dsca

pe A

reas

N

ot S

igni

fican

t N

one

requ

ired.

V

isua

l inf

luen

ce o

f OH

LE

feat

ures

will

be

min

or.

Not

S

igni

fican

t. Im

pact

on

land

scap

e ch

arac

ter

Not

Sig

nific

ant

Non

e re

quire

d.

Incr

emen

tal c

hang

e to

role

of

railw

ay in

frast

ruct

ure

will

be

min

or.

Not

Sig

nific

ant

Impa

ct o

n vi

sual

am

enity

N

ot S

igni

fican

t N

one

requ

ired.

C

hara

cter

of v

iew

s w

ill n

ot

chan

ge in

am

enity

term

s.

Not

Sig

nific

ant



6. Assumptions

- The OHLE will be similar in height, design and spacing as the existing Heathrow Express

OHLE using Portal gantries designs

- Substantial removal of lineside vegetation will not be necessary in order to install or

maintain the OHLE

- It is assumed that the works will be undertaken from within the rail corridor and no

“special” work sites will be required for the OHLE works as the existing station work sites

will be used.

- The railway is already prominent in the relevant views;

- The construction works will be of very limited duration within each view;

- The permanent works (the OHLE gantries, wires and columns) will represent a small

incremental change to the role of railway infrastructure within these views;

- Where the embankment slopes are vegetated, this will be largely retained and will

continue to provide an effective degree of screening; and

- The change in the character of views from nearby properties will therefore not affect their

contribution to visual amenity to a significant degree.








7. References

- ES Route Windows W23




Route Window W23A 129

Route Window W23A Taplow Station






3. Impact of the Scheme 142 3.1 Listed Buildings and their setting 142 3.2 Conservation Areas 142 3.3 Landscape / Townscape 142 3.4 Visual impacts 143




Route Window 23 133

Route Window W23A Taplow Station 1. Description of the Works 1.1 Permanent Works


this route window. At Taplow station, the safety implications of this electrification will require

that the parapets of the station footbridge be modified.

Platforms at Taplow station will be extended westwards by about 26 m to accommodate

Crossrail trains.

1.2 Temporary Works

Platform extensions and footbridge works will take about four months to complete. The

works will be undertaken from two worksites located respectively to the north of the railway,

just off Approach Road, and to the south of the railway, in the western corner of the current

car park. Transport of materials to and from the sites will be by road. Only about two lorries

will serve each worksite on a typical day. Plant and equipment required at the worksite will

include a piling rig, crawler, excavators, mobile cranes, compressors, lighting rigs and

generators.




Taplow Station lies on the western edge of Burnham. The built-up area extends eastwards

from Station Road, along the corridor of land between the railway and Bath Road (A4) and

northwards to the historic centre of Burnham.

The areas to the north and south of the station are essentially rural, comprising mainly open

farmland with some recreation space, gravel workings and settlement. This rural area

extends westwards to the Thames southwards to the M4 and northwards to Taplow village

and the Cliveden estate. It forms a wedge of open countryside between the built-up areas of

Maidenhead to the west and Burnham to the east.

The land uses around the station reflect its urban fringe location. It is adjoined to the north

by a car sales yard (Station Garage) and beyond which are Approach Road and Institute

Road and by playing fields (including Claires Court School), allotments and open farmland.

To the south, the land between the station forecourt and Bath Road is currently vacant and

being redeveloped. This area lies adjacent to by a caravan sales yard to the west and to the

east by light industry and The Bishop Centre (a local shopping centre).

The area to the south of Bath Road comprises mainly open agricultural farmland, together

with the Burnham Sewage Works and a number of residential properties (along Marsh Lane).

To the west, the Thames Valley Adventure Playground adjoins a flooded gravel pit.

To the north of the station, a small number of residential properties are located on Station

Road/Institute Road and Boundary Road. Other residential properties (railway Cottages) are

located on the western part of Approach Road. Taplow village lies about 1km to the north-

west, beyond the playing fields and open areas of farmland.

The Townscape Character Baseline Plan for Taplow Station, Drawing No. IE0416-WIE00-

E00-F-00023 identifies the locations of key buildings and landmarks in the local landscape /

townscape, local views, pedestrian and vehicular movement corridors, townscape character

areas, urban gateways / nodes and the landscape planning designations that relate to the

work sites and their surroundings. These baseline plans also illustrate the extent of the work



Route Window 23 135

2.2 Listed Buildings and their Setting The nearest listed buildings lie outside the route window, about 1km to the south-east of the

station, close to the junction of Bath Road and Lane End Road.


The nearest Conservation Areas lie outside the route window, at Taplow (750m to the north-

west) and Burnham (1.5km to the north-east).



The area comprises two main character areas: the built-up area of Burnham and the belt of

countryside between Burnham and Maidenhead, which is described here as the Thames

Valley Gap.

Burnham Character Area:

Burnham mainly comprises housing dating from the 1920-40 and 1950-70 periods,

predominantly two-storey and terraced/semi-detached. This housing is interspersed with

schools, local shops, services and other community facilities (e.g. around Lent Rise) and

open space (e.g. Burnham Park). Commercial, retail and light industrial uses are found

along parts of the Bath Road (e.g. the superstore), on Station Road and on a couple of sites

to the north of the railway (e.g. Marshgate Trading Estate).

The built-up area is generally of moderate townscape quality. Whilst the light industrial and

commercial sites are of Low quality, the historic centre of Burnham village (outside the route

window) is of high quality. The residential areas that make up most of this area are

unremarkable, and is considered to be moderate quality.

Thames Valley Gap Character Area:

The Thames Valley Gap is generally of moderate landscape quality. South of the railway,

relatively higher quality areas occur to the west, around the flooded gravel workings and

Amerden Ponds, and approaching the Thames, where water views and vegetation are



significant influences. North of the railway, higher quality areas occur towards Taplow, due

to more prominent topography and mature trees, including the historic landscape at Berry

Hill, some distance from the station.

Landscape quality decreases closer to the urban fringe, as the field pattern becomes

fragmented and features such as the sewage works intrude. Transport infrastructure is

locally influential, notably the busy A4/Bath Road, the railway embankment to the west of the

station, and the M4 to the south (outside the route window).


Taplow Station appears to be of largely unaltered design, comprising two single-storey brick

buildings. The canopies over the Relief platforms look original, with characteristically

decorative barge-boards. The footbridge is also pleasing, with lattice parapets and a gabled

canopy. In total, the station succeeds in maintaining the image of a Victorian country station.

There are otherwise no buildings of particular note in the area. The Bishops Centre is locally

prominent to the south east of the station forming an area of business/commercial

development on the countryside edge of Taplow/Slough

Vegetation is a locally important influence on views and landscape quality. The most notable

vegetation comprises:

- a belt of mature deciduous trees (Chestnut, Sycamore etc) along the northern side of

Approach Road;

- a discontinuous row of mature trees (Chestnut etc) to the south of the station car park;

- mature scrub and semi-mature trees flanking the abutments of Station Road bridge and

the access road to the station car park;

- discontinuous scrub and semi-mature trees along the railway corridor to the east and

west (south side only).


There are no strategic views in the vicinity of the site. No local views are considered to

qualify as key views.


Route Window 23 137


The main movement corridor in the area comprises Bath Road (A4). Station Road, which

passes beneath the railway immediately to the east of the station, links Bath Road with

Boundary Road to the north, and thence Taplow village.

Approach Road, which follows the northern side of the railway corridor, links Station Road

with Bath Road to the west. Institute Road provides a link between Station Road, Hitcham

Road and the built-up area to the east. These roads are relatively narrow, providing access

to the station, to nearby businesses and for local residents. They are also the main

pedestrian routes in the area.

There are two public footpaths in the vicinity: one linking Boundary Road with Berry Hill, to

the north-west of the station; and a further public footpath following Amerden Lane, to the

west of the Thames Valley Adventure Playground.


The area west of Marsh Lane and south of Bath Road and the railway is designated as a

Local Landscape Area. This designation also applies to the area north and west of the

station bounded by the sports ground, allotments, Boundary Road and parts of Berry Hill and

Bath Road.

The countryside further to the south (beyond the M4) and north (beyond Hitcham Lane) is

designated as an Area of Attractive Landscape (outside the route window).

Berry Hill, an Historic Park and Garden, lies about 750m to the west of the station, to the

north of Bath Road.










The railway runs on embankment through this area, bridging over Lent Rise Road, Taplow

Road, Station Road and Bath Road. The embankment becomes most pronounced to the

west of the station, as the railway crosses the Thames floodplain. In the vicinity of the

station, ground levels have been built up to provide easy gradients for Approach Road and

the road accessing the station from the south.

The relatively elevated position of the station, combined with the largely undeveloped

character of the areas to the north, south and west, theoretically allow views from these

directions to be gained over substantial distances. At the same time, the mainly built-up

character of the area to the east of Station Road would be expected both to facilitate views

from the nearest properties, whilst screening many potential views from ground-level. In

practice, however, vegetation in the immediate vicinity of the station and railway corridor is a

major influence on visibility, especially during summer.

The approximate Zone of Visual Influence (ZVI) for the works site is defined by the following:

- to the west it is defined along the railway corridor to the Bath Road bridge; and potentially

extends southwards across open land to Amerden Lane, residential properties in Marsh

Lane and the sewage works, but is highly fragmented by foreground vegetation;

- to the north and north-west the ZVI potentially extends up to the fringes of Taplow and

Berry Hill, but is largely blocked by the tree belt to the north of Approach Road;

- to the north-east and north the ZVI potentially extends up to Boundary Road, but is

largely truncated by vegetation along Station Road and Institute Road; and

- to the east along the railway corridor to the vicinity of Taplow Road which is restricted on

either side of this corridor by vegetation and by commercial buildings between the railway

and Bath Road.

The main potential sources of views of the station work sites may be summarised as follows:

- Users of nearby commercial premises (mainly off Station Road);

- Approx. 5 residential properties in Institute Road/Station Road;

- Potentially approx. 10 residential properties in Boundary Road (winter only);


Route Window 23 139

- Users of the playing fields and sports ground to the north of Institute Road and Approach

Road;

- Approx. 5 residential properties (Railway Cottages) in Approach Road;

- Potentially Berry Hill Farm and the edge of Taplow (winter only);

- Potentially users of the footpath close to Berry Hill Farm (winter only);

- Users of Approach Road, Station Road and Bath Road;

- Potentially users of the Thames Valley Adventure Playground (probably winter only);

- Potentially approx. 10 residential properties in Marsh Lane; and

- Users of the station.

2.6 Sensitivity 2.6.1 Sensitivity of Townscape / Landscape to Change

The surrounding townscape/landscape is of mixed sensitivity to change.

The mainly undeveloped areas to the north, south and west have a high degree of sensitivity.

They are of high or moderate landscape quality, with the potential for views over distances of

up to 1km, and the introduction of new built features could in theory have an adverse effect

on their character.

In practice, however, visibility is constrained in many cases by vegetation, railway

infrastructure which is already prominent locally, and pockets of built-up character that occur

along Marsh Lane and to the west of the Bath Road bridge. The area therefore has a degree

of tolerance to accept small-scale change without detrimental effect.

The built-up area to the east, and the corridor of Bath Road immediately to the south, is of

low sensitivity, particularly where commercial and industrial uses predominate. This area is

characterised by low-rise (generally no more than two-storey) buildings, separated by largely

functional spaces (car parks, service yards etc). The residential areas are densely

developed, allowing buildings and vegetation to absorb the majority of views. Transport

infrastructure – notably the railway and Bath Road – is already prominent locally. As a

result, this area can accommodate a considerable degree of change without affecting its

fundamental character.




Table W23A.1: Visual Receptors (Taplow Station Works) below identifies the receptors who

are likely to obtain views of the works, together with their sensitivity, the type of views and

whether the views are of the temporary or permanent works.

Table W23A.1: Visual Receptors for the Taplow Station Works

Receptor


Type of View

Dire

ct V

iew

Obl

ique

Vie

w

Tem

pora

ry

Wor

k Si

tes

Perm

anen

t W

orks

Sensitivity of

Receptors

1 Users of commercial premises off Station Road

Ground +upper levels

Low

2 Residential properties in Institute Road + Station Road

Ground level High

3 Residential properties in Boundary Road

Upper level High

4 Users of sports ground + playing fields

Ground level Low

5 Railway Cottages Upper floors High

6 Berry Hill Farm/residential edge of Taplow

Upper floors High

7 Users of the footpath near Berry Hill Farm

Ground level High

8 Users of nearby roads Ground level Low

9 Users of the Adventure Playground

Ground level Low

10 Residential properties in Marsh Lane

Upper floors High

11 Users of the station Ground level + footbridge

Low

Local residents will be the most sensitive group of receptors. However, viewing opportunities

will in many cases be confined to upper floors, will be oblique, and will be screened to

varying degrees by vegetation.

Properties closest to the station, in Station Road and Institute Road, are single storey and

are substantially screened by vegetation during summer. It is likely that more distant

properties such as those in Boundary Road and the edge of Taplow will experience winter-

time views only, and that even these may be no more than glimpses.


Route Window 23 141

It should be noted that some receptors may experience recurrent views of the works (e.g.

from their homes and when they use nearby roads or the station).

Direct and largely unobstructed views of the works will be obtained from the station itself,

from nearby commercial premises and from Station Road/Institute Road, and in these cases

receptor sensitivity is assumed to be low. No residential properties will have direct,

unobstructed views of the works.

View from Taplow Footbridge looking west

Receptors who live in or use the area can be assumed to be habituated to a certain degree

to the impact of railway maintenance and construction activities. The station construction

works would be for a short duration approximately four months.




3.1 Listed Buildings and their setting


3.2 Conservation Areas There will be no impacts on Conservation Areas in this route window.


The works at the station would require the clearing of a small area of scrub and ruderal

vegetation between the railway and Approach Road. No other landscape features would be

affected, and no buildings/structure would be demolished.

Apart from the alterations to the footbridge parapet, the existing station buildings/structures

would not be affected. The modifications to the existing footbridge will be insignificant, and

largely unnoticeable except at close quarters.

3.3.1 Impacts on Designated Townscape/Landscape

The visual influence of the works may extend into parts of the Local Landscape Area to the

north and south. However, this influence is likely to be diluted to varying degrees by

screening vegetation, which may be largely unnoticeable in summer and will affect peripheral

parts of these areas only. The character of the designated area will be largely unchanged,

and the effect is not considered to be significant.

The Areas of Attractive Landscape that lie further to the north and south (outside the route

window) will be unaffected.

The Historic Park and Garden at Berry Hill lies on the periphery of the potential ZVI, and is

highly unlikely to be affected. Even if views of the works are possible from this location, the

effect on its character would not be significant.


Route Window 23 143

3.3.2 Impact on Landscape / Townscape Character

The works will not require the removal of any features that are important in determining the

character of the area. Neither the temporary works nor the permanent structures will be of a

scale that is inconsistent with the surrounding pattern of land uses.

Larger construction features such as mobile cranes, portacabins or hoardings will be present

for a limited period and will have no long-term impact on landscape character. Their effect is

therefore not considered to be significant.

The permanent works will be seen within the context of the existing station, and will be

similar in form and scale to the existing station infrastructure. It will have no more than a

Minor impact on the adjoining parts of both character areas, and its effect is not considered

to be significant.

3.4 Visual impacts

Drawing No. IE0416-WIE00-W00-F-00023 illustrates the approximate Zone of Visual

Influence for the temporary and permanent works. It also identifies the principal locations

from which views of the development would be obtained.

The visual impact of the construction works must take account of the relatively limited period

during which they will occur. In addition, nearby receptors will to a certain degree be tolerant

of activities carried out in the normal course of railway maintenance and improvement.


receptor group is identified in Table W23A.2: Potential Temporary Impacts on Receptors

(Taplow Station Works).



Table 23.2: Potential Temporary Impacts on Receptors (Taplow Station)

Receptor


Sensitivity of

Receptors


Significance

1 Users of commercial premises off Station Road Low Moderate NSIG

2 Residential properties in Institute Road + Station Road High Low NSIG

3 Residential properties in Boundary Road High Low NSIG

4 Users of sports ground + playing fields Low Moderate NSIG

5 Occupants of Railway Cottages High Low NSIG

6 Residents of Berry Hill Farm/edge of Taplow High Low NSIG

7 Users of footpath near Berry Hill Farm High Low NSIG

8 Users of nearby roads Moderate Moderate / Low NSIG

9 Users of Adventure Playground Low Low NSIG 10 Residents of Marsh Lane High Low NSIG 11 Users of the station Low High NSIG

The highest degree of impact will be experienced by users of nearby roads and commercial

premises, and of the station itself, but their level of sensitivity is insufficient for this to

represent a significant effect. Impacts on the most sensitive receptors (nearby residents) are

considered to be of insufficient scale or duration, and the affected views to be of insufficient

importance, to give rise to significant effects.


group of receptors is identified in Table W23A.3: Potential Permanent Impacts on Receptors

(Taplow Station).


Route Window 23 145

Table W23A.3: Potential Permanent Impacts on Receptors (Taplow Station)

Receptor


Sensitivity of

Receptors


Significance

1 Users of commercial premises off Station Road Low Low NSIG

2 Residential properties in Institute Road + Station Road High Low NSIG

3 Residential properties in Boundary Road High Low NSIG

4 Users of sports ground + playing fields Low Moderate NSIG

5 Occupants of Railway Cottages High Moderate SIG

6 Residents of Berry Hill Farm/edge of Taplow High Low NSIG

7 Users of footpath near Berry Hill Farm High Low NSIG

8 Users of nearby roads Moderate Moderate NSIG 9 Users of Adventure Playground Low Low NSIG 10 Residents of Marsh Lane High Moderate SIG 11 Users of the station Low High NSIG

The receptors of most concern are residents of Railway Cottages and Marsh Lane. In both

cases, views will be oblique and will be screened or filtered to varying degrees by vegetation,

particularly in summer. It is considered the works will be visually consistent with a setting in

which railway infrastructure is already an influence, and will not alter the fundamental

character of these views. The effect on visual amenity if therefore not considered to be

significant.






4. Summary




There will be no impacts on Conservation Areas in this route window.


During the construction phase, impacts on landscape / townscape would not be significant.

No important features would be lost and no buildings demolished. The works will be of

modest scale, and would have no long-term impact on landscape / townscape character.

The setting of designated landscapes would be unaffected.

The permanent features of the works would do no more than reinforce the existing influence

of railway infrastructure, and would not have a significant effect on the character either of the

immediate area or of surrounding designated landscapes.

4.4 Visual Impact The construction works would not have a significant impact on visual amenity. The greatest

degree of impact would affect receptors of low sensitivity (users of the business premises,

station and nearby roads). The impact on highly sensitive receptors (local residents) would

be no more than moderate, and would be qualified by substantial seasonal constraints on

visibility and by the limited duration of the works.

Permanent impacts on visual amenity are not considered to be significant. The occupants of

approximately 10 residential properties within about 200m of the works may be affected.

However, visibility will be constrained and the fundamental character of their views will be

unchanged. Occupants of a further 20 properties may have glimpses of the works, but the

degree of visual change will be small.


Route Window 23 147

5. Summary tables


Areas in this route window, hence these are not included within the Summary Tables.


in Table W23A.4: Summary Table of Temporary Impacts and Table W23A: Summary Table

of Permanent Impacts, including any committed mitigation and residual impacts.


148 Route Window W23A

Tabl

e W

23A

.4: S

umm

ary

Tabl

e of

Tem

pora

ry Im

pact

s (R

oute

Win

dow

W23

A)

Rou

te W

indo

w W

16 –

Tem

pora

ry Im

pact

s

Res

idua

l Im

pact

W

orks

and

pot

entia

l im

pact

Si

gnifi

canc

e M

itiga

tion

Des

crip

tion

Sign

ifica

nce

Impa

ct o

n de

sign

ated

tow

nsca

pe/la

ndsc

ape

Vis

ual i

nflu

ence

of w

orks

may

ext

end

into

Loc

al

Land

scap

e A

rea.

N

ot S

igni

fican

t N

one

prop

osed

M

inim

al.

Not

Sig

nific

ant

Impa

ct o

n ch

arac

ter a

reas

A

lthou

gh la

ndsc

ape

qual

ity is

hig

h an

d po

tent

ially

se

nsiti

ve to

cha

nge,

its

over

all c

hara

cter

wou

ld n

ot b

e af

fect

ed.

Not

Sig

nific

ant

Non

e pr

opos

ed.

Min

imal

. N

ot S

igni

fican

t

Impa

ct o

n vi

sual

am

enity

of:

Occ

upan

ts o

f abo

ut 1

0 pr

oper

ties

in S

tatio

n R

oad/

Inst

itute

Roa

d/A

ppro

ach

Roa

d.

Not

Sig

nific

ant

Hoa

rdin

g ar

ound

w

ork

site

s

Non

e: im

pact

will

cea

se

whe

n co

nstru

ctio

n is

co

mpl

ete.

N

ot S

igni

fican

t

Impa

ct o

n vi

sual

am

enity

of:

All

othe

r rec

epto

rs (u

sers

of b

usin

ess

prem

ises

, loc

al

road

s, s

tatio

n +

mor

e di

stan

t res

iden

ts)

Not

Sig

nific

ant

Hoa

rdin

g ar

ound

w

ork

site

s

Non

e: im

pact

will

cea

se

whe

n co

nstru

ctio

n is

co

mpl

ete.

N

ot S

igni

fican

t



Tabl

e W

23A

.5: S

umm

ary

Tabl

e of

Per

man

ent I

mpa

cts

(Rou

te W

indo

w C

23)

Rou

te W

indo

w C

23 –

Per

man

ent I

mpa

cts

R

esid

ual I

mpa

ct

Wor

ks a

nd p

oten

tial i

mpa

ct

Sign

ifica

nce

Miti

gatio

n D

escr

iptio

n Si

gnifi

canc

e Im

pact

on

desi

gnat

ed to

wns

cape

/ la

ndsc

ape:

V

isua

l inf

luen

ce o

f new

foot

brid

ge m

ay

exte

nd in

to L

ocal

Lan

dsca

pe A

rea,

but

will

ha

ve a

min

or im

pact

on

its c

hara

cter

.

Not

Sig

nific

ant

Non

e pr

opos

ed

Intro

duct

ion

of n

ew ra

ilway

in

frast

ruct

ure.

N

ot S

igni

fican

t

Impa

ct o

n ch

arac

ter a

reas

: S

light

incr

ease

in v

isua

l inf

luen

ce o

f rai

lway

in

frast

ruct

ure,

but

will

not

affe

ct

fund

amen

tal c

hara

cter

of s

urro

undi

ng a

rea.

Not

Sig

nific

ant

Non

e pr

opos

ed

Intro

duct

ion

of n

ew ra

ilway

in

frast

ruct

ure.

N

ot S

igni

fican

t

Impa

ct o

n vi

sual

am

enity

of:

occu

pant

s of

up

to 2

0 re

side

ntia

l pro

perti

es;

occu

pant

s of

bus

ines

s pr

emis

es;

user

s of

sta

tion,

nea

rby

road

s et

c

Not

Sig

nific

ant

Non

e pr

opos

ed

Incr

ease

in v

isib

ility

of r

ailw

ay

infra

stru

ctur

e, b

ut c

hara

cter

of

view

s, +

hen

ce th

e am

enity

of

rece

ptor

s, w

ill n

ot c

hang

e fu

ndam

enta

lly.

Not

Sig

nific

ant



6. Assumptions

- It is assumed that the loss of vegetation associated with the temporary works will be

replaced and the area reinstated e.g. areas of car park resurfaced and soft areas

returned to grass or planting introduced.

- 3.6 metre high timber hoarding around all work sites








7. References - ES Route Window W23A





Route Window W22 Lent Rise





2. Assessment and Impacts 158



Route Window W22 Lent Rise 1. Description of the Works 1.1 Permanent Works


this route window.

1.2 Temporary Works

Works will be undertaken using rail-mounted equipment and will take about two months to

complete. Materials will be carried to and from the works by rail.



2. Assessment and Impacts

A scoping exercise to determine the potential impacts associated with OHLE was undertaken

(see introductory section to this volume). Works within this route window were not

considered to result in any significant impacts and consequently have not been assessed in

detail.

There will be no other significant impacts on landscape / townscape, built heritage or visual

amenity in this route window.



Route Window W21 Burnham Station







4. Summary 175 4.1 Listed Buildings and their Setting 175 4.2 Conservation Areas 175 4.3 Landscape / Townscape 175 4.4 Visual Impacts 175




Route Window W21 Burnham Station 1. Description of the Works 1.1 Permanent Works


this route window.

The island platform at Burnham station will be extended westwards by about 26 m to

accommodate Crossrail trains.

1.2 Temporary Works

Platform extensions will take about four months to complete. Construction plant required at

the worksite will include a crawler, excavators, mobile cranes, lighting rigs, compressors and

generators.

The works will be undertaken from one site at the western end of Sandringham Court,

adjacent to the railway, and a second northeast of the station bounded by Burnham Lane to

the east and Sandringham Court to the north. Vehicle access to the worksite will be from

Sandringham Court off Station Road. Between two and four lorries are expected to serve

each worksite.



2. Baseline Assessment 2.1 Local context Burnham Station lies within the largely built-up area of Burnham, which is contiguous with

Slough. The built-up area is mainly residential, together with light industrial/commercial

uses, community facilities (schools etc) and shops.

Residential uses predominate to the north of the railway. Sandringham Court comprises 3-5

storey flats and 2-storey semi-detached dwellings dating from about 1950-70. This area is

adjoined to the north by the Royston Way/Crossthwaite Way area, which comprises two-

storey, mainly detached housing dating from 1930-50. Priory School and its playing fields

adjoin this area to the north-west.

Older housing extends northwards along Burnham Lane to The Red Squirrel pub at the

junction with Haymill Road. East of Burnham Lane, Littlebrook Avenue is fringed by housing

dating from 1950-70. To the east of this, the Haymill Valley comprises a corridor of open

space and remnant woodland. Further east again lies the edge of the Slough Trading

Estate.

Immediately south of the station, housing dating from about 1930-50 extends along

Stanhope Road and an area of local open space. Cippenham Park, an area of local open

space including a bowling green and tennis courts, lies to the east of Station Road. This is

adjoined to the south and west by the residential streets of Iona Crescent and Brook

Crescent.

Progress Business Park lies to the west of Stanhope Road, adjoining the railway corridor.

Light industrial, business and commercial uses predominate southwards to Bath Road,

around Whittle Parkway and Kespatrick Road. Similar uses are characteristic of the Bath

Road corridor east of the Station Road/Elmshott Road junction.

Residential uses predominate south of Bath Road, with a range of community uses, services

and shops forming the centre of Cippenham along Elmshott Road.

The Townscape Character Baseline Plan for Burnham Station, Drawing No. IE0416-WIE00-


townscape, local views, pedestrian and vehicular movement corridors, townscape



character areas, urban gateways / nodes and the landscape planning designations that

relate to the work sites and their surroundings. These baseline plans also illustrate the

extent of the work sites for both the temporary and permanent works.


There are no listed buildings within the route window. Burnham Station is locally listed.

2.3 Conservation Areas The nearest Conservation Areas are at Burnham Village, about 1km to the north-west; and at

Burnham Abbey, 1km to the south-west (both outside the route window).



Landscape / townscape character largely reflects the prevailing pattern of land use. Whilst

the entire area falls within the Burnham character area, three distinctive zones can be

identified within this.

Sandringham Court / Suffolk Court Character Area:

The residential areas typically comprise a fine-grained pattern of low-rise dwellings, often

with substantial vegetation. Locally, medium-rise blocks of flats occur, as in Sandringham

Court and Suffolk Close. The residential areas are themselves of Moderate quality. They

are typical of their period; whilst they are scarcely noteworthy, they generally offer a

reasonable degree of amenity.

Bath Road Character Area:

The commercial areas comprise industrial, office, distribution and bulk retail buildings of

characteristically large footprint, surrounded by parking or service yards. These buildings are

usually the equivalent of 2-4 storeys high. The industrial/commercial areas are of lower

quality, due mainly to their spatial pattern, their often utilitarian architecture and the

dominance of parking areas.



Haymill Valley Character Area:

The Haymill Valley and Cippenham Park form a corridor of open space along a minor

watercourse, separated by the railway. This open space comprises amenity grassland and

sports pitches, with some mature vegetation. The open space is of higher quality, providing

the most important environmental amenity in the area.

Overall the built-up area is generally of moderate townscape quality, reflecting variations in

quality between the different zones.


There are no buildings of particular merit or distinction in the vicinity. Burnham Station

comprises a single-storey building located on the island platform between the Relief and

Main line platforms. It is brick, single-storey, providing canopies with decorative barge-

boards over both platforms. Whilst it appears to be largely unaltered, the roof may not be

original. It is accessed via a subway, but the entrance on the forecourt/car park to the north

is undistinguished.

Locally, buildings such as The Red Squirrel pub function as landmark, but are not key

features in townscape terms. Several of the commercial buildings along Bath Road and

within the Slough Trading Estate are distinctive, but they exert little visual influence in the

immediate vicinity of the station. Industrial/commercial buildings further east, notably Tate &

Lyle and Fuller’s Logistics, are visible for considerable distances along the railway corridor.

Vegetation is a locally important influence on views and landscape quality. The most notable

vegetation in the immediate vicinity of the station comprises:

- a group of mature trees (beech, sweet chestnut, sycamore etc) adjacent to the Station

Road bridge and car park entrance;

- mature, but discontinuous scrub, and semi-mature trees, within the railway corridor; and

- semi-mature trees and hedgerows (including conifers) within and along the rear boundary

of gardens adjoining the railway corridor including several trees (Ash and Sycamore)

within the Sandringham Court work site North.

In the wider area, vegetation is locally influential, particularly mature trees associated with

the main open spaces at Haymill Valley and Cippenham park.







Roads are the main movement corridors in the area. Station Road, which passes beneath

the railway to the east of the station, links Burnham Lane with Bath Road. Burnham Lane is

a local distributor road, which links Bath Road, to the east, with Burnham village to the north-

west.

Bath Road (A4) is an arterial route linking Slough with Maidenhead, and most of the section

through this route window is dual-carriageway. All other roads in the area are residential

streets or access roads serving industrial/ commercial sites.

In addition to roadside footpaths, the pedestrian network comprises paths passing through

Cippenham Park to link Station Road with Brook Crescent, Burnham Lane and Bath Road.

There is also a pedestrian route northwards from Buckingham Avenue along the Haymill

Valley.

2.4.5 Landscape Planning Designation

The properties fronting onto Burnham Lane from Sandringham Court northwards to

Leaholme Gardens are designated as a “residential area of exceptional character.” Most of

the Haymill Valley is designated as a Local Nature Reserve.










The railway runs on embankment through this area, bridging over Station Road and

Burnham Lane. The embankment is most pronounced to the east of the station, as the

railway crosses the lower-lying area beyond Cippenham Park. In addition, it is generally less

prominent from the north, due to rising terrain.

The relatively elevated position of the station theoretically allows views to be gained over

substantial distances, particularly from lower-lying areas to the south. In practice, however,

viewing opportunities are constrained by surrounding buildings and by vegetation in the

immediate vicinity of the station and railway corridor

The approximate Zone of Visual Influence (ZVI) for the works site is defined by the following:

- To the west along the railway corridor to no further than the Huntercombe Lane bridge;

- To the north by the facades of properties in Sandringham Court and Burnham Lane;

- To the east along the railway corridor to the vicinity of Burnham Lane bridge, beyond

which commercial properties begin to impinge; and

- To the south by the facades of properties in Stanhope Road, with glimpses beyond to

taller commercial buildings and flats close to bath Road;

In summer, vegetation restricts the ZVI substantially, reinforcing the screening provided by

buildings to the north, obstructing some potential views from the south, and constricting the

extent of views along the railway corridor.

The main potential sources of views of the station work sites are summarised as follows:

- Occupants of between 30-40 residential properties in Sandringham Court;

- Occupants of up to 10 residential properties in Burnham Lane;

- Occupants of between 40-45 residential properties in Stanhope Road;

- Occupants of the Progress Business Centre;

- Users of the recreation ground east of Station Road;

- Users of Station Road;

- Occupants of taller commercial premises to the south; and





The surrounding townscape/landscape is generally of moderate sensitivity to change.

The commercial areas, including much of the Bath Road corridor, are of low sensitivity, since

their pattern of buildings and spaces is able to absorb a substantial degree of visual change

without detriment to their character.

The residential areas potentially have a moderate degree of sensitivity, due to their higher

level of amenity, although the density of buildings and vegetation allows ground-level views

to be readily intercepted. Open spaces are highly sensitive, due to their undeveloped

character and the likelihood that they may fall within the visual influence of nearby

development.

Railway infrastructure is locally prominent, with a potentially large number of receptors

experiencing views of the embankment from nearby residential and commercial properties

and open space.


Table W21.1: Visual Receptors (Burnham Station Works) below identifies the receptors who

are likely to obtain views of the works, together with their sensitivity, the type of views and

whether the views are of the temporary or permanent works.

Table W21.1: Visual Receptors for the Burnham Station Works

Receptor


Type of View

Dire

ct V

iew

Obl

ique

Vi

ew

Tem

pora

ry

Wor

k Si

tes

Perm

anen

t W

orks

Sensitivity of

Receptors

1 Residential properties in Sandringham Court

Ground +upper floors

High

2 Residential properties in Burnham Lane

Upper floors High

3 Residential properties in Stanhope Road

Ground +upper floors

High

4 Occupants of Progress Business Centre

Upper floors Low



Receptor


Type of View

Dire

ct V

iew

Obl

ique

Vi

ew

Tem

pora

ry

Wor

k Si

tes

Perm

anen

t W

orks

Sensitivity of

Receptors

5 Users of recreation ground Ground Level High

6 Users of Station Road Ground level Low

7 Occupants of commercial buildings to the south

Upper floors Low

8 Users of the station Ground level Low

Local residents and users of the recreation ground will be the most sensitive group of

receptors.

In theory, up to 100 residential properties could have winter-time views of the works.

However, no more than about half of these would experience direct views, and viewing

opportunities will in many cases be confined to upper floors. In addition, perhaps half of

these viewing opportunities would be lost during summer.

The least obstructed views would be experienced by residents of potentially about 25 flats in

Sandringham Court and about 15 properties in Stanhope Road. Views from other properties

will be oblique and will be obstructed to varying degrees. It is unlikely that properties in

Burnham Lane, for example, would experience views of the works during summer.


from their homes, from the recreation ground and when they use nearby roads or the

station).



works would be of approximately four months duration.









The works at the station would require the clearing of vegetation between the Relief lines and

along a section of embankment. The vegetation between the Relief lines comprises rough

grass and low scrub, and is not significant. The vegetation along the embankment and the

fence-line of Sandringham Court comprises mature, mixed scrub and semi-mature deciduous

trees (Ash). This vegetation is locally influential in helping to screen views between the

railway corridor and the nearest properties in Sandringham Court. In addition two mature

trees are to be removed to accommodate the Sandringham Court North work site.

The only structure to be removed will be a section of the security fence defining the railway

corridor, and this will be reinstated. No other landscape features would be affected, and no

demolitions would be required. The existing station buildings/structures would not be

affected.


The visual influence of the works will not extend into any areas of designated landscape /

townscape.

The works are likely to be visible from the recreation ground, and possibly from parts of

Haymill Valley. Both of these areas are designated public open space, and the Haymill

Valley is a Local Nature Reserve. However, the visual influence of the works on these areas

will be minor and will not affect their intrinsic character.

Similarly, the works may also be glimpsed from parts of the “residential area of exceptional

character” along Burnham Lane, but will have no impact on its character.



3.3.2 Impact on Landscape / Townscape Character

Vegetation will be removed along the section of embankment adjoining Sandringham Court.

This vegetation influences views to/from the nearest properties, but is not an important

feature in the overall character of the area. Its loss is therefore considered to be a minor

impact on the residential character area, and is unlikely to be significant.

Although construction features such as mobile cranes, portacabins or hoardings will be

visible, they will be present for a limited period and will have no long-term impact on

landscape character. Their effect is therefore not considered to be significant.

The permanent works will be seen in the context of the existing station, with which they will

be visually consistent. They will have no more than a minor impact on the adjoining parts of

the residential character area, and the effect is not considered to be significant.

3.4 Visual impacts

The Visual Appraisal Plan for the Burnham Station works, Drawing No. 1E0316-WIE00-E00-

F-00021 illustrates the approximate Zone of Visual Influence for both the temporary and

permanent works. It also identifies the principal locations from which views of the

development would be obtained.

The assessment of impact during the construction works takes account of their relatively

limited duration, and the likelihood that nearby receptors will to a certain degree be tolerant




(Burnham Station Works).

Table W21.2: Potential Temporary Impacts on Receptors (Burnham Station)

Receptor


Sensitivity of

Receptors


Significance

1 Occupants of approx. 25 residential properties in High High SIG(-)



Receptor


Sensitivity of

Receptors


Significance

Sandringham Court

2 Occupants of remaining properties in Sandringham Court High Moderate NSIG

3 Occupants of residential properties in Burnham Lane High Low NSIG

4 Occupants of approx. 15 residential properties in Stanhope Road

High Moderate NSIG* see below

5 Occupants of Progress Business Centre Low Moderate NSIG

6 Users of the recreation ground High Low NSIG 7 Users of Station Road Low Low NSIG

8 Occupants of commercial buildings to the south Low Low NSIG

9 Users of the station Low Moderate NSIG

The highest degree of impact will be experienced by occupants of approx. 40 residential

properties in Sandringham Court and Stanhope Road. However, the effect on visual amenity

is only considered to be significant for approx. 25 properties in Sandringham Court. This

reflects their proximity to the works, their opportunity for largely unobstructed views and the

long-term impact that vegetation loss will have on these views.

For other residents of Sandringham Court, together with residents of Stanhope Road,

potential views are oblique and/or over longer distances, and the loss of vegetation will be

less obvious. Taking account of the limited duration of the works, their impact on the visual

amenity of these receptors is not considered to be significant.

For other highly sensitive receptors (residents of Burnham Lane and users of the recreation

ground), views are too distant, oblique and/or too obstructed to constitute a significant effect.

The remaining receptors are of low sensitivity, and their visual amenity will be largely

unaffected.



(Burnham Station).



Table W21.3: Potential Permanent Impacts on Receptors (Burnham Station)

Receptor


Sensitivity of

Receptors


Significance

1 Occupants of approx. 25 residential properties in Sandringham Court

High High SIG(-)

2 Occupants of remaining properties in Sandringham Court High Moderate NSIG

3 Occupants of residential properties in Burnham Lane High Low NSIG

4 Occupants of approx. 15 residential properties in Stanhope Road

High Moderate NSIG

5 Occupants of Progress Business Centre Low Moderate NSIG

6 Users of the recreation ground High Low NSIG 7 Users of Station Road Low Low NSIG

8 Occupants of commercial buildings to the south Low Low NSIG

9 Users of the station Low Moderate NSIG The main source of permanent impact will be the loss of vegetation from the embankment

close to Sandringham Court. These impacts are considered to give rise to a significant

adverse effect on the visual amenity of approx. 25 properties in Sandringham Court. This

reflects the proximity of these receptors, the likelihood that they experience relatively

uninterrupted views across the railway corridor, and the potential contribution of these views

to their amenity. Replanting of vegetation will be undertaken once construction is complete.

For other residents of Sandringham Court and Stanhope Road, the degree of impact will be

lower, reflecting their relative distance from the works and the oblique and/or partially

screened nature of their views. The impacts of tree loss are likely to be more readily

assimilated into the overall character of the railway corridor, and the effect on their visual

amenity is not anticipated to be significant.

In all other cases, impacts are of insufficient magnitude, views are too obstructed and/or

receptor sensitivity is too low to give rise to significant effects.

The Year 1 predicted impacts, apart from properties on Sandringham Court, are not

considered to be significant for the reason given above. After 15 years following completion

of the works and the maturing of the replacement trees the visual impact will reduce to not

significant.



4. Summary






The loss of vegetation will not fundamentally alter the overall character of the railway corridor

or of the adjoining residential areas, and is not regarded as a significant effect on landscape /

townscape. The impact on the setting of designated areas such as Burnham Lane, Haymill

Valley and the recreation ground would be minor, and not significant.

The permanent works would will be consistent in scale and function with existing railway

infrastructure, and the character of the railway corridor and the nearby residential areas will

not be affected significantly.

4.4 Visual Impacts

During the construction phase, vegetation would be removed from a section of the

embankment adjoining Sandringham Court. This vegetation is likely to be prominent in views

from nearby properties. Its loss, together with the presence of construction plant etc, is

considered to have a significant effect on the visual amenity of about 25 properties in

Sandringham Court. The effect on other receptors is not regarded as significant, taking

account of the limited duration of the works.

Permanent impacts on visual amenity are considered to be significant for occupants of the 25

properties in Sandringham Court. This is due mainly to their proximity to the works, the

likelihood that they will experience unobstructed views, and the vegetation loss. These

impacts will be mitigated by the replacement planting, when mature, and the impact will be

reduced to not significant.



The effect on other receptors is not considered to be significant. Sensitive receptors such as

residents of Stanhope Road are considered to be sufficiently distant from the site, and/or will

experience oblique or partially screened views. Other receptors are either of low sensitivity

or are too distant to be affected to any real degree.



5. Summary tables


Areas in this route window.




.



Tabl

e W

21.5

: Sum

mar

y Ta

ble

of T

empo

rary

Impa

cts

(Rou

te W

indo

w W

21)

Rou

te W

indo

w W

21–

Tem

pora

ry Im

pact

s

Res

idua

l Im

pact

W

orks

and

pot

entia

l im

pact

Si

gnifi

canc

e M

itiga

tion

Des

crip

tion

Sign

ifica

nce

Impa

ct o

n de

sign

ated

tow

nsca

pe/la

ndsc

ape

Vis

ual i

nflu

ence

of w

orks

on

recr

eatio

n gr

ound

and

Loc

al

Nat

ure

Res

erve

N

ot S

igni

fican

t N

one

prop

osed

M

inim

al.

Not

Sig

nific

ant

Impa

ct o

n ch

arac

ter a

reas

O

vera

ll ch

arac

ter o

f rai

lway

cor

ridor

and

resi

dent

ial a

rea

wou

ld n

ot b

e af

fect

ed.

Not

Sig

nific

ant

Pro

vide

re

plac

emen

t pl

antin

g

Min

imal

. N

ot S

igni

fican

t

Impa

ct o

n vi

sual

am

enity

of:

App

rox.

25

resi

dent

ial p

rope

rties

in S

andr

ingh

am C

ourt

Sig

nific

ant

Non

e pr

actic

able

M

ajor

cha

nge

in c

hara

cter

of

view

. S

igni

fican

t

Impa

ct o

n vi

sual

am

enity

of:

Oth

er re

cept

ors

Not

Sig

nific

ant

Non

e pr

opos

ed.

Non

e: im

pact

will

cea

se

whe

n co

nstru

ctio

n is

co

mpl

ete.

N

ot S

igni

fican

t



Tabl

e W

21.6

: Sum

mar

y Ta

ble

of P

erm

anen

t Im

pact

s (R

oute

Win

dow

W21

)

Rou

te W

indo

w W

21 –

Per

man

ent I

mpa

cts

R

esid

ual I

mpa

ct

Wor

ks a

nd p

oten

tial i

mpa

ct

Sign

ifica

nce

Miti

gatio

n D

escr

iptio

n Si

gnifi

canc

e Im

pact

on

desi

gnat

ed to

wns

cape

/ la

ndsc

ape:

V

isua

l inf

luen

ce m

ay e

xten

d in

to

desi

gnat

ed o

pen

spac

e, b

ut w

ill h

ave

min

imal

impa

ct o

n its

set

ting.

Not

Sig

nific

ant

Non

e pr

opos

ed

As

abov

e N

ot S

igni

fican

t

Impa

ct o

n ch

arac

ter a

reas

S

light

incr

ease

in v

isua

l inf

luen

ce o

f rai

lway

in

frast

ruct

ure,

but

fund

amen

tal c

hara

cter

of

surr

ound

ing

area

will

be

unaf

fect

ed.

Not

Sig

nific

ant

Non

e pr

opos

ed

Intro

duct

ion

of n

ew ra

ilway

in

frast

ruct

ure.

N

ot S

igni

fican

t

Impa

ct o

n vi

sual

am

enity

of:

App

rox.

25

resi

dent

ial p

rope

rties

in

San

drin

gham

Clo

se (d

ue to

tree

loss

) S

igni

fican

t R

epla

cem

ent p

lant

ing

Min

or

Not

Sig

nific

ant

Impa

ct o

n vi

sual

am

enity

of:

O

ther

rece

ptor

s N

ot S

igni

fican

t N

one

prop

osed

M

inim

al

Not

Sig

nific

ant



6. Assumptions

- It is assumed that the loss of vegetation associated with the temporary works will be

replaced and the area reinstated e.g. areas of car park, re-surfaced and soft areas

returned to grass or planting introduced.

- 2.4 metre and 3.6 metre high timber hoarding around all work sites

- Assumed that the security fencing defining the railway corridor which is to the removed

will be reinstated.








7. References - ES Route Window W21





Route Window W20 Dover Road & Leigh Road Bridges



Route Window W20 Dover Road & Leigh Road Bridges 1. Description of the Works

1.1 Permanent Works

Overhead line equipment will be introduced throughout the alignment in this route window. In

order to accommodate the OHLE, Leigh Road bridge will be replaced with a new steel single

25 m span bridge. The new bridge will accommodate a pavement and two traffic lanes,

obviating the need for the existing traffic signals, which will be removed.

The parapets of Dover Road bridge will be raised.

1.2 Temporary Works

At Leigh Road Bridge, utilities will be diverted across a temporary utilities bridge while the

main works take place. The main works will be completed in about six months. They will

involve the removal of the existing arches, pier and abutments, followed by piling for the new

abutments to a depth of about 20 m. The new steel structure will then be installed. Finishing

works will involve casting the concrete deck, directing services back onto the bridge and

resurfacing the road. Required construction plant include mobile cranes, tracked loader,

vibratory roller, excavators, concrete pumps, generators, compressors and piling equipment.

9.9.4 Worksites will be located at the northwest, southeast and southwest corners of the

bridge. Each worksite will be served by 23 lorries per day during the three-week peak

construction period and typically by four at other times.

The works at Dover Road bridge will take a little over two months to complete and will involve

the use of mobile cranes and a fork lift loader. Demolition waste and ballast will be

transported to/from the site by road. Worksites will be located at the northeast, southeast and

southwest corners of the bridge. Six lorries per day will serve each of the worksites

throughout the construction period.




A scoping exercise to determine the potential impacts associated with bridge works was

undertaken (see introductory section to this volume). Works to Leigh Road Bridge and Dover

Road Bridge were not considered to result in any significant impacts and consequently have

not been assessed in detail.

Leigh Road Bridge is one of nine surviving Brunel bridges on this part of the route. They are

covered in detail in the Assessment of Archaeology Impacts – Technical Report.



Route Window W19 Stoke Poges Lane Bridge




1.1 Permanent Works 193 1.2 Temporary works 193




Route Window W19 Stoke Poges Lane Bridge 1. Description of the Works 1.1 Permanent Works New overhead line equipment will be introduced throughout the alignment in this route

window. In order to accommodate the OHLE, bridge modifications will be required. At

Farnham Road bridge, the parapets will be raised and the track will be lowered slightly

beneath the bridge. At Stoke Poges Lane, the road bridge will be raised to provide sufficient

clearance for OHLE.

1.2 Temporary works The parapet works at Farnham Road Bridge will take place over a total period of about two

months. The track lowering will take about five weeks to complete. Construction plant

required for both the track lowering and the parapet works will include bulldozers,

excavators, rail-mounted cranes, generators, lighting equipment, diesel locomotives, a

tamper and rail saws. Works will be undertaken from the car park to the southwest of the

bridge, and from a second worksite located to the immediate northwest of the bridge, just off

Malton Avenue. Transport of materials to and from the site for the bridge work will be by

road. Materials excavated or used in the track lowering works at Farnham Road bridge will

be transported to and from the site by rail. At each worksite there will be some two lorries per

day.

The works at Stoke Poges Lane Bridge will take place over a period of about eight months.

Following the removal of the road surface and the diversion of utilities onto the existing

footbridge, the road bridge will be jacked up and new bed stones/bearings will be installed

before the bridge is lowered to its final position on these. These works will require the closure

of the footbridge over about three months. The parapets of both the road bridge and the

footbridge will then be raised, requiring road closures over about three weeks. Construction

plant required at this site will include lighting rigs, mobile cranes, road paving plant and a

compactor rammer. Works will be undertaken from a site on each side of the bridge: one to

the northeast on an existing industrial site, and another to the southwest in Salt Hill Park.

Transport of materials to and from the sites will be by road. Each worksite will be served by

10 lorries per day during the two week peak construction period and typically by four a day at

the northeast worksite and two at the southeast during the remainder of the works.





undertaken (see introductory section to this volume). Works to Farnham Road Bridge and

Stoke Poges Lane Bridge were not considered to result in any significant impacts and

consequently have not been assessed in detail.



Route Window W18B Wexham Road Bridge








5. Summary Tables 214 6. Assumptions 217 7. References 218


Route Window 18B 199

Route Window W18B Wexham Road Bridge 1. Description of the Works

This route window deals with Wexham Road Bridge. Route window W18A deals with Slough

Station. A scoping exercise to determine the potential impacts associated with bridge works

was undertaken (see introductory section to this volume) and this identified that there were

significant impact assessment associated with the Wexham Road Bridge works. Works to

the two other bridges (Uxbridge Road Bridge and William Street Bridge) were not considered

to result in any significant impacts and consequently have not been assessed in detail.

1.1 Permanent Works

Works will be undertaken at the following bridges.

- William Street bridge: alterations will be made to the parapets of this bridge, located at

the west end of Slough station.

- Wexham Road bridge: its brick arch span over the main lines will be removed and

reconstructed to provide sufficient clearance for OHLE, and alterations will be made to

the parapets.

- Uxbridge Road bridge: the parapets of this bridge will be replaced.

1.2 Temporary Works

Duration of Works


approximate duration of each element of works is as follows:

- William Street bridge: two and a half months;

- Wexham Road bridge: ten months;

- Uxbridge Road bridge: three and a half months.



Enabling Works

Enabling works will include the diversion of utilities and services. Works at the three bridges

will require demolitions of some parts of the structures.

Main Works

Works at both William Street bridge and Uxbridge Road bridge will require the erection of

scaffolding access platforms on both sides of the bridge to facilitate works to the parapets.

Track works will be undertaken beneath William Street bridge as part of the new bay platform

works at Slough station.

Works at William Street bridge will involve use of a rail-mounted excavator, a bulldozer, a

rail-mounted crane, generators, a ballast tamper and a rail saw. They will be undertaken from

a worksite on its southwest corner. Nearly all materials will be taken to and from the site by

rail. Only about two lorries per day will serve the worksite throughout the construction period.

Works to Uxbridge Road bridge will involve use of a rail-mounted excavator, a bulldozer, a

rail-mounted crane and generators. They will be undertaken from a site on its northeast

corner. Materials will be taken to and from the site by road, with access from Uxbridge Road.

Only about two lorries per day will serve the worksite throughout the construction period.

At Wexham Road bridge, a temporary bridge will first be constructed and traffic diverted onto

this. Utilities will also be diverted temporarily across this. Piling will be required to stabilise

the south abutment, together with grouting of the buried arch. Once this preparatory work is

complete, the existing arch over the main line tracks will be demolished. Pre-cast abutment

units and bearing units will then be installed. The pre-cast deck beams for the bridge will be

put in place and the finishing works, such as concreting and waterproofing the deck,

reinstating the road, and raising the parapets, will be completed. Following this, the

temporary road bridge will be removed.

Construction plant at Wexham Road bridge will include a crane, an excavator, a compressor,

generators, a piling rig, a grouting rig and a circular saw. Worksites at Wexham Road bridge

will be located on the northwest and southwest sides of the bridge. All materials used in the

works will be transported into and out of the site by road. Each site will be served by two

lorries per day, even during the 11 week peak of construction.




2.1 Local context

Wexham Road Bridge is located within the built-up area of Slough. The area to the north of

the railway comprises industrial and commercial uses, notably the ICI Paints factory.

Residential areas lie further north, beyond Petersfield Road and the Grand Union Canal

(Slough Arm).

The area to the south is mainly residential, comprising terraces dating from about 1900, with

some modern three-storey flats in Stratfield Road. Slough town centre lies to the south of

Wellington Street (A4), and is dominated by medium- to high-rise retail and office buildings.

The railway generally runs at grade or in shallow cutting through this area, with roads such

as Wexham Road ramping up to cross over the line.

The Townscape Character Baseline Plan for RW18: Drawing No. 1E0416-W1E00-E00-F-

00018 identifies the locations of key buildings and landmarks in the local landscape /



work sites and their surroundings. This plan also illustrates the extent of the work sites for

both the temporary and permanent works.

This bridge is one of nine surviving Brunel bridges on the Western Route. They are

considered in detail in the Assessment of Archaeology Impacts – Technical Report.

2.2 Listed Buildings and their Setting Slough Station, about 500m to the west, is a Grade II listed building.

2.3 Conservation Areas The Upton Conservation Area lies about 400m to the south, beyond Wellington Street.





pattern. Two main character areas may be identified:

- the industrial and commercial area to the north of the railway; and

- the residential area to the south.

The northern character area is dominated by the ICI Paints factory, which comprises office

and process buildings of between 3-6 storeys high. A tall industrial chimney is located on the

eastern part of the ICI site. Other buildings (along Petersfield Road) comprise 1-2 storey

warehouses and car showrooms.

The residential area comprises relatively dense streets of two-storey terraces, notably

Diamond Road and Richmond Crescent. Later 2-3 storey flats and townhouses occur off

Stratfield Road and in Leith Close. Small industrial units occupied by businesses such as

accident repairs are located to the south-east of the bridge and at the end of Australia Road.


The ICI Paints factory, and in particular its tall chimney, is a prominent local landmark.

Vegetation has a localised influence on townscape character and views. The most

prominent vegetation to the north of the bridge comprises:

- a group of mature Lombardy poplar adjoining the ICI car park;

- mature ornamental trees and shrubs including Tulip tree and group of Myrobalan Plum

along the western side of Wexham Road;

- a 3-4 m tall conifer hedge along part of the eastern side of Wexham Road; and

- dense but low scrub within the railway corridor.

The most prominent vegetation to the south of the bridge comprises:

- Mature scrub/semi-mature trees (including oak and sycamore) occupying vacant land

between Wexham Road and the rear boundary of properties in Richmond Crescent.




There are no strategic views in the vicinity of the site.

No local views are regarded as key to the extent that they are particularly sensitive or provide

exceptional viewing opportunities. However, Wexham Road is a relatively busy pedestrian

route, and the bridge provides opportunities for long-distance views along the railway corridor

to Slough Station (west) and Uxbridge Road bridge (east).


Wexham Road is an unclassified road that links employment and residential areas to the

north with the A4 and town centre to the south. The road is heavily trafficked, and provides

the main access to the ICI Paints site. Other roads in the immediate vicinity are either

residential streets or provide access to industrial and commercial uses. Wellington Street

(A4) is an arterial route linking central Slough with the M4 and London.

Wexham Road is also the main pedestrian route in the area, with footpaths of adequate

width on both sides.


The approximate Zone of Visual Influence (ZVI) for the work sites is determined mainly by

the following influences:



- Localised changes in topography; and

- The proximity, scale and use of nearby buildings.

Views towards the railway corridor are defined mainly by the “front rank” of nearby buildings

and by the embankment that carries Wexham Road up to the bridge. An elongated mound

located within the railway corridor to the rear of properties in Richmond Crescent probably

obstructs views from ground level. Vegetation is intermittently influential; for example, the

trees located to the south-west of the bridge will obstruct views from some properties in

Richmond Crescent, mainly in summer.



To the west of Wexham Road, northward views are obstructed by industrial and commercial

buildings. Extended views occur only across the car park as far as the 4-5 storey offices of

the ICI Paints factory.

Southward views are largely blocked by the terraced properties along the northern side of

Richmond Crescent. However, views from the crest of the bridge extend beyond these to 3-

storey flats and townhouses further south and west, and to higher-rise buildings within the

town centre.

To the east of Wexham Road, northward views are blocked by the buildings of the ICI Paints

plant, which extend close to the railway perimeter. Southward views are generally

obstructed by the terraced housing around Diamond Road, together with the small industrial

units that adjoin the railway corridor.



- Occupants of the ICI Paints factory (especially the offices);

- Occupants of other commercial premises north-west of Wexham Road;

- Users of Wexham Road (drivers and pedestrians);

- Occupants of residential properties in Richmond Crescent/Leith Close;

- Occupants of other residential properties to the south-west (e.g. flats in Stratfield Road);

- Occupants of taller buildings in the town centre;

- Occupants of residential properties in Colonial Road;

- Occupants of the industrial unit in Colonial Road;

- Occupants of residential properties in Diamond Road/Australia Road; and

- Occupants of residential properties in Wexham Road (south of Diamond Road).

It should be noted that a proportion of the properties in Richmond Crescent/Leith Close are

also likely to experience views of the Slough Station works.




Built-Up Areas

The industrial/commercial area to the north is of low sensitivity to change, because of its

functional character and its robust pattern of relatively large-scale buildings and spaces.

Features associated with the construction works, together with the new railway infrastructure

itself, would be expected to be unremarkable within this setting.

The residential areas are of moderate sensitivity to change. Although, as built-up areas, they

are able to accommodate a degree of change, their small-scale built pattern is more

susceptible to adverse impacts from the introduction of larger-scale features. The number of

potential receptors, coupled with the amenity value of views from dwellings and gardens,

increases this sensitivity.


Table W18.1: Visual Receptors (Wexham Road Bridge Works) below identifies the key

receptors who are likely to obtain views of the proposed temporary and permanent works,

together with their sensitivity, the type of views and whether the views are of the temporary

or permanent works.

Table W18.1: Visual Receptors for the Wexham Road Bridge Works

Receptor


Type of View

Dire

ct V

iew

Obl

ique

Vi

ew

Tem

pora

ry

Wor

k Si

tes

Perm

anen

t W

orks

Sensitivity of

Receptors

1 Occupants of the ICI Paints factory

Ground + Upper floors

Low

2

Occupants of other commercial premises north-west of Wexham Road


Low

3 Users of Wexham Road Ground Moderate

4 Occupants of residential properties in Leith Close

Upper floors High

5 Occupants of residential Upper High



Receptor


Type of View

Dire

ct V

iew

Obl

ique

Vi

ew

Tem

pora

ry

Wor

k Si

tes

Perm

anen

t W

orks

Sensitivity of

Receptors

properties in Richmond Crescent/Wellesley Road/Leith Close

floors

6

Occupants of flats in Stratfield Road and other residential properties to the south-west

Upper floors High

7 Occupants of taller buildings in town centre

Upper floors Low

8 Occupants of residential properties in Colonial Road


High

9 Occupants of the industrial unit in Colonial Road Ground Low

10 Occupants of residential properties in Diamond Road/Australia Road

Upper floors High

11 Occupants of residential properties in Wexham .

Upper floors High


occupants of approximately 80 residential properties may experience views of the works.


- 20 properties in Leith Close;

- 35 properties in Richmond Crescent/Wellesley Road;

- 10 properties in Wexham Road;

- 10 properties in Stratfield Road and vicinity;

- 15 properties in Colonial Road; and

- 5 properties in Diamond Road.

Views of the works to the bridge itself from Leith Close will be oblique, over relatively long

distances (225m), and will be confined to those properties that are located closest to the

railway boundary. However, the section of railway corridor immediately to the north of these

properties will be used as a work site. Properties closest to the boundary will have direct

views of this site over very short distances (10-20m).

Views from properties in Richmond Crescent will be both direct and oblique. They are likely

to be confined mainly to upper floors , due to screening at ground-level by fences, vegetation



and a grassed bund within the railway corridor. They will be relatively short-range, over

distances of between 10-50m. Views from properties in Wellesley Road and the eastern

section of Richmond Crescent would remain partly screened if vegetation is retained within

the area to be used as a work site.

Views from properties in Wexham Road will be over distances of 75-100m, will be oblique

and will be directed along the road itself towards the bridge.

Views from flats in Stratfield Road and the immediate vicinity will be from upper floors only

and over distances of 150-200m, and are likely to be obstructed to varying degrees by the

roofs of intervening properties.

Views from properties in Colonial Road will be over distances of 50m or more, and will be

both direct and oblique. Views from properties on the western side of the street will be

largely unobstructed (although the industrial unit close to the bridge may obstruct views from

the properties nearest to it). Views from the eastern side of Colonial Road are likely to be

confined to the northern two-thirds of these properties.

Views from Diamond Road will be over distances of 100-150m, but are likely to be largely

obstructed by intervening properties.

Other receptors, such as users of Wexham Road and employees on the ICI Paints site, will

be of low to moderate sensitivity.



activities.



3. Impact of the Scheme 3.1 Listed Buildings and their Setting Although the works will be visible from Slough Station, which is Grade II listed, they will have

no material effect on its setting.


The works are unlikely to be visible within the setting of the Upton Conservation Area. No

significant impacts, either during construction or operation are predicted.


Although large-scale construction features such as cranes will be visible across parts of the

surrounding area and along the railway corridor, they will be of temporary duration, and will

not have a significant effect on the character of the surrounding townscape.

It is assumed that vegetation may be lost from the area to be occupied by a temporary work

site to the south-west of the bridge. Although this vegetation influences viewing opportunities

from nearby properties in Richmond Crescent, it is not critical in terms of townscape

character. In addition, work sites are to be restored to their existing condition, and it is

assumed in this case that this will include tree planting.

The permanent works will essentially represent a replacement of the existing bridge, albeit in

a different design aesthetic and materials. The visual influence of the bridge is unlikely to be

extended substantially, and the role of railway infrastructure within the townscape will remain

essentially unchanged. The overall effect on landscape character is therefore not considered

to be significant, either during construction or operation.

3.4 Visual impacts The Visual Appraisal Plan for Wexham Road Bridge Drawing No. 1E0316-W1E00-E00-F-

00018 illustrates the approximate Zone of Visual Influence for the proposed temporary and

permanent works, and identifies the principal locations from which views of the development

would be obtained.





(Wexham Road Bridge Works)

Table W18.2: Potential Temporary Impacts on Receptors (Wexham Road Bridge)

Receptor


Sensitivity of

Receptors


Significance

1 Occupants of the ICI Paints factory Low Moderate NSIG

2 Occupants of other commercial premises Low Minor NSIG

3 Users of Wexham Road Moderate High NSIG

4 Occupants of 20 residential properties in Leith Close High Moderate NSIG

5 Occupants of 10 residential properties in Richmond Crescent

High High SIG(-)

6 Occupants of 25 residential properties in Richmond Crescent/Wellesley Road

High Moderate NSIG

7 Occupants of 10 residential properties in Stratfield Road etc. High Minor NSIG

8 Occupants of taller buildings in the town centre. Low Minor NSIG

9 Occupants of 15 residential properties in Colonial Road High Moderate NSIG

10 Occupants of the industrial unit in Colonial Road Low High NSIG

11 Occupants of 5 residential properties in Diamond Road High Minor NSIG

12 Occupants of 10 residential properties in Wexham Road High Minor NSIG

Temporary significant effects are predicted for the occupants of about 10 residential

properties in Richmond Crescent and comprise properties closest to the bridge. Significant

effects will derive from the close proximity to the works, the loss of vegetation from within the

work site, and the contribution that views from the rear of these properties are assumed to

make to the amenity of the occupants.

These effects are unavoidable, and cannot be mitigated. However, their significance will

materially change once construction is complete.



The work site that will extend along the southern part of the railway corridor will be directly

visible from approximately 45 additional properties in Richmond Crescent/Leith Close.

However, prominent vegetation will not be lost, and only oblique views will be gained of the

bridge works from these properties. The magnitude of impact is therefore considered to be

insufficient to constitute a significant effect.

It should be noted, however, that some properties in Leith Close would also experience

views of the Slough Station works. There is therefore a potential for cumulative effects on

these receptors, if the works take place at the same time.

In all other cases, effects are also not considered to be significant. Where unobstructed

views are likely to be gained from residential properties, these will either be over substantial

distances or will not be changed fundamentally by the presence of the works (e.g. from

Colonial Road). In any event, these effects will not outlive the construction period.



(Wexham Road Bridge Works).

Table W18.3 :- Potential Permanent Impacts on Receptors (Wexham Road Bridge)

Receptor


Sensitivity of

Receptors


Significance

1 Occupants of the ICI Paints factory Low Minor NSIG

2 Occupants of other commercial premises Low Minor NSIG

3 Users of Wexham Road Moderate Minor NSIG

4 Occupants of 20 residential properties in Leith Close High Minor NSIG

5 Occupants of 10 residential properties in Richmond Crescent

High Moderate NSIG

6 Occupants of 25 residential properties in Richmond Crescent/Wellesley Road

High Minor NSIG

7 Occupants of 10 residential properties in Stratfield Road etc. High Minor NSIG

8 Occupants of taller buildings in the town centre. Low Minor NSIG

9 Occupants of 15 residential properties in Colonial Road High Minor NSIG



Receptor


Sensitivity of

Receptors


Significance

10 Occupants of the industrial unit in Colonial Road Low Moderate NSIG

11 Occupants of 5 residential properties in Diamond Road High Minor NSIG

12 Occupants of 10 residential properties in Wexham Road High Minor NSIG

The permanent works are not predicted to give rise to any significant effects. This is based

on the assumption that the new bridge will essentially replicate the existing structure in terms

of its overall scale and form. The main visible change will be the replacement of the existing

brick arches with concrete beams.

The role of the bridge as a feature within views across the railway corridor will not change

fundamentally. This is especially the case for views in which the ICI Paints factory forms a

backcloth, notably from properties in Richmond Crescent. In addition, many of these views

are oblique and will not be obtained from ground-floor rooms.

Although it is likely that some trees and mature scrub will be lost from within the south-

western work site, replacement planting will be provided. As this planting matures, the

character of the views from the nearest properties in Richmond Crescent will be restored.

A number of properties in Leith Close/Richmond Crescent are likely to have views both of the

reconstructed bridge and of the remodelled Slough Station. However, the cumulative degree

of change to the character of these views will be insufficient to constitute a significant effect.

The Year 1 predicted impacts are not considered to be significant for the reason given

above. After 15 Years following completion of the works there would be no changes to the




4. Summary 4.1 Listed Buildings and their Setting

Although there will be some intervisibility between the works and the listed Slough Station,

the effects on the setting of Slough Station, will not be significant.



4.3 Landscape / Townscape The works comprise demolition of the existing brick-arch section of the bridge, and

construction of a new span formed of pre-cast concrete beams. Temporary work sites will be

established on part of the ICI car park to the north-west of the bridge, and on vacant land

within the railway corridor to the south-west. It is assumed that vegetation within the latter

site will be removed.

The construction works will have no more than a minor or moderate impact on landscape

character. Although they may be visually intrusive, their limited duration will mitigate against

any significant effect.

The permanent works will have a generally minor impact on landscape character. The new

section of the bridge will not change its role as a townscape feature to a significant degree.

The vegetation likely to be lost from the south-western work site is not critical to the character

of the area. Replacement planting will be provided.

4.4 Visual Impacts

The construction works are considered to have a temporary significant impact on the amenity

of 10 residential properties in Richmond Crescent. This is due to the proximity and relative

prominence of the works, (exacerbated by assumed vegetation loss), together with the

sensitivity of these receptors. A number of properties in Leith Close/Richmond Crescent will

have views of the temporary works associated both with the bridge and with Slough Station.

These are not significant.




amenity, since the character of views from nearby properties will not change fundamentally.



5. Summary Tables


Areas in this route window.






Tabl

e W

18.4

: Sum

mar

y Ta

ble

of T

empo

rary

Impa

cts

(Wex

ham

Roa

d B

ridge

: Rou

te W

indo

w W

18B

)

R

oute

Win

dow

W18

B –

Tem

pora

ry Im

pact

s at

Wex

ham

Roa

d B

ridge

Res

idua

l Im

pact

W

orks

and

pot

entia

l im

pact

Si

gnifi

canc

e M

itiga

tion

Des

crip

tion

Sign

ifica

nce

Impa

ct o

n ch

arac

ter a

reas

C

hara

cter

and

set

ting

of s

urro

undi

ng a

reas

wou

ld b

e la

rgel

y un

affe

cted

. N

ot S

igni

fican

t R

epla

ntin

g w

ill

be u

nder

take

n.

Ass

umed

loss

of v

eget

atio

n fro

m s

outh

ern

wor

k si

te.

Tem

pora

ry w

orks

wou

ld b

e hi

ghly

vis

ible

in p

lace

s, b

ut

no fu

ndam

enta

l cha

nge

to

char

acte

r.

Not

Sig

nific

ant

Impa

ct o

n vi

sual

am

enity

of:

A

ppro

x. 1

0 re

side

ntia

l pro

perti

es

Sig

nific

ant

Non

e pr

actic

able

Veg

etat

ion

loss

and

pr

oxim

ity to

the

wor

ks.

Sig

nific

ance

will

cea

se w

hen

wor

k is

com

plet

e.

Sig

nific

ant

Impa

ct o

n vi

sual

am

enity

of:

O

ther

rece

ptor

s N

ot S

igni

fican

t N

one

prop

osed

. A

s ab

ove.

N

ot S

igni

fican

t



Tabl

e W

18.5

: Sum

mar

y Ta

ble

of P

erm

anen

t Im

pact

s (R

oute

Win

dow

W18

: Wex

ham

Roa

d B

ridge

)

R

oute

Win

dow

W18

– P

erm

anen

t Im

pact

s at

Wex

ham

Roa

d B

ridge

Res

idua

l Im

pact

W

orks

and

pot

entia

l im

pact

Si

gnifi

canc

e M

itiga

tion

Des

crip

tion

Sign

ifica

nce

Impa

ct o

n ch

arac

ter a

reas

Fu

ndam

enta

l cha

ract

er o

f sur

roun

ding

ar

eas

will

be

unaf

fect

ed.

Not

Sig

nific

ant

Non

e pr

opos

ed

New

spa

n w

ill e

ssen

tially

re

plac

e ex

istin

g.

Veg

etat

ion

to b

e lo

st n

ot c

ritic

al

to to

wns

cape

cha

ract

er.

Rol

e of

railw

ay in

frast

ruct

ure

will

be

larg

ely

unch

ange

d.

Not

Sig

nific

ant

Impa

ct o

n vi

sual

am

enity

of:

N

earb

y re

side

nts

etc.

N

ot S

igni

fican

t N

one

requ

ired.

C

hara

cter

of v

iew

s ac

ross

ra

ilway

cor

ridor

will

not

cha

nge

fund

amen

tally

. N

ot S

igni

fican

t



6. Assumptions

- Temporary work sites will be returned to their previous condition and use.

- Some loss of vegetation from the immediate vicinity of the bridge will be unavoidable.

Vegetation will be replanted once construction is complete.

- 2.4 metre and 3.6 metre high timber hoarding around the perimeter of temporary and

permanent work sites.








7. References






Route Window W18A Slough Station






3. Impact of the Scheme 248 3.1 Listed Buildings 248 3.2 Setting of Listed Buildings 251 3.3 Conservation Areas 251 3.4 Landscape / Townscape 251 3.5 Visual impacts 252

4. Design Development and selection of preferred scheme 257 4.1 Proposed Works 257 4.2 Design Development 257 4.3 Planning Policy Issues 259

5. Summary 260 5.1 Listed Buildings 260 5.2 Setting of Listed Buildings 260 5.3 Conservation Areas 260 5.4 Landscape / Townscape 260 5.5 Visual Impacts 260

6. Summary tables 262 7. Assumptions 267 8. References 268 9. Appendix 1: Statutory Listings 269 10. Appendix 2: Conservation Bibliography 272



Route Window W18A Slough Station

1. Description of the Works This route window deals with Slough Station. Route window W18AB deals with Wexham

Road Bridge. A scoping exercise to determine the potential impacts associated with bridge

works along the route was undertaken (see introductory section to this volume) and this

identified that there were potentially significant impacts associated with the Wexham Road

Bridge works. Works to the two other bridges (Uxbridge Road Bridge and William Street

Bridge) were not considered to result in any significant impacts and consequently have not

been assessed in detail.

1.1 Permanent Works

Slough Station

The ticket hall on platform two will be rearranged to accommodate the ticket gates that will be

relocated from the platform. The ticket hall on platform five will be extended to allow sufficient

space for additional ticket gates and retail facilities.

A new 80 m long bay platform for a terminating service from Reading will be constructed at

the western end of platform five. A 95 m extension at the eastern end of platform five will

require platform six to be filled in. Other platforms will be extended westwards by between 26

m and 57 m to accommodate Crossrail trains. The Windsor Branch track will be realigned

southwards and platform one will be widened. The platform canopy over platform five, which

forms part of the curtilage of the listed station, will be replaced with a new modern canopy

that will accommodate the overhead line equipment.

A new 40 m long passenger bridge will be constructed at the west end of the station. Lifts will

be provided from this to each platform. The existing listed footbridge that spans the centre of

the station will be refurbished and retained for staff and emergency access only.

Bridge Works

Works will be undertaken at the following bridges.

- William Street bridge: alterations will be made to the parapets of this bridge, located at

the west end of Slough station.



- Wexham Road bridge: its brick arch span over the main lines will be removed and

reconstructed to provide sufficient clearance for OHLE, and alterations will be made to

the parapets.

- Uxbridge Road bridge: the parapets of this bridge will be replaced.

Wexham Road Bridge is dealt with in Window W18AB.

Slough Goods Loop

The existing eastbound goods loop between Farnham Road and Slough station will become

the new eastbound relief line. The new two-way loop with highspeed junctions at each end

will be formed from the existing eastbound relief line and will be located between the

westbound relief line and the new eastbound relief line.

1.2 Temporary Works

Duration of Works


approximate duration of each element of works at Slough is as follows:

- Slough station: twelve months;

- William Street bridge: two and a half months;

- Wexham Road bridge: ten months;

- Uxbridge Road bridge: three and a half months; and

- track alterations for Slough goods loop: six months.

Enabling Works


required at Slough station will include the platform ramps, a platform structure northwest of

the station, a single storey building at the western end of platform five and partial removal of

canopies on platforms five and six. Works at the three bridges will also require demolitions of

some parts of the structures.



Platform canopy: Original valance canopy



Main Works - Station

The main stages of construction at Slough station are described below:

- Realignment of the Windsor line bay track followed by widening of platform one. This will

create enough platform width adjacent to the new footbridge.

- Construction of foundations for widening platform five, and demolition of the existing end

ramps on platforms three and four.

- Internal alterations of the north and south station buildings and refurbishment of the

original listed canopies.

- Widening the eastern end of platform five, together with extension of platform three and

four. Some trackworks will also be undertaken at this time.

- Construction of the new terminal bay platform on the existing sidings north of platform

five.

- Construction of the new footbridge with lifts, at the western end of the station.

- Introduction of signalling and OHLE.

Plant and equipment required at the Slough station will include a mobile crane, a bulldozer,

excavators, generators, compressors, a diesel locomotive and a lorry-mounted concrete

pump.

Works at the station will be carried from four worksites:

- Railway Terrace worksite west, located in the northwest car park of the station;

- Slough station worksite northeast, located to the northeast of the station in a car park;

- Slough station worksite south, located in the southeast station car park; and

- Brunel Way worksite, located to the southwest of the station in a small car park.

Materials will be taken to and from site by road, accessing the worksites to the south of the

station from the A4 Wellington Street and to the north of the station from William Street. Each

worksite will be served by five lorries per day during the seven week peak construction

period and typically by two at other times.



Main Works - Bridges

Works at both William Street bridge and Uxbridge Road bridge will require the erection of

scaffolding access platforms on both sides of the bridge to facilitate works to the parapets.

Track works will be undertaken beneath William Street bridge as part of the new bay platform

works at Slough station.

Works at William Street bridge will involve use of a rail-mounted excavator, a bulldozer, a

rail-mounted crane, generators, a ballast tamper and a rail saw. They will be undertaken from

a worksite on its southwest corner. Nearly all materials will be taken to and from the site by

rail. Only about two lorries per day will serve the worksite throughout the construction period.

Works to Uxbridge Road bridge will involve use of a rail-mounted excavator, a bulldozer, a

rail-mounted crane and generators. They will be undertaken from a site on its northeast

corner. Materials will be taken to and from the site by road, with access from Uxbridge Road.

Only about two lorries per day will serve the worksite throughout the construction period.

At Wexham Road bridge, a temporary bridge will first be constructed and traffic diverted onto

this. Utilities will also be diverted temporarily across this. Piling will be required to stabilise

the south abutment, together with grouting of the buried arch. Once this preparatory work is

complete, the existing arch over the main line tracks will be demolished. Pre-cast abutment

units and bearing units will then be installed. The pre-cast deck beams for the bridge will be

put in place and the finishing works, such as concreting and waterproofing the deck,

reinstating the road, and raising the parapets, will be completed. Following this, the

temporary road bridge will be removed.

Construction plant at Wexham Road bridge will include a crane, an excavator, a compressor,

generators, a piling rig, a grouting rig and a circular saw. Worksites at Wexham Road bridge

will be located on the northwest and southwest sides of the bridge. All materials used in the

works will be transported into and out of the site by road. Each site will be served by two

lorries per day, even during the 11 week peak of construction.



Main Works – Slough Goods Loop

The track works required for the provision of the new goods loop will involve the use of a

bulldozer, excavators, a generator, a compressor, a ballast tamper and a crane. During these

works, signalling and overhead electrification will be installed to accommodate the new track

layout.

Works to the loop will be undertaken within rail land. The worksite will be located as close as

possible to the track. All new track material and some recovered material will be transported

by rail.




Slough Station lies on the northern edge of the town centre within an entirely built-up area.

To the north of the railway, commercial, office and light industrial uses predominate. In the

immediate vicinity of the station, these comprise a bus depot, a series of office/warehouse

units, older industrial premises (vacant), the Abbey Business Centre and New Station House

(offices).

Light industrial and business uses extend west from Stoke Road to Stoke Poges Lane and

include the prominent Horlicks factory. Similar uses extend eastwards to the Grand Union

Canal and the rear of residential properties in Peterhead Avenue.

The nearest residential properties comprise 4-storey flats in Mill Lane (Noble Court and

Headington Place), about 100m north-east of the station; and two-storey properties in Stoke

Road/Stoke Gardens, about 150m to the north-west. Residential areas extend northwards

from the industrial/business area to the west of Stoke Road, and from Peterhead Avenue to

the canal. The area beyond the canal is also mainly residential.

Retail uses are located along parts of Stoke Road. The nearest open space comprises a

sports ground, about 300m north-west of the station, within the industrial area; and playing

fields adjoining the canal, about 450m to the north.

To the south of the station, the area between the railway and Wellington Street comprises a

mix of commercial, retail and institutional uses. A number of office buildings lie immediately

to the south of Brunel Way, comprising UniSys House, Computer Sciences House and

Sovereign Square (O2). These are adjoined to the south by the Brunel bus station and car

park.

The area to the west of William Street is occupied by the Market Yard car park and the

campus of Thames Valley University. Beyond this, the Windsor branch railway line which

curves southwards to pass under Wellington Street. West of the railway lie the residential

areas of Lansdowne Avenue/Stranraer Gardens.



A Tesco superstore and its car park occupies the block to the east of Brunel Way and south

of the station car park. To the east of the superstore lies the residential area of Wellesley

Road, which extends eastwards to Uxbridge Road.

Wellington Street is a dual carriageway, and forms the northern edge of the retail core. The

area to the south is dominated by the Observatory and Queensmere shopping centres.

These comprise a typical mix of large well known high street stores and shops and multi-

storey parking.

Retail uses generally extend along both sides of the High Street from the railway bridge in

the west to Yew Tree Road in the east. Office buildings such as Directories House lie

between the shopping centres and Wellington Street. The area to the south of the retail core

is mainly residential, with some institutional uses.

The Townscape Character Baseline Plan for Station Station, Drawing No. IE0416-WIE00-




work sites and their surroundings. These baseline plans also illustrate the extent of the

temporary work sites and permanent works.

2.1.1 Slough History

Slough owes its existence and growth to its position on the London/Bath/ road, as a stopping

point served by coaching inns and facilities in the then surrounding villages of Charlton,

Upton and Chalvey. A logical network of connections, both local and regional, grew

concurrently and as the coaching industry developed in the eighteenth century, Slough

became the second stopping point out of London. In 1718 Thomas Baldwin, owner of the

Crown Inn on Slough High Street, started a regular coach service between London, Bath and

Bristol.

Slough Railway Station opened in 1840, and the population doubled within a few years,

growing from 1,200 in 1831 to 2,400 in 1841.



For 13 years (until the Windsor spur was built) Slough was the nearest station to Windsor,

and hence used by many VIPs. The Royal Hotel was built opposite the station which includes

the carriage loading bay), Slough became a fashionable place to live, and several grand

residences were built.

Slough Station 1841

The easy connection to London meant that Slough’ residential population grew rapidly,

trebling in size by the end of the Century. Service and Retail industries grew proportionately.

In 1920 the Trading Estate was opened (initially to repair vehicles damaged in WW1), and

Slough took on the role of an Industrial town. The Trading Estate changed its name in 1924

to become Britain’s first industrial estate - Slough Estates Ltd. The Mars chocolate factory

opened in 1930 and is still operating. Housing went up for factory workers. For some, like

John Betjeman, this growth was a blight on the landscape.

After the Second World war housing estates were built to re-house Londoners who had lost

homes in the Blitz and since the 1960’s Slough’s employment opportunities and location

within a good transport network have attracted a steady increase of people. By 1972 the

population stood at c. 90,000 and the rail network first developed by Isambard Kingdom

Brunel was crucial in this growth.



2.1.2 The Great Western Railway Station

The opening of the Stockton and Darlington line in 1825 heralded the beginning of a new era

of communication. The Bristol Chamber of Commerce and other local industrial bodies, long

concerned about links with London, formed a committee in 1833 to discuss the proposal of

laying a railway to the capital.

Isambard Brunel, who had helped to build the Thames Tunnel and who had been appointed

engineer of the Clifton Suspension Bridge, was chosen to superintend the construction of the

Bristol-London railway, which in the same year adopted its present title, “Great Western

Railway.”

Isambard Kingdom Brunel

Brunel’s route ran north of Marlborough Downs via Reading and Bath. He selected the

northern course because it offered better gradients and because it would easily allow

extensions to be made later to Oxford, Gloucester and South Wales. June 4th, 1838, was

the appointed date for the public opening of the Great Western Railway from Paddington to

Maidenhead, or rather Taplow, one and three quarter miles away, since the Maidenhead

bridge remained as yet unfinished. There was no passenger stop at Slough.

A traveller on this pioneer train has recorded his experiences in a diary. One passage reads:

“June 4th, 1838. Our railway opened to the public this morning. I went to Maidenhead by the

first train and came back by the third, which started from Maidenhead at ten-fifteen. I was

disappointed with regard to the speed, as we were one hour and twenty minutes going down,

and one hour and five minutes coming up. If from the sixty-five minutes we deduct four lost at

Drayton, three at Slough, and four between the two places, and in slackening and getting up

speed, there remain fifty-four minutes for twenty-three miles, or twenty-five and a half miles

an hour. We carried altogether to-day 1,479 people, and took £226.”



The traffic receipts on the new railway had, in the meantime, been very encouraging. As

many as 10,000 passengers a week were carried. Early prejudices against the new method

of transport were slowly vanishing, the authorities at Eton College, who had formerly

regarded the railway’s influence with disfavour, chartered a special train for the conveyance

of their pupils.

2.2 Listed Buildings and their Setting There are 3 listed buildings within the Limits of Deviation (LOD) or the Limits of Land to be

Acquired and Used for the project. These are all Grade II listed parts of Slough Station

which are as follows:

- The main entrance on the Brunel Way side;

- a subsidiary entrance on the Railway Terrace side; and

- Island Platform Building

Both the Railway Terrace and Brunel Way buildings were designed in 1882 by J.E. Danks in

a Second Empire style. The Island Platform Building, of the same date, is surrounded by

canopies to the North and South sides of the platform extending to the west. The footbridge

linking the platforms is not referred to in the list descriptions but is deemed to be part of the

listed buildings.

The only other listed building in the vicinity is St Ethelberts Church, which lies about 200m to

the south.

2.2.1 The Slough Station Site

There was strong initial opposition from the Provost of Eton to the siting of a station at

Slough which delayed the opening of Slough Station. The Provost felt, “If the boys could be

carried to a distance of five mile in fifteen minutes they could easily put themselves out of the

reach of the authorities, and so the school must be injured”

These fears were overcome and the station opened to the general public on 1st June 1840.

The route of the Great Western Railway was such that the towns of Slough and Reading

were situated mainly to the south of the line. Brunel therefore used a one-sided design with

up and down covered platforms on the south side of the line, in effect creating separate

stations.



Slough station was at the forefront of the communications revolution of the 1840’s. The

electric telegraph was patented in Britain in 1837 following the pioneering work of Cooke and

Wheatstone. In 1839 experiments were made along the Great Western railway line from

Paddington to West Drayton, running the electric wire through iron tubes. The telegraph

station building (1843) was a very unimpressive wooden cabin, with a maze of seemingly

jumbled cables fed through the roof. The electric telegraph enabled messages to be sent

along the wires, initially by needles tilted to indicate the different letters. This complicated,

slow method of transmitting words was replaced by the simpler transmission of the ‘dot and

dash’ code invented by Samuel Morse in 1838, which came into use c.1845.

Increased traffic at both Reading and Slough stations caused excessive delays and the

decision was made to replace them.

The second Slough station was constructed in the French Second Empire style then in vogue

on the Great Western Railway (also at Torquay and Wrexham) and was opened on 8th

September 1884 to designs by the GWR architect JE Danks.

Construction on the station started in 1882 and consisted of three parts built in brick with

stone dressings and lacing courses: the main entrance on the Brunel Way side (containing

the Booking Hall, Booking Office, and Travel Centre); a subsidiary entrance on the Railway

terrace side (Slough Station area Managers office, Traffic Assistant’s Office and Red Star

Parcels Office); and an Island Platform Building. All three sections are separately listed at

grade II and are linked by a footbridge. For a further in-depth description, see the gazetteer

in the Appendix.



The interior of the footbridge linking all three sections

The area around the station has since the 1880’s undergone extensive changes as Slough

has urbanized and grown to the North. The Gotha Iron Works made use of the railways and

Slough’s largest employer, the brickfields, were sited further north. The grand hotels that

served passengers before the spur to Windsor was built gradually fell into disrepair although



Mackenzie street named after the man who turned the Royal Hotel into the British Orphan

Asylum, still exists giving the south north vista to the main entrance of the station.

The station still sits in a broad setting, but this is now given over to car parking and ancillary

buildings tacked onto the flanks of the main station buildings. Signage and inappropriate

materials have been added but in essence the building stays as it was constructed. There is

an interesting derelict Victorian stationmaster’s house on the periphery of the car park which

possibly deserves further research.

Station forecourt

2.2.2 Significance of the Listed Building

Within the national context Slough Station is identified as a building of national ‘architectural

or historic interest’ and is listed Grade II. The list description is provided in Appendix 1. The

station is not in a conservation area.



Slough context There are 96 buildings and structures in Slough Borough, which are included in the statutory

list of buildings of special architectural or historic interest. Five of the listed buildings in

Slough are classified as Grade I which are of exceptional interest. Within the context of

Slough’s buildings, the station is one of a small number of buildings that is listed. The four

main criteria for selection as a listed building are:

- Architectural interest

- Historic interest – thorough comparative analysis

- Close Historical Association

- Group Value

Architectural style

The station is significant as it is in a version of the Second Empire style also used at Torquay

and Wrexham, then in vogue on the Great Western Railway. Further, it retains much of its

original fabric in good condition. When looking at the drawings of Lancaster Owen, the

engineer, it is apparent that the buildings are in general as designed.

The major alterations are: the lengthening of the platforms; the extensive alterations to the

footbridge; the replacement of the zinc fish scale tiles with G.R.P. facsimilies; alterations and

repairs to the canopies; and the proliferation of stylistically inconsistent signage. This make

the buildings lose coherence but could easily be remedied.

The station buildings are covered by three separate listings (see Appendix), and as Grade II

buildings they are by definition of national importance. None of the listings mention the

footbridge but it is part of the 1882-4 design: also, any structure fixed to the listed buildings is

deemed to be included in the listing.

Historic interest

The station is significant as part of the second stage of development of the Great Western

Railway as the two Up and Down platforms proved to be inadequate for the growth in

passenger numbers and more tracks were added along the route.

The site is also interesting as it is the site of the first telegraph station which was opened at

Slough in 1843 and linked to Paddington Station.



The first telegraph station

Historical Associations

The stretch of railway between Paddington and Slough was extremely popular not just with

the local population and the scholars from Eton but also with the Royal Family. Queen

Victoria was at first sceptical but became a committed supporter of this stretch of the railway

until the Windsor spur was built.

Simple layout of possible routes

Group Value

The station was closely associated with The Royal Hotel, which became the British Orphan

Asylum and was then purchased by the Licensed Victuallers’ Orphanage and pulled down in

1938 after the construction of the Licensed Victuallers School.




There are no Conservation Areas in the vicinity of the works. The nearest Conservation Area

is located about 0.75km to the south-east and 1km beyond the town centre.


The area may be divided into three character areas, reflecting their prevailing uses and built

pattern.

Slough Town Centre Character Are:

The Slough Town Centre character area comprises the retail, business and institutional uses

to the south of the station. It is characterised by buildings with large footprints, separated by

highway infrastructure (Wellington Street) and surface parking.

Buildings are typically of between 3-6 storeys; the tallest buildings comprise the university,

the shopping centres and the offices along Brunel Way. Most of the buildings are the result

of redevelopment over the past 30-40 years. The shopping centres and university probably

date from around 1970, whilst the offices are typical of the 1980s-90s. Older buildings are

rare; St. Ethelbert’s Church, on the Wellington Street/William Street roundabout, is the most

visible example.

The Town Centre character area is of moderate townscape quality overall. Parts of it are of

low quality, with undistinguished retail or office buildings defining equally undistinguished

streetscapes, notably Wellington Street. Locally, older buildings or landscaped forecourts

provide some enhancement.

Business District Character Area:

The Business District character area comprises the industrial, office and distribution uses

north of the railway. This generally comprises buildings of moderate to large footprint,

separated by parking areas and service yards. Buildings are mainly of 2-4 storeys, with

some taller (4-5 storey) structures. They are of mixed age, including relatively modern office

buildings and older industrial units (some of 19th century date). The Horlick factory is a

prominent landmark.



The Business District character area is generally of low townscape quality. Its spatial pattern

is relatively incoherent, most of its buildings and streetscapes are undistinguished, and it has

little vegetation. A notable exception is the Horlicks factory, with its distinctive chimney.

Residential Character Area:

The Residential District character area comprises the areas of housing that lie to the north of

the Business District and to the south of the railway, fringing the town centre. These area

mainly comprises low-rise (2-storey) housing dating from the pre-1900 and 1920-40 periods,

mixed with medium-rise (2-4 storey) flats of later date.

The railway separates the Business district to the north from the Town Centre and

Residential areas to the south.

The residential areas are also of generally moderate quality. They are typical of their period;

whilst they are scarcely noteworthy, they generally offer a reasonable degree of amenity.


Four buildings are notable as townscape features. The station itself is a distinctive

architectural composition in “Second Empire” style, with curved mansard roofs. Its

distinctiveness stems mainly from its style rather than its scale, and its visual influence is

restricted to the station forecourt, nearby parking areas and adjoining streets.

The UniSys building, occupying a prominent position on the corner of William Street and

Brunel Way, is a striking example of an office building of the 1980 period, with recurrent

hexagonal tiers of concrete and a landscaped forecourt.

The Horlicks factory, to the west of the station, is also prominent. Its red-brick façade,

recalling a Pennine textile mill, is striking, and its chimney is a local landmark.

The flint tower of St. Ethelbert’s Church, on the south-eastern corner of Wellington Street and

William Street, is also distinctive, largely because of the scarcity of other historic references

in the townscape.

Vegetation is a locally important influence on views and landscape character. The most

notable vegetation in the immediate vicinity of the station comprises a belt of semi-mature



and mature deciduous trees (mainly ash, sycamore and poplar) which defines the southern

perimeter of the station car park where it adjoins the Tesco superstore and properties in Leith

Close. Situated within this tree belt is Station House, which was originally a residential

property. However its current use is unknown.

Mature scrub and immature trees occupy parts of the railway corridor adjoining Railway

Terrace and Brunel Way, and the cutting close to the university. Relatively mature

ornamental planting is associated with the office buildings on Brunel Way.



The view from the William Street bridge is regarded as a key local view. The bridge is an

important pedestrian route between the town centre and the business/residential areas to the

north. It provides unobstructed views along the railway corridor, in which the Horlicks factory

(to the west) and the station (to the east) are prominent.

View from the road bridge



Pedestrian / Vehicular Movement Corridors

Roads are the main movement corridors in the area, both for vehicles and pedestrians, with

William Street forming an important link between the town centre and the employment and

residential uses to the north. In addition, significant pedestrian flows probably take place

across William Street (to/from the University and car parks to the west) and across

Wellington Street (to/from the station, the Brunel bus station/car park, the station and nearby

offices).

Wellington Street is part of the A4 arterial route between London and Reading. William

Street provides access northwards (as the B416) to Stoke Poges and Gerrards Cross, and

southwards (as the A332/Windsor Road) to Eton and Windsor. To the east, the Uxbridge

Road (A412) provides access towards the M40.


The canalside playing fields (about 0.5km to the north) and the Salt Hill Park and Pleasure

Grounds (about 0.6km to the west) are designated public open space.

To the north of the station two planning applications have been submitted for development of

a mixed use scheme up to 14 storeys high on land at Railway Terrace and the development

of an office building up to 4 to 6 storeys in height.

2.5 Zone of Visual Influence The approximate Zone of Visual Influence (ZVI) for the work sites is determined by the






The railway runs through the built-up area in a shallow cutting, passing beneath Stoke Poges

Lane, William Street and Wexham Road. In the vicinity of the station, the cutting has been

widened in order to accommodate access roads and sidings, and the surrounding area is



generally at platform level. To the west of William Street, the southern side of the cutting

follows the curve of the Windsor branch railway.

The lower elevation of the railway generally restricts opportunities for direct views to

track/platform level, except from the station forecourt/car park and from vantage points such

as the William Street bridge and from buildings which overlook the railway corridor. The

surrounding buildings are the main influence on views, reinforced (in summer) by vegetation,

mainly to the south of the railway. The station itself is also influential.

Level of rails in relation to the station

The ZVI can be defined by the following:

- To the West, along the railway corridor to the William Street bridge. One of the work

sites associated with the bridge works, however, will be located to the west of the bridge,

and its ZVI is likely to extend westwards to the rear of properties in Stranraer Gardens

and Bristol Way;

- To the North, partly by the cutting slope adjoining Railway Terrace, but principally by the

sequence of commercial buildings extending from Stoke Gardens in the west to Wexham

Road in the east. In the immediate vicinity of the station, these buildings do not form a

continuous screen, allowing views to extend northwards to the second or third row of

buildings around Grays Place;

- To the East, along the railway corridor to the vicinity of the Wexham Road bridge, defined

tightly to the north by industrial buildings and to the south by the cutting and the rear of

residential properties;

- To the South, by the cutting slope adjoining Brunel Way, by the facades of the properties

along the southern side of Brunel Way, by the Tesco superstore and by residential

properties in Leith Close. During summer, the ZVI to the south-east is defined mainly by

the dense vegetation to the south of the station car park.




- Occupants of around five residential properties in Stoke Road;

- Occupants of around five residential properties (flats) in Mill Lane;

- Occupants of commercial properties in Stoke Gardens, Stanley Cottages, Railway

Terrace and the industrial estate to the east of the station;

- Users of the Thames Valley University campus;

- Occupants of the office buildings south of Brunel Way and of some taller buildings in the

town centre;

- Pedestrians using William Street bridge;

- Users of Brunel Way and the station car park;

- Users of the Tesco superstore;

- Occupants of between 10-20 residential properties in Leith Close/Richmond

Crescent/Wellesley Road; and


In addition, views of the bridge work sites may be experienced by:

- users of the university campus;

- users of the Market Yard car park and the car park west of William Street bridge;

- residents of around five properties in Stranraer Gardens; and

- occupants of commercial properties in Bristol Way

2.6 Sensitivity The Listed station building is of high sensitivity to change, because of its architectural interest

and its status. It has, however, been subject to alterations that are not entirely sympathetic

to its original design, notably the construction of platform canopies during the 1960s.

Changes that entail the removal of such additions would therefore be potentially beneficial.

The surrounding townscape is generally of low sensitivity to change. The railway corridor,

the station, the William Street bridge and the signal box (to the west of the station) are

already significant influences, and the area is therefore able to accommodate further railway

infrastructure without fundamentally affecting its character.



The immediate environs of the station are dominated by relatively large-scale buildings

separated by largely functional spaces (car parks, roads, service yards). Urban fabric of this

type is able to accommodate a substantial degree of change without detriment to its

character.

However, any significant loss of the trees which adjoin the station car park to the south would

affect townscape character, since this is the most prominent vegetation in the immediate

area, and is an important influence on views during summer.

The residential areas located to the east (Leith Close/Wellesley Road/Richmond Crescent),

west (Stranraer Gardens), north-west (Stoke Road) and north-east (Mill Lane/Petersfield

Avenue) are more sensitive to change, due to their smaller scale built pattern. However, the

sensitivity of these areas is mitigated in large part by their distance from the works and by

varying degrees of screening provided by intervening buildings.

2.6.1 Sensitivity Of Visual Receptor To Change

Table W18A.1: Visual Receptors (Slough Station Works) below identifies the key receptors

which would obtain views of the proposed temporary and proposed permanent works,


or permanent works.

Table W18A.1: Visual Receptors for the Slough Station Works

Receptor (Close Views under 1km

distance)

Type of View

Dire

ct V

iew

Obl

ique

Vie

w

Tem

pora

ry

Wor

k Si

tes

Perm

anen

t W

orks

Sensitivity of

Receptors

1 Residential properties in Stoke Road

Upper floors

High

2 Commercial properties in Stoke Gardens/Stoke Road/Bristol Way/ Stanley Cottages and the industrial estate to the east.


Low

3 Residential properties (flats) in Mill Lane (station works only)

Upper floors

High

4 Users of William Street bridge

Ground Low



Receptor (Close Views under 1km

distance)

Type of View

Dire

ct V

iew

Obl

ique

Vie

w

Tem

pora

ry

Wor

k Si

tes

Perm

anen

t W

orks

Sensitivity of

Receptors

5 Users of the university, offices south of Brunel Way + the Tesco superstore


Low

6 Users of Brunel Way, Railway Terrace, the station + car park

Ground level

Low

7 Residents of Leith Close/ Richmond Crescent/ Wellesley Road (station works only)

Upper floors

High

8 Users of car park west of William Street bridge (bridge works only)

Ground level

Low

9 Residents of Stranraer Gardens (bridge works only)

Upper floors

High

Local residents will be the most sensitive group of receptors and theoretically, between 25-35

residential properties could have winter-time views of the works. However:

- more than about half of these would experience direct views;

- viewing opportunities will in virtually every case be confined to upper floors;

- most viewing opportunities from properties in Leith Close/Richmond Crescent/ Wellesley

Road would be lost during summer;

- views from properties in Stoke Road and Mill Lane will be highly obstructed by

intervening buildings; and

- properties in Stranraer Gardens would only view the bridge works (which are of

insignificant scale).

The least obstructed views would be experienced by users of the station, the car park,

Railway Terrace and Brunel Way, by users (mainly pedestrian) of William Street bridge, by

users of the Tesco superstore and by occupants of commercial properties to overlooking the

station area. However, none of these receptors are considered to be of high sensitivity.

Some receptors may experience recurrent views of the works (e.g. from the workplace and

from nearby roads or the station). In addition, a proportion of the properties in Leith Close

and Richmond Crescent are likely to experience views of both the Slough Station works and

the Wexham Road bridge works.





works would be of approximately eleven months duration.



3. Impact of the Scheme 3.1 Listed Buildings Demolition of Canopies and Installation of OHLE

The 1960s canopy over platform 5 which forms part of the curtilage of listed station will be

replaced with a new modern canopy. This impact is considered to be a significant benefit as

the canopy is not of historic or architectural interest, and its removal will improve views from

within the station.

To provide standard clearances from the new overhead line electrification, it would be

necessary to trim the decoratively carved valance to the canopy on Platform 4. This impact

is potentially significant. To mitigate this impact, dispensation will be sought to adopt a sub-

standard clearance which would allow the existing valance to be retained. The residual

impact is therefore Not Significant (NSig.).

The final design solution for the stanchions to support the overhead line electrification has

not been resolved and therefore the stanchions could potentially penetrate the existing

canopy structures and change the visual impact of their supporting columns. This impact is

potentially significant . To mitigate this impact, during detailed design, the aim will be for

penetrations of the existing canopies to be avoided by fixing supports for the overhead lines

to the existing buildings above the canopies. Should this be the final design solution then the

residual impact is considered Not Significant .

There is a potential visual impact on the Grade II listed station buildings and canopies from

the installation of overhead line electrification, for which there is no mitigation. The residual

impact is therefore significant (Sig.).

Refurbishment of Station Buildings

It is proposed to remove some of the internal walls and partitions to the both the station

building on Brunel Way and Railway Terrace. This is to provide additional ticket barriers and

facilities. The existing windows on the platform elevation to the Brunel Way Station building

will be made into doors. This impact is consider not significant (NSig.) as the domed roofs

and facades will be largely unaffected by the proposed.



Platforms

It is proposed to demolish the platform end ramps in order to extend the existing platform.

The platform and ramps are part of the curtilage of Slough Station, a group of Grade II listed

buildings. The platform end ramps are not of historical or architectural importance, therefore

this impact is Not Significant (NSig.).

Construction of new footbridge and lifts

A new footbridge is to be constructed at the western end of the station. This is assumed to

be within the curtilage of the listed buildings. There is potential for the new footbridge to

have a visual effect on the setting of the station buildings especially when viewed from the

platform and immediate environs. In mitigation, detailed design will be undertaken in

consultation with English Heritage and Slough Borough Council. Further modifications to the

design of the footbridge may make it more in keeping with the listed buildings, but its residual

impact will still be significant.

A crane will be required to lift the new bridge. The crane may have to oversail the existing

listed buildings, therefore there is a risk of falling objects. This impact is considered

significant . In mitigation of this impact good construction practice will be carried out and the

crane will avoid oversailing the listed station and its elements. The residual impact is

considered not significant (NSig.).

There is a potential impact of damage from construction plant and vehicles. This impact is

considered significant (Sig.). In mitigation of this impact it is proposed to position entrances

to worksites and turning points away from the station. The residual impact is considered not

significant (NSig.).

There would also be extensive changes to features such as signage and lighting, and to the

station forecourts. There are already ancillary structures flanking the station buildings, which

detract from the visual impact of the building. This effect is exacerbated by inconsistent and

unobtrusive signage and parking in the forecourt areas



Station and parking area

The design proposals will take this opportunity to lessen obstructions to the visual impact.

The proposals also look to improve the following:

- New station fixtures and furniture will be provided on the extended platforms.

- The existing forecourt will be upgraded to include new paving, signage, lighting, cycle

parking and taxi and MIP drop off.

Changes to the William Street bridge will be confined to the parapet. Some scrub vegetation

may need to be cleared from the temporary bridge work sites, but this is not visually

significant.




Views of the station within its townscape setting are obtained from William Street bridge and

whilst the introduction of the new footbridge will be visible it is considered that the wider

setting will not result in a significant impacts. However, as noted in section 3.1 above, when

the introduction of OHLE and a new footbridge is viewed from the platforms and from within

the station, this is considered to affect the local setting of the station buildings and result a

significant impact. Demolition of the 1960s canopy will result in a significant beneficial

impact.

The construction works will influence the setting of the station for a period of about a year.

Their impact is considered to range between minor and major at various times, depending on

the scale of the work and equipment in use. However, in view of their temporary nature, their

impact on the setting of the listed building is not considered to be significant.

The permanent works will generally reinforce the role of railway infrastructure as an influence

on the setting of the station. Since the fundamental character of this setting will not change,

their effect is not considered to be significant. Improvements to the station forecourts will

represent a benefit to its immediate setting, but will not be significant.

The visual impact of the works will not affect the setting of any other listed buildings.

3.3 Conservation Areas There will be no impacts on Conservation Areas in this route window.


The only designated feature that will be affected will be the station buildings. All three of its

main elements – the southern building containing the booking hall, booking office and travel

centre, the island platform building and the northern building on Railway Terrace – are Grade

II listed.

The proposals will involve a number of physical changes to the station, including demolitions,

alterations, refurbishment and new structures. These changes relate primarily to the physical

integrity of the building, rather than to its wider setting, and are addressed in section 3.1.




townscape.

Construction features such as mobile cranes, piling rigs, HGVs, portacabins and hoardings

will be a relatively prominent feature around the station for almost a year. Their overall level

of impact is likely to be moderate; at times it will be low, and at others potentially major (e.g.

when cranes are lifting the footbridge spans or canopies into place).

However, the area (apart from the station) is generally of low sensitivity to change, and is

able to accommodate construction features without fundamentally affecting its character.

Their effect is therefore not considered to be significant.

The most visible features of the permanent works will be the new footbridges, the platform

canopies and the entrance canopy on Railway Terrace. Removal of the single-storey

extensions and general refurbishment of the station and forecourts will also be apparent.

These features will be seen in the context both of the existing station, with which they will to

some extent be visually consistent, and of the surrounding urban area. They will have no

more than a moderate impact on the character of the area immediately surrounding the

station. This impact will dissipate rapidly, due both to obstruction of views and to the

character of the town centre (to the south) and the business uses (to the north).

The overall impact on the character of the townscape is considered to be minor, and the

effect is unlikely to be significant.

3.5 Visual impacts

The Visual Appraisal Plan for Slough Station and William Street Bridge Drawing No. 1E0316-

WIE00-E00-F-00018 illustrates the approximate Zone of Visual Influence for the proposed

temporary and the proposed permanent works, and identifies the principal locations from



limited duration, and the likelihood that nearby receptors will to a certain degree be tolerant





receptor group is identified in Table W18A.2: Potential Temporary Impacts on Receptors

(Slough Station Works). This table includes impacts associated with the William Street

bridge works; separate reference is made to these where necessary.

Table W18A.2:- Potential Temporary Impacts on Receptors (Slough Station/ William Street Bridge)

Receptor


Sensitivity of

Receptors


Significance

1 Occupants of approx. 5 residential properties in Stoke Road

High Low NSIG

2

Occupants of commercial properties in Stoke Gardens/ Bristol Way/ Stoke Road/ Stanley Cottages and industrial estate.

Low Low-High NSIG

3 Occupants of approx. 5 residential properties in Mill Lane (station works only)

High Low NSIG

4 Users of William Street Bridge Low Low to High NSIG

5 Occupants of the university, offices south of Brunel Way and Tesco superstore

Low Low to High NSIG

6 Users of Brunel Way, Railway Terrace, the station and car parks

Low Moderate to High NSIG

7

Residents of 10-20 residential properties in Leith Close/Wellesley Road/ Richmond Crescent.

High Low NSIG


Low Low NSIG

9 Residents of approx. 5 properties in Stranraer Gardens (bridge works only)

High Low NSIG

The highest degree of impact will be experienced by users of the station, Brunel Way,

Railway Terrace and the adjoining car parks, by users of the Tesco superstore and by

occupants of the business premises overlooking the railway corridor. None of these

receptors are considered to be highly sensitive to visual change, and none of the affected

views are critical to their amenity. Hence, although the magnitude of impact will in several

cases be high, its effect will not be significant.



For the most sensitive receptors (local residents), the degree of impact is considered to be

low in all cases. This is because:

- From properties in Stoke Road, views will be oblique, will be obstructed to varying

degrees by intervening buildings, and will be confined in the main to the bridge works and

escape footbridge/platform extension works;

- From flats in Mill Lane (Noble Court/Headington Place), most views will be oblique and/or

obstructed by intervening buildings;

- From Leith Close/Wellesley Road/Richmond Crescent, most views will be oblique, will be

experienced over distances of 150-200m and in summer will be substantially screened by

vegetation; and

- From Stranraer Gardens, views will be confined to the (relatively insignificant) bridge

works.

For these reasons, the temporary effects on visual amenity are not considered to be

significant.

It should be noted, however, that a substantial number of the properties in Leith Close and

Richmond Terrace will also be affected by the temporary works associated with

reconstruction of Wexham Road bridge. The latter will involve the use of the railway corridor

to the rear of these properties as a work site, and will represent a more immediate source of

impact than the station works. Should the station and bridge works be undertaken at the

same time, there is a potential for cumulative effects on these properties.


group of receptors is identified in Table W18A.3: Potential Permanent Impacts on Receptors

(Slough Station).

Table W18A.3: - Potential Permanent Impacts on Receptors (Slough Station)

Receptor


Sensitivity of

Receptors


Significance

1 Occupants of approx. 5 residential properties in Stoke Road

High Low NSIG



Receptor


Sensitivity of

Receptors


Significance

2

Occupants of commercial properties in Stoke Gardens/ Bristol Way/ Stoke Road/ Stanley Cottages and industrial estate.

Low Low to Moderate NSIG

3 Occupants of approx. 5 residential properties in Mill Lane (station works only)

High Moderate NSIG

4 Users of William Street Bridge Low Low to Moderate NSIG

5 Occupants of the university, offices south of Brunel Way and Tesco superstore

Low Low to Moderate NSIG

6 Users of Brunel Way, Railway Terrace, the station and car parks

Low Moderate to High NSIG

7

Residents of 10-20 residential properties in Leith Close/Wellesley Road/ Richmond Crescent.

High Moderate NSIG


Low Low NSIG

9 Residents of approx. 5 properties in Stranraer Gardens (bridge works only)

High Low NSIG

The main source of permanent impact will be the change in the arrangement of features at

the station. The net impact of this change will be to increase the prominence of railway

infrastructure, notably with the introduction of new footbridges, extended platforms and

remodelling of the buildings. However, the overall role of the station within the local

townscape will remain largely unchanged, as will the character of the views that it influences.

As before, the highest degree of impact will be experienced by receptors of relatively low

sensitivity, and therefore will not give rise to significant effects. The most sensitive receptors

will be affected as follows:

- Residents of Stoke Road are only likely to see the top of the emergency escape

footbridge, and this in views that are oblique and constricted;

- Residents of Noble Court/Headington Place will probably see the new pedestrian

overbridge, changes to the platform canopies and possibly the new canopy to the

northern entrance;



- Residents of Leith Close/Wellesley Road/Richmond Crescent are likely to see the new

pedestrian overbridge and changes to platform canopies; and

- Residents of Stranraer Gardens may see the changes to William Street bridge.

The impact on these views is considered to be no more than moderate (for residents of Leith

Close/Wellesley Road/Richmond Crescent). Since the fundamental character of these views

will not change, and since they are unlikely to be critical to the amenity of those who

experience them, the effect is not considered to be significant.

A proportion of the properties in Leith Close and Richmond Crescent will also have views of

the permanent works at Wexham Road Bridge. However, the changes to the bridge will

make little difference to the character of these views, and the cumulative effect will not be

significant.


above, apart from impacts on the listed building and their local settings. After Year 15 of the

completion of the works the townscape and visual impacts will remain the same.



4. Design Development and selection of preferred scheme

The Crossrail proposals for Slough Station involve construction of a new overbridge at the

west end of the station. Lifts will be provided to each platform. The new bridge is predicted

to have significant visual impacts on the Grade II listed Slough Station.

This section describes the design development of the Crossrail proposals and provides an

explanation of the reasons for the selection of the proposed scheme.

4.1 Proposed Works

The proposed works at Slough Station include

- platform lengthening,

- construction of a new footbridge,

- internal rearrangement of the north and south station buildings to provide enlarged ticket

halls,

- installation of overhead wiring and supports for traction current supply,

- modification of the platform canopies to provide electrical safety clearances,

- replacement of life-expired steel platform canopies dating from 1950’s.

Of these, the new footbridge will have the greatest visual impact on the listed buildings and

canopies.

The new footbridge will be 8m high, 3m wide and 40m long, spanning all the through tracks.

4.2 Design Development

The existing platforms are connected by a footbridge and stairs, part of the 1882 structure

and very little altered since except for the installation of electric lighting and modern signage.

The stairs are narrow for the current and forecast usage nor comply with accessibility

regulations. The footbridge is narrow and there are no passing places. The bottom flights of

the stairs to the central island platform are directed towards the platform edges and deemed

a safety risk. It was also thought that there was insufficient clearance for electrification wires

beneath the bridge, but Scott Wilson Railways engineers have now assessed that the bridge

may remain in situ.



Footbridge – behind later building

Although there is level access to the north and south sides of the station, there is no disabled

access to the island platform

The architects have investigated the possibilities of upgrading the existing footbridge and

structure to insert DDA-compliant lifts and to modify the stairs to DDA requirements. This

would involve significant physical alteration of the building in order to insert lifts at each end

of the footbridge. It is not certain that the new lifts could be fitted in without having to raise

the roofline of the distinctive pavilion roofs. Additionally, an attached structure to house the

central lift on the island platform would be needed. This would require local removal of the

listed platform canopy. Even after these substantial interventions, the stairs would remain

sub-standard. During the works, the bridge would be closed and a temporary footbridge

erected.



The construction of a subway connecting the platforms was not considered because such

work would involve substantial disruption of the railway operation, as well as intrusive works

within and beneath the listed buildings.

The preferred option is a free-standing bridge which can be installed with the minimum

disruption of station operation and could be craned in during a single 56-hour possession.

This has a visual impact on the setting of the listed buildings, but does not require physical

alteration of the existing buildings. The existing footbridge will be retained for non-public use

and for cabling routes.

Location of new bridge

The initial location of the new footbridge was at the eastern end of the station buildings,

where the platform extensions were proposed.

It was then decided that, for railway operational reasons, the existing bay platform (No. 6)

facing east, had to be retained until the new Crossrail trains came into service. Additionally, a

new west-facing bay platform was introduced at the north-eastern side of the station, to serve

residual non-Crossrail services from Reading.

This led to a decision to extend the platforms westwards. The bridge was repositioned to

serve the centre of passenger movement.

4.3 Planning Policy Issues

The principal policy issue relates to the visual impact of the news footbridge on the Grade II

listed station. Although the construction of the new footbridge will have no physical impact

on the listed station, it will have a major impact on the way in which the station is seen,

especially by railway travellers. The main consideration in the design of the new footbridge is

to achieve a solution which is sensitive to the character and appearance of the listed station

buildings including the existing footbridge.



5. Summary 5.1 Listed Buildings

There are Significant (Sig.) residual visual impacts on the Grade II listed buildings of Slough

Station from the installation of overhead line electrification and the construction of a new

footbridge linking the platforms. Additional works will be undertaken to modify the bridge as

appropriate in consultation with English Heritage and Slough Borough Council. All other

residual impacts are not significant (NSig.).

5.2 Setting of Listed Buildings Construction features will intrude into the setting of the listed station, but their effect is not

considered to be significant due to their temporary nature. Neither will they fundamentally

alter the overall character of the railway corridor or of the adjoining areas, and are not

regarded as a significant effect on landscape / townscape.

The permanent impact of the works will be due primarily to changes in the built form of the

station, which include demolitions, additions, new footbridges and refurbishment.




There are no significant impacts on landscape / townscape character in this route window.

5.5 Visual Impacts

During the construction phase, major items of plant, the compounds and work such as

demolition will be prominent at various times over the construction period. The works will be

clearly visible to a substantial number of receptors, notably occupants of nearby offices,

pedestrians on William Street bridge and users of the station. However, none of these are

considered to be highly sensitive, and the effect on them will not be significant.



The degree of impact on local residents will be mitigated by factors such as distance and

obstruction, and is also not considered to give rise to significant effects. Some residential

properties will experience views of both the station works and the works at Wexham Road

bridge.

Permanent impacts on visual amenity are not considered to be significant. The highest

degree of impact will be experienced by users of the station, William Street bridge and

nearby roads and car parks, and by occupants of nearby business premises, none of whom

are considered to be significant.

Local residents, who are the most sensitive receptors, will experience no more than a

moderate degree of impact; in most cases their views of the works will be restricted, will not

be altered fundamentally and are unlikely to be critical in amenity terms. The net effect on

their amenity is therefore not considered to be significant. This also applies to receptors who

may experience views of the permanent works relating to both the station and Wexham Road

bridge.

The construction and permanent would potential also be visible to residents and workers of

the new developments in the locality and for the reason given above it is considered that the

work would not result in significant visual impacts.



6. Summary tables

There are no impacts on Conservation Areas in this route window, hence this is not included

within the Summary Tables.

Table W18A.4 sets out the impacts on listed buildings. Predicted impacts on the setting of

listed buildings, landscape / townscape character and visual amenity are summarised in

Table W18A.5: Summary Table of Temporary Impacts and Table W18A.6: Summary Table

of Permanent Impacts, including any committed mitigation and residual impacts.



Tabl

e W

18A

.4: I

mpa

cts

on L

iste

d B

uild

ings

- R

oute

Win

dow

W18

A

Res

idua

l Im

pact

C

.R.

No

Add

ress

G

rade

Pr

opos

ed W

orks

Po

tent

ial I

mpa

ct

Sig.

A

ctio

n R

equi

red

and

Miti

gatio

n D

escr

iptio

n Si

g.

No

sign

ifica

nt p

hysi

cal

impa

ct.

NS

ig..

Non

e ne

eded

. N

o si

gnifi

cant

re

sidu

al im

pact

. N

Sig

. 86

3-86

5 (W

18A

)

Slo

ugh

Sta

tion

II

New

foot

brid

ge a

nd li

fts to

be

prov

ided

at t

he c

ount

ry e

nd o

f the

st

atio

n to

impr

ove

acce

ss fo

r bot

h ab

le b

odie

d an

d m

obilit

y im

paire

d pe

rson

s.

Pot

entia

l maj

or v

isua

l im

pact

on

the

liste

d st

atio

n.

PS

ig

Des

ign

mod

ified

to b

e m

ore

in k

eepi

ng w

ith

exis

ting

stru

ctur

e;

poss

ible

revi

sion

to

loca

tion.

Res

idua

l im

pact

is

stil

l si

gnifi

cant

. S

ig.

E

xist

ing

foot

brid

ge w

ill b

e re

furb

ishe

d.

No

sign

ifica

nt im

pact

. N

Sig

. N

one

need

ed.

No

sign

ifica

nt

resi

dual

impa

ct.

NS

ig.

Ref

urbi

sh S

tatio

n bu

ildin

g on

B

rune

l Way

. W

orks

incl

ude

inte

rnal

wal

ls/p

artit

ions

and

the

cons

truct

ion

of n

ew

wal

ls/p

artit

ions

. W

indo

ws

to b

e m

ade

into

doo

rs o

n pl

atfo

rm

elev

atio

n.

Dem

oliti

on o

f som

e in

tern

al w

alls

and

pa

rtitio

ns a

nd th

e co

nstru

ctio

n of

new

on

es.

Min

or lo

ss to

pl

atfo

rm fa

cade

fabr

ic.

NS

ig.

Non

e ne

eded

. N

o si

gnifi

cant

re

sidu

al im

pact

. N

Sig

.

Ref

urbi

sh S

tatio

n B

uild

ing

on

Rai

lway

Ter

race

. W

orks

incl

ude

dem

oliti

on o

f int

erna

l w

alls

/par

titio

ns a

nd th

e co

nstru

ctio

n of

new

w

alls

/par

titio

ns.

Dem

oliti

on o

f som

e in

tern

al w

alls

and

pa

rtitio

ns a

nd th

e co

nstru

ctio

n of

new

on

es.

NS

ig.

Non

e ne

eded

. N

o si

gnifi

cant

re

sidu

al im

pact

. N

Sig

.

All

hist

oric

can

opie

s w

ill b

e re

tain

ed.

The

1960

s ca

nopy

will

be

repl

aced

and

new

mod

ern

cano

pies

will

prov

ide

addi

tion

shel

ter.

Dem

oliti

on o

f exi

stin

g 19

60s

cano

py w

hich

fo

rms

part

of th

e cu

rtila

ge o

f the

list

ed

stat

ion.

The

can

opy

is

of n

o hi

stor

ic o

r ar

chite

ctur

al in

tere

st.

Sig

. P

os

Non

e ne

eded

. N

o si

gnifi

cant

re

sidu

al im

pact

. S

ig.

Pos



Res

idua

l Im

pact

C

.R.

No

Add

ress

G

rade

Pr

opos

ed W

orks

Po

tent

ial I

mpa

ct

Sig.

A

ctio

n R

equi

red

and

Miti

gatio

n D

escr

iptio

n Si

g.

Ove

rhea

d Li

ne E

lect

rific

atio

n.

Pos

sibl

e lo

cal t

rimm

ing

of

vala

nces

of h

isto

ric c

anop

ies

on

Pla

tform

4 to

pro

vide

cle

aran

ce.

Inse

rtion

of s

tanc

hion

s th

roug

h ca

nopi

es to

sup

port

over

head

lin

es.

Loca

l rem

oval

/alte

ratio

n of

his

toric

fabr

ic.

Sig

.

Obt

ain

disp

ensa

tion

for

sub-

stan

dard

cle

aran

ce to

av

oid

trim

min

g va

lanc

es.

Fix

over

head

line

su

ppor

ts to

exi

stin

g bu

ildin

gs a

bove

can

opie

s to

avo

id p

enet

ratio

ns.

No

sign

ifica

nt

resi

dual

impa

ct.

NS

ig.

Pot

entia

l vis

ual i

mpa

ct

on th

e lis

ted

stat

ion.

S

ig.

O

verh

ead

line

elec

trific

atio

n ca

nnot

be

repo

sitio

ned,

so

ther

e re

mai

ns a

si

gnifi

cant

re

sidu

al v

isua

l im

pact

on

the

liste

d st

atio

n.

Sig

.

Upg

rade

fore

cour

t to

incl

ude

new

pa

ving

, sig

nage

, lig

htin

g, c

ycle

pa

rkin

g, a

nd ta

xi a

nd M

IP d

rop

off.

Pot

entia

l vis

ual i

mpa

ct

on th

e lis

ted

stat

ion.

S

ig.

Loca

tion

and

desi

gn o

f up

grad

e to

be

in k

eepi

ng

with

the

liste

d st

atio

n.

No

sign

ifica

nt

resi

dual

impa

ct.

N

Sig

.

Exi

stin

g pl

atfo

rms

exte

nded

to

210m

. A

ssum

e ex

istin

g pl

atfo

rm

end

ram

ps d

emol

ishe

d in

ord

er to

co

nstru

ct p

latfo

rm e

xten

sion

. S

ome

plat

form

s m

ade

wid

er.

Dem

oliti

on o

f pla

tform

en

d ra

mps

in o

rder

to

exte

nd e

xist

ing

plat

form

s. T

he p

latfo

rm

end

ram

ps fo

rm p

art o

f th

e cu

rtilla

ge o

f the

lis

ted

stat

ion

but a

re n

ot

of h

isto

rical

or

arch

itect

ural

impo

rtanc

e.

NS

ig.

Non

e ne

eded

. N

o si

gnifi

cant

re

sidu

al im

pact

. N

Sig

.

New

sta

tion

fixtu

res/

furn

iture

is

prop

osed

on

the

exte

nded

pl

atfo

rms.

Pot

entia

l vis

ual i

mpa

ct

on th

e lis

ted

stat

ion.

S

ig.

Loca

tion

and

desi

gn o

f ne

w fi

xtur

es/fu

rnitu

re to

be

in k

eepi

ng w

ith th

e lis

ted

stat

ion.

No

sign

ifica

nt

resi

dual

impa

ct.

N

Sig

.



R

esid

ual I

mpa

ct

C.R

. N

o A

ddre

ss

Gra

de

Prop

osed

Wor

ks

Pote

ntia

l Im

pact

Si

g.

Act

ion

Req

uire

d an

d M

itiga

tion

Des

crip

tion

Sig.

W

orks

ites.

Cra

ne m

ay o

vers

ail

elem

ents

of t

he li

sted

bu

ildin

g –

Ris

k of

faili

ng

obje

cts.

Sig

.

Car

ry o

ut g

ood

cons

truct

ion

prac

tice.

A

void

ove

rsai

ling

the

liste

d st

atio

n an

d its

el

emen

ts.

No

sign

ifica

nt

resi

dual

impa

ct.

NS

ig.

Pot

entia

l dam

age

from

ve

hicl

e/pl

ant i

mpa

ct.

Sig

.

Pos

ition

ent

ranc

e to

w

orks

ite, t

urni

ng p

oint

s an

d ve

hicu

lar r

oute

aw

ay

from

sta

tion.

No

sign

ifica

nt

resi

dual

impa

ct.

NS

ig.

Tabl

e W

18A

.5: S

umm

ary

Tabl

e of

Tem

pora

ry Im

pact

s (R

oute

Win

dow

W18

A)

Rou

te W

indo

w W

18A

– T

empo

rary

Impa

cts

R

esid

ual I

mpa

ct

Wor

ks a

nd p

oten

tial i

mpa

ct

Sign

ifica

nce

Miti

gatio

n D

escr

iptio

n Si

gnifi

canc

e Im

pact

on

setti

ng o

f lis

ted

build

ing

No

impa

cts

on th

e se

tting

of t

he s

tatio

n bu

ildin

gs fr

om

the

wid

er to

wns

cape

. N

ot S

igni

fican

t N

one

prop

osed

M

inim

al.

Not

Sig

nific

ant

Impa

ct o

n la

ndsc

ape

/ tow

nsca

pe c

hara

cter

are

as

Ove

rall

char

acte

r of r

ailw

ay c

orrid

or a

nd s

urro

undi

ng

area

wou

ld n

ot b

e af

fect

ed.

Not

Sig

nific

ant

Non

e pr

opos

ed.

Loss

of s

mal

l am

ount

of

vege

tatio

n fo

r sho

rt pe

riod

Not

Sig

nific

ant

Impa

ct o

n vi

sual

am

enity

of b

etw

een

25-3

5 re

side

ntia

l pr

oper

ties

Not

Sig

nific

ant

Non

e pr

opos

ed

Min

imal

. N

ot S

igni

fican

t

Impa

ct o

n vi

sual

am

enity

of o

ther

rece

ptor

s N

ot S

igni

fican

t N

one

prop

osed

. M

inim

al.

Not

Sig

nific

ant



Tabl

e W

18A

.6: S

umm

ary

Tabl

e of

Per

man

ent I

mpa

cts

(Rou

te W

indo

w W

18A

)

R

oute

Win

dow

W18

A –

Per

man

ent I

mpa

cts

R

esid

ual I

mpa

ct

Wor

ks a

nd p

oten

tial i

mpa

ct

Sign

ifica

nce

Miti

gatio

n D

escr

iptio

n Si

gnifi

canc

e Im

pact

on

setti

ng o

f lis

ted

stat

ion

from

w

ider

tow

nsca

pe

N

ot S

igni

fican

t N

one

prop

osed

. R

emod

ellin

g of

fore

cour

ts;

intro

duct

ion

of n

ew ra

ilway

in

frast

ruct

ure.

N

ot S

igni

fican

t

Impa

ct o

n la

ndsc

ape

/ tow

nsca

pe c

hara

cter

In

crea

se in

vis

ual i

nflu

ence

of r

ailw

ay

infra

stru

ctur

e, b

ut fu

ndam

enta

l cha

ract

er o

f su

rrou

ndin

g ar

ea w

ill b

e un

affe

cted

.

Not

Sig

nific

ant

Non

e pr

opos

ed

Rol

e of

sta

tion

rem

ains

fu

ndam

enta

lly u

ncha

nged

. N

ot S

igni

fican

t

Impa

ct o

n vi

sual

am

enity

of:

Bet

wee

n 25

-35

resi

dent

ial p

rope

rties

. N

ot S

igni

fican

t N

one

prop

osed

C

hara

cter

of v

iew

s, th

eref

ore

leve

l of a

men

ity, r

emai

ns

fund

amen

tally

unc

hang

ed.

Not

Sig

nific

ant

Impa

ct o

n vi

sual

am

enity

of:

Oth

er re

cept

ors.

N

ot S

igni

fican

t N

one

prop

osed

A

s ab

ove.

N

ot S

igni

fican

t



7. Assumptions

- Assume the existing footbridge will not have to be raised for OHLE

- 2.4 metre and 3.6 metre high timber hoarding around boundary of temporary and

permanent works site

- It is assumed that the temporary works site will be landscaped and restored to their

previous condition / use, e.g. car parking areas will be reinstated and soft areas returned

to grass or planted.

- It is assumed that further design work will be undertaken with a view to minimising the

impact of the new footbridge on the listed buildings.








8. References - ES Route Window W18A




9. Appendix 1: Statutory Listings Location : SLOUGH, BERKSHIRE

IoE number : 038705

Date listed : 03 AUG 1984

Date of last amendment : 03 AUG 1984

SU 98 SE SLOUGH BRUNEL WAY (north side)

2/18 Slough Station Booking Hall,

Booking Office, And Travel Centre

G.V. II

Station building. 1882, by J.E. Banks in a Second Empire style. Red brick with grey

brick dressings and lacing courses, and stone dressings. Central and outer blocks with

laminated timber pavilion roofs clad in g.r.p. facscimilies of zinc fish-scale tiles, and

linking blocks with corrugated iron roofs. Plan consists of central booking hall and 2

smaller flanking pavilions with linking blocks. Central block: one storey. Unfluted

pilaster strips rising to dentil cornice and moulded gutter with trefoiled acroteria above;

raised open segmental pediment over central bay with keyed clock in tympanum and

orb finial above; 4 oeil de boeuf attic windows with shells above, and wrought iron

balustraded surround to central flat part of roof. 5 bays; paired clerestory casements,

segmental headed lower windows with C20 glazing bars, paired in second bay from

left, and C20 glazed double doors in left-hand and central bays. Linking-blocks: one

storey. Each has 2 ridge stacks off-centre to left and right with oversailing tops. 6

bays; paired and tripartite segmental headed windows with C20 glazing bars, and C20

glazed double doors in right-hand block in second bay from right. Continuous canopy in

front of central and linking blocks supported on open cast iron brackets, formerly with

toothed valence and decorative cast-iron cresting. Outer blocks: one storey. Unfluted

pilaster strips rising to dentil cornice and moulded gutter with trefoiled acroteria above;

wrought iron balustraded surround to central flat part of roof; 2 end stacks to right-hand

block, and 3 end stacks to left hand block, all with oversailing tops. Each outer pavilion

formerly had 3 oeil de boeuf windows. 3 bays; left-band pavilion with tall paired centre

hung casements and right-hand pavilion with large segmental headed casements in 2

right-hand bays and paired segmental headed casements in left-hand bay. 11 bay

platforms canopy to north with fluted cast iron columns, timber roof and toothed

valence. Interior: tall central booking hall open to the roof. B.O.E. (Bucks), p.258; The

History of Slough, Maxwell Fraser, Slough Corporation, 1973, P.52 and p.145.



Location : SLOUGH, BERKSHIRE

IoE number : 038724

Date listed : 03 AUG 1984

Date of last amendment : 03 AUG 1984

SU 98 SE SLOUGH RAILWAY TERRACE (south

side)

2/20 Slough Station Area Manager’s

Office, Traffic Assistant’s

Office, And Red Star Parcels

Office

G.V. II

Station building. 1882, by J.E. Danks in a Second Empire style. Red brick with grey

brick and stone dressings and lacing courses. Central and outer blocks with laminated

timber pavilion roofs clad in zinc fish-scale tiles with rope moulded ridge flashing, and

linking blocks with corrugated iron roofs. Plan consists of central block and 2 smaller

flanking pavilions with linking blocks. Central block: one storey. Unfluted pilaster strips

rising to dentil cornice and moulded gutter with acroteria above; 3 oeil de boeuf attic

windows with shells above, and wrought iron balustraded surround to central flat part of

roof. 4 bays; centre-hung casements, paired in 2 central bays, and half glazed double

doors in left-hand bay. Linking blocks: each has one ridge stack with oversailing top. 4

bays; centre-hung casements, either paired or singly; half glazed double doors in right-

hand bay of left-hand block, and 2 wooden gates in right-band bay of right-hand block.

Continuous canopy in front of central and lining blocks supported on open cast iron

brackets. Outer blocks: one storey. Unfluted pilaster strips rising to dentil cornice and

moulded gutter with trefoiled acroteria above; 3 oeil de boeuf attic windows with shells

above; wrought iron balustraded surround to central flat part of roof; end stacks on

inner faces with oversailing tops, 3 bays; tall paired centre-hung casements. B.O.E.

(Bucks), p.238; The History of Slough Maxwell Fraser, Slough Corporation, 1973, p.52

and p.145.



SU 98 SE SLOUGH BRUNEL WAY (north side) 2/19 Island Platform Building

Approximately 25 Metres To North Of Slough Station Booking Hall, Booking Office, And Travel Centre

G.V. II Station building. Circa 1882. Red brick with grey brick and stone lacing courses and dressings, and slate roof. One storey. Segmental headed doors and windows. Canopy to north and south, extending to west, supported by fluted cast iron columns. Included for group value.



10. Appendix 2: Conservation Bibliography - Beckett, Derrick, Brunel’s Britain, 1984, David and Charles

- Biddle, Gordon, Britain’s Historic Railway Buildings, 2003, Oxford University Press, p68

- Fraser, Maxwell, The History of Slough, Slough Corporation, 1973, p.52 and

- Pevsner, Nikolaus, Buckinghamshire, (Buildings of England Series), p238



Route Window W17 Middlegreen Road, St Mary’s Road &

Trenches Bridges




1.1 Permanent Works 279 1.2 Temporary Works 279 1.3 Results of Scoping Exercise 280


3. Impact of the Scheme 288 3.1 Listed Buildings and their Setting 288 3.2 Conservation Areas 288 3.3 Landscape / Townscape 288 3.4 Visual Impacts 290





Route Window W17 Middlegreen Road, St Mary’s Road & Trenches Bridges 1. Description of the Works 1.1 Permanent Works New overhead line equipment will be provided along the Crossrail route. In order to

accommodate the OHLE, bridge modifications will be required. The brick arches of both

Middlegreen Road (Langley Down) bridge and St Mary’s Road (Church Lane) bridge will be

demolished and replaced with new bridge decks. Trenches footbridge will be partially

demolished and a new two-span steel superstructure erected.

1.2 Temporary Works Middlegreen Road bridge works will take about three and half months to complete. Utilities

will first be diverted across a temporary utilities bridge. The main bridge works will involve

demolition of the brick arches, installation of new pre-cast concrete arch units, in-fill and

concreting over the arch units, provision of new parapets, reinstatement of track ballast, re-

laying of utilities and finishing works. Works will be undertaken from a site on the northwest

corner of the bridge. The worksite will be served by eight lorries per day during the five week

peak construction period and typically by six per day at other times.

St Mary’s Road bridge works will take about seven months to complete. A temporary

pedestrian/services bridge will be provided before the existing bridge is demolished.

Construction of the new bridge will then involve provision of the piers and the south

abutment, prior to the installation of bedstone units and concrete beams. Finishing works will

include the provision of bridge decks and parapets. On completion, the temporary bridge will

be removed. Works will be undertaken from a site on the southwest corner of the bridge. The

worksite will be served by 12 lorries per day during the 12 week peak construction period and

typically by eight per day at other times.

Trenches footbridge works will take a little over six months to complete. Demolition of the

existing superstructure will be undertaken, while retaining the brick abutments and pier.

Bedstone units will then be cast into place before the new bridge is lifted into position and

finishing works are completed. Only about two lorries per day will serve the worksite

throughout the construction period.

Transport of materials to and from all of the bridge worksites will be by road.



1.3 Results of Scoping Exercise


undertaken (see introductory section to this volume). Works art St Marys Road Bridge and

Trenches Bridge were not considered to result in any significant impacts and consequently

have not been assessed in detail. Middlegreen Road Bridge is dealt with below.

All three of these bridges are surviving Brunel bridges. They are considered in detail in the

Assessment of Archaeology Impacts – Technical Report.




2.1 Local context

Middlegreen Road Bridge is located on the northern edge of the built-up area of Slough. To

the north, between the railway and the Grand Union Canal (Slough Arm), a playing field lies

to the west of Middlegreen Road. This open space is adjoined to the west by the residential

area of Goodman Park.

The Middlegreen Trading Estate, comprising a range of industrial and warehouse buildings

probably dating from the 1930s, lies to the east of the road. The area north of the canal

comprises countryside that retains a relatively intact field pattern, but which has been altered

by urban fringe features such as power lines, nurseries and residential properties, especially

around Middle Green.

Apart from an area of mature woodland to the west of Middlegreen Road, the area south of

the railway is wholly urban. It comprises mainly residential streets, with some community

uses such as schools. Housing is of mixed age and type, including typical 1930s semi-

detached dwellings in Cherry Avenue, more recent (probably around 1970) detached

housing in Halkingcroft, and older detached dwellings in Langley Road.

The railway generally runs at grade through this area, with roads such as Middlegreen Road

ramping up to cross over the line.

The Townscape Character Baseline Plan for Middlegreen Road Bridge Drawing No. 1E0416-

W1E00-E00-F-00017 identifies the locations of key buildings and landmarks in the local

landscape / townscape, local views, pedestrian and vehicular movement corridors,

townscape character areas, urban gateways / nodes and the landscape planning

designations that relate to the work sites and their surroundings. This plan also illustrates

the extent of the work sites for both the temporary and permanent works.

Middlegreen Road bridge is one of nine surviving Brunel bridges on the Western Route. They

are considered in detail in the Assessment of Archaeology Impacts – Technical Report.




There are no listed buildings within the approximate zone of visual influence of the works.


There are no Conservation Areas within the vicinity of the works.




pattern. Three main character areas may be identified:

- the mainly residential area that lies to the south of the railway and west of the playing

field;

- the playing field and countryside to the north of the railway; and

- the Middlegreen Trading Estate.

The area of woodland to the south of the railway is in many ways distinctive in its own right,

due to the relative absence of other woodlands in the vicinity. However, in visual terms it is

most strongly associated with the rural landscape to the north.


There are no key built features in the area. Thames House, the main building within the

trading estate, presents a distinctive brick facade to the railway, and is prominent from

residential properties to the south. However, it is not regarded as a key townscape feature.

Vegetation is the most important landscape resource in terms of its influence on character

and views. The most prominent vegetation comprises:

- The area of woodland bounded by Halkingcroft, Middlegreen Road and the railway;

- Mature scrub/semi-mature tree (ash, sycamore etc) along much of the road embankment;



- A mix of coniferous hedges and semi-mature trees along the rear boundary of properties

in Cherry Avenue;

- Mature, but gappy hedgerows along Middlegreen Road north of the railway;

- Mature scrub along parts of the railway corridor; and

- Semi-mature trees (poplar etc) along the boundary between the railway and the playing

field.


There are no strategic views in the vicinity of the site. No local views are regarded as key to

the extent that they are particularly sensitive or provide exceptional viewing opportunities.


Middlegreen Road is an unclassified road that links the built-up area of Slough/Langley, to

the south, with George Green and surrounding countryside to the north. The road does not

appear to be an important pedestrian route.

A number of footpaths traverse the rural area north of the canal. The playing field appears to

provide a pedestrian route between Middlegreen Road and Goodman Park. The canal

towpath is probably of local importance as a pedestrian/cycle route for dog-walking etc. The

area of woodland is also publicly accessible.


The playing field, and the woodland between Halkingcroft/Middlegreen Road/the railway, are

designated as “important open space” and Metropolitan Green Belt.










Views towards the railway corridor are defined mainly by the surrounding land uses and

vegetation. In most cases, the ZVI is defined by the “front rank” of nearby properties or by

vegetation along the perimeter of the railway corridor. Where the railway is adjoined by open

land, and such vegetation is absent, views generally extend no further than the first field

boundary/hedgerow.

To the west of Middlegreen Road, northward views are obstructed to varying degrees by

vegetation along the railway corridor and around the perimeter of the playing field mainly a

belt of sycamore and hawthorn. Gaps in this vegetation allow views to extend to the

hedgerow/trees along the canal.

Southward views are blocked by the area of woodland and by properties and garden

vegetation in Ravens Field and Halkingcroft.

Views extend westwards along the railway to the Uxbridge Road bridge and tall buildings

within the town centre.

To the east of Middlegreen Road, northward views are blocked by the buildings of the trading

estate. Southward views extend to the facades of properties in Cherry Avenue, with varying

degrees of obstruction by vegetation along their rear boundary.

Views of the bridge itself are screened to varying degrees by vegetation on the road

embankments to either side.



- Occupants of residential properties in Goodman Park that look eastwards across the

playing field;

- Users of the playing field and the canal towpath;

- Users of Middlegreen Road;

- Employees on the trading estate;

- Occupants of residential properties in Ravens Field and Halkingcroft;

- Users of the woodland;

- Occupants of residential properties in Cherry Avenue; and

- Occupants of residential properties on the eastern side of Middlegreen Road.



2.6 Sensitivity


Built-Up Areas

The trading estate is of low sensitivity to change, because of its functional character and its

robust pattern of relatively large-scale buildings and spaces. Features associated with the

railway construction works would be expected to be unremarkable within this setting. New

railway infrastructure is also unlikely to be intrusive within an industrial context.



susceptible to adverse impacts from the introduction of larger-scale features. The number of

potential receptors, coupled with the amenity value of views from dwellings and gardens,


Open Land

The playing fields and the countryside to the north are potentially highly sensitive to change,

due to their relative degree of visual exposure and the contrast with which new construction

or infrastructure features may be perceived.


Table W17.1: Visual Receptors (Middlegreen Road Bridge Works) below identifies the key

receptors who are likely to obtain views of the proposed temporary and permanent works,


or permanent works.

Table W17.1: Visual Receptors for the Middlegreen Road Bridge Works

Receptor


Type of View

Dire

ct V

iew

Obl

ique

Vie

w

Tem

pora

ry

Wor

k Si

tes

Perm

anen

t W

orks

Sensitivity of

Receptors

1 Occupants of Residential properties in Goodman

Upper floors High



Receptor


Type of View

Dire

ct V

iew

Obl

ique

Vie

w

Tem

pora

ry

Wor

k Si

tes

Perm

anen

t W

orks

Sensitivity of

Receptors

Park 2 Users of the playing field Ground Moderate 3 Users of canal towpath Ground Moderate

4 Users of Middlegreen Road Ground Low

5 Users of the trading estate Ground Low

6 Occupants of residential properties in Ravens Field/Halkingcroft

Upper floors High

7 Users of the woodland Ground Moderate

8 Occupants of residential properties in Cherry Avenue


High

9 Occupants of residential properties in Middlegreen Road


High


occupants of up to 30 residential properties may experience views of the works. These may

be summarised as follows:

- 10 properties in Goodman Park;

- 5 properties in Raven Field/Halkingcroft;

- 10 properties in Cherry Avenue; and

- 5 properties in Middlegreen Road.

Views from properties in Goodman Park will be across the playing field, over distances of

between 300-400m, and will in many cases be partially obstructed by vegetation along the

perimeter of the railway corridor.

Views from properties in Raven Field/Halkingcroft will be over distances of 150-300m and will

be largely obstructed by the woodland in summer.

Views from properties in Cherry Avenue will be over distances of between 30-100m and

most will be obstructed to varying degrees by vegetation along the rear garden boundary.



Views from properties in Middlegreen Road will be over distances of between 75-150m and

will in most cases be obstructed by vegetation along the road frontage.

Users of the playing field, the canal/towpath and nearby footpaths, will also experience views

of the works, and are considered to be of generally moderate sensitivity.

The remaining receptors in the area – including users of the trading estate and Middlegreen

Road, will be of low sensitivity.



activities.









The temporary work site will be located within part of the playing field to the north-west of the

bridge. It is assumed that part of the mature scrub/semi-mature trees that occupy the road

embankment closest to the bridge will need to be cleared.

The works propose demolition of the existing bridge, and its replacement with a structure

formed of “con-arches”.

In addition to the usual range of features, it is assumed that the construction works may

require some larger-scale equipment such as mobile cranes and concrete pumps.


The temporary works will occupy part of the playing field, which is designated as important

open space and Metropolitan Green Belt. However, only a small part of the playing field will

be affected, and for the duration of the construction period only; it is assumed that the work

site will be restored to amenity grassland. There will be no long-term affect on the character

of this area.

The works will take place within the setting of the area of woodland to the south-east.

However, no loss of trees from within this area is proposed, and the new bridge will not

represent a significant change to the character of its setting. The long-term effect is

therefore not considered to be significant.




Large-scale construction features such as cranes will be visible across parts of the

surrounding area and along the railway corridor. The impacts of the temporary works on

landscape / townscape character areas may be summarised as follows:

- A moderate impact on the playing field/countryside character area.

- A minor impact on the trading estate.

- A moderate impact on the residential area (east of Middlegreen Road).

- A minor impact on the Goodman Park residential area.

- A minor impact on the Ravens Field/Halkingcroft residential area.

- A moderate impact on the woodland area.

None of these impacts will alter the character or setting of the character areas to any

fundamental degree, and they are not considered to be significant.

As stated above, it is assumed that vegetation may be lost from the sections of the road

embankment closest to the bridge. This vegetation is influential in framing and partially

screening views of the bridge, particularly from the nearest properties in Cherry Avenue and

Middlegreen Road.

However, the vegetation is not critical in landscape terms, and it is reasonable to assume

that similar re-growth of scrub and secondary woodland will occur on the embankment

slopes. The loss of vegetation is therefore not considered to have a significant effect on the

character of the area.

The permanent works will essentially represent a like-for-like replacement of the existing

bridge, albeit in a different design aesthetic and materials. The net effect (taking account of

the loss of screening vegetation) will probably be to increase the prominence of the bridge as

a local feature.

However, the visual influence of the bridge is unlikely to be extended substantially, and the

role of railway infrastructure within the landscape will remain essentially unchanged. The

overall effect on landscape character is not considered to be significant.



3.4 Visual Impacts

The Visual Appraisal Plan for Middlegreen Road Bridge Drawing No. IE0316-W1E00-E00-F-



would be obtained.



(Middlegreen Road Bridge Works).

Table W17.2: Potential Temporary Impacts on Receptors (Middlegreen Road Bridge)


Sensitivity of

Receptors


Significance

1 Occupants of 10 residential properties in Goodman Park High Minor NSIG

2 Users of the playing field Medium Moderate NSIG 3 Users of canal towpath Medium Minor NSIG 4 Users of Middlegreen Road Low Major NSIG 5 Users of the trading estate Low Moderate NSIG

6 Occupants of 5 residential properties in Ravens Field/Halkingcroft High Minor NSIG

7 Users of the woodland Medium Minor/ Moderate NSIG

8 Occupants of 5 residential properties in Cherry Avenue High Major/ Moderate SIG (-)

9 Occupants of another 5 residential properties in Cherry Avenue High Moderate/ Minor NSIG

10 Occupants of one residential property in Middlegreen Road High Moderate SIG (-)

11 Occupants of another 4 residential properties in Middlegreen Road High Minor NSIG

Temporary significant effects are predicted for the occupants of about six residential

properties. These are No. 38 Middlegreen Road and Nos. 23, 23a, 24, 25 and 26 Cherry

Avenue.

The significance of the effect results from the proximity of these properties to the works, the

likely prominence of the bridge and road embankment in views from them, and the assumed

impact of vegetation loss.



In all other cases, effects are not considered to be significant. Whilst the works will be visible

from properties in Goodman Park, their impact will be mitigated by the combination of

viewing distance and screening by vegetation. Similarly, the impact on views from properties

in Ravens Field/Halkingcroft will be largely mitigated by screening.

The remaining receptors are of low or medium sensitivity, and the magnitude of the works

will be insufficient to trigger a significant effect.



(Middlegreen Road Bridge Works).

Table W17.3: Potential Permanent Impacts on Receptors (Middlegreen Road Bridge)

Receptor


Sensitivity of

Receptors


Significance

1 Occupants of 10 residential properties in Goodman Park High Minor NSIG

2 Users of the playing field Medium Moderate NSIG 3 Users of canal towpath Medium Minor NSIG 4 Users of Middlegreen Road Low Moderate NSIG 5 Users of the trading estate Low Minor NSIG

6 Occupants of 5 residential properties in Ravens Field/Halkingcroft

High Minor NSIG

7 Users of the woodland Medium Minor NSIG

8 Occupants of 5 residential properties in Cherry Avenue High Moderate NSIG

9 Occupants of another 5 residential properties in Cherry Avenue

High Minor NSIG

10 Occupants of one residential property in Middlegreen Road High Moderate NSIG

11 Occupants of another 4 residential properties in Middlegreen Road

High Minor NSIG



The permanent works are not predicted to give rise to any significant effects. This is based

on the assumption that the new bridge represents in essence a like-for-like replacement of

the old. Its role as a feature within views across the railway corridor will not change

fundamentally. This is especially the case for views in which the trading estate forms a

backcloth, notably from properties in Cherry Avenue). In addition, these views are mainly

oblique, and may not be obtained from ground-floor rooms.

Although it is assumed that tree loss from the road embankment may alter the character of

these views, intervening vegetation within private gardens will remain, and it is likely that

vegetation similar to the existing would become re-established on the embankment over

time. Vegetation lost to the works will be replanted.

The Year 1 predicted impacts are not considered to be significant for the reason given

above. After 15 years following completion of the works, there would be no change to the

townscape and visual effects of the scheme.



4. Summary






The construction works will have no more than a minor or moderate impact on landscape

character. Although they may be visually intrusive, their limited duration will mitigate against

any significant effect.

The permanent works will have a generally minor impact on landscape character. The new

bridge will in visual terms represent a like-for-like replacement of the existing structure; any

change in its role as a landscape feature will not be significant. The vegetation that may be

lost from the road embankment is not critical to the character of the area.

In accordance with the above, effects on the character or setting of the designated woodland

and playing field are not considered to be significant.

4.4 Visual Impacts

The construction works are considered to have a temporary significant impact on the amenity

of six residential properties in Cherry Avenue/Middlegreen Road. This is due to the proximity

and relative prominence of the works, (exacerbated by assumed vegetation loss), together

with the sensitivity of these receptors.


amenity, since the character of views from nearby properties will not change fundamentally.



5. Summary tables

There will be no impacts on listed buildings, the setting of listed buildings, Conservation

Areas or any other landscape / townscape designations in this route window.






Tabl

e W

17.4

: Sum

mar

y Ta

ble

of T

empo

rary

Impa

cts

(Mid

dleg

reen

Roa

d B

ridge

: Rou

te W

indo

w W

17)

R

oute

Win

dow

W17

– T

empo

rary

Impa

cts

at M

iddl

egre

en R

oad

Brid

ge

R

esid

ual I

mpa

ct

Wor

ks a

nd p

oten

tial i

mpa

ct

Sign

ifica

nce

Miti

gatio

n D

escr

iptio

n Si

gnifi

canc

e

Impa

ct o

n la

ndsc

ape

/ tow

nsca

pe c

hara

cter

: C

hara

cter

and

set

ting

of s

urro

undi

ng a

reas

wou

ld n

ot b

e la

rgel

y af

fect

ed.

Not

Sig

nific

ant

Non

e re

quire

d.

Loss

of s

ome

vege

tatio

n fro

m ro

ad e

mba

nkm

ent.

Tem

pora

ry w

orks

wou

ld b

e hi

ghly

vis

ible

in p

lace

s, b

ut

no fu

ndam

enta

l cha

nge

to

char

acte

r.

Not

Sig

nific

ant

Impa

ct o

n vi

sual

am

enity

of:

A

ppro

x. s

ix re

side

ntia

l pro

perti

es

Sig

nific

ant

Non

e pr

actic

able

V

eget

atio

n lo

ss a

nd

prox

imity

to th

e w

orks

S

igni

fican

t

Impa

ct o

n vi

sual

am

enity

of:

All

othe

r rec

epto

rs

Not

Sig

nific

ant

Non

e pr

opos

ed.

As

abov

e.

Not

Sig

nific

ant



Tabl

e W

17.5

: Sum

mar

y Ta

ble

of P

erm

anen

t Im

pact

s (R

oute

Win

dow

W17

: Mid

dleg

reen

Roa

d B

ridge

)

R

oute

Win

dow

W17

– P

erm

anen

t Im

pact

s at

Mid

dleg

reen

Roa

d B

ridge

Res

idua

l Im

pact

W

orks

and

pot

entia

l im

pact

Si

gnifi

canc

e M

itiga

tion

Des

crip

tion

Sign

ifica

nce

Impa

ct o

n ch

arac

ter a

reas

Fu

ndam

enta

l cha

ract

er o

f sur

roun

ding

ar

eas

will

be

unaf

fect

ed.

Not

Sig

nific

ant

Rep

lant

ing

of th

e ro

ad

emba

nkm

ent w

ould

be

unde

rtake

n.

New

brid

ge w

ill e

ssen

tially

re

plac

e ex

istin

g.

Veg

etat

ion

to b

e lo

st n

ot c

ritic

al

to la

ndsc

ape

char

acte

r. R

ole

of ra

ilway

infra

stru

ctur

e w

ill b

e la

rgel

y un

chan

ged.

Not

Sig

nific

ant

Impa

ct o

n vi

sual

am

enity

of n

earb

y re

side

nts

etc.

N

ot S

igni

fican

t N

one

requ

ired.

C

hara

cter

of v

iew

s ac

ross

ra

ilway

cor

ridor

will

not

cha

nge

fund

amen

tally

. N

ot S

igni

fican

t



6. Assumptions

- Temporary work sites will be returned to their previous condition and use (in this case, a

playing field).

- Some loss of vegetation from the road embankment will be unavoidable.

- 2.4 metre and 3.6 metre high timber hoarding around the perimeter of temporary and

permanent work sites.

- Desk-top studies and a number of site visits were undertaken during August 2004 and







7. References






Route Window W16 Langley Station





2. Baseline Assessment 304 2.1 Local context 304 2.2 Listed Buildings and their setting 305 2.3 Conservation Areas 305 2.4 Landscape / Townscape 305 2.5 Zone of Visual Influence 307 2.6 Sensitivity 308






Route Window W16 Langley Station 1. Description of the Works

1.1 Permanent Works

New overhead line equipment will be provided along the Crossrail route. Relief line platforms

at Langley station will be extended eastwards by about 42m to accommodate Crossrail

trains. The down main platform will be extended eastwards by 20m to allow for its use by

five-car Crossrail trains during designated maintenance periods for the relief lines. In

addition, some track works will also be required to the east of Langley station, with the

provision of a new junction for the Langley-West Drayton loop scheme (see Route Window

W15).

A new feeder station (Slough feeder station) will be required to supply the main power to the

railway. This will be located at a strategic location adjacent to high voltage power supplies,

on the north side of the railway north of Darwin Road. The feeder station will comprise a unit

of 23m by 8m.

1.2 Temporary Works

The station works will be undertaken from a worksite located within the vacant oil terminal on

the north side of the station. Transport of materials to and from the sites will be by road;

vehicle access will be from Langley Park Road. The worksite will be served by four lorries

per day during the six week peak construction period and typically by two per day at other

times.

The construction of the new junction arrangement will be undertaken during approximately

12 weekend possessions. The worksite for the track work will be located within the existing

railway boundary. Materials will be moved to and from the site by rail using existing lines.




2.1 Local context

Langley Station lies in the northern part of the built-up area of Langley and Slough. The

station is adjoined to the north by light industry and business uses, occupying a wedge of

land between the railway corridor and the Grand Union Canal (Slough Arm). These uses

comprise a mix of two-storey modern business premises (Langley Business Park) and older

industrial sheds, together with the vacant site of the former Total Oil depot.

To the east, these industrial uses give way to open agricultural land which extends on both

sides of the railway corridor to form the “rural gap” separating Langley / Slough from Richings

Park. The area to the north of the canal is also predominantly rural, open countryside

although it includes uses such as mobile home parks and is crossed by two high-voltage

power lines. A mature parkland landscape remains around Langley Park.

The built-up area to the south of the railway comprises a mix of mainly residential and

business uses. The Langley Business Centre, located directly south of the station, consists

of modern office and warehouse units up to three storeys high. To the west, beyond Station

Road, lies The Willow Tree public house and the residential area of Alderbury Road,

comprising mainly two-storey semi-detached dwellings dating from 1950-70. To the east lies

the residential area of Mead Avenue, comprising terraces of typical two-storey dwellings

dating from 1920-40.

Further south, lies the Harrow shopping centre and the campus of East Berkshire College.

The Townscape Character Baseline Plan for Langley Station, Drawing No. IE0416-WIE00-









The nearest listed buildings are Langley Hall and The Harrow, about 0.4km south of the

station. Langley Station is locally listed.


The nearest Conservation Area is the St. Mary’s Conservation Area, which lies about 0.8km

south-west of the station.



The area comprises five main character areas: Langley Gap, Langley Business / Commercial

Area, East Berkshire College, Maplin and Meadfield and Alderbury and Langley Road.

Langley Gap Character Area:

The Langley Gap (an area of open land to the north and east of Langley) is generally of

moderate landscape quality. More locally, it includes low quality areas, particularly to the

south of the canal, where field pattern and land use have been disrupted (e.g. by gravel

working), and high quality areas around Langley Park.

Langley Business / Commercial Character Area:

The Langley Business / Commercial Character Area comprises the business and industrial

areas between the railway and the canal (Langley Business Park), and Langley Business

Centre to the south of the station.

East Berkshire Character Area:

An institutional area (containing) East Berkshire College is located to the south-west of

Langley Business / Commercial Character Area.



Maplin and Meadfield Character Area:

Maplin and Meadfield Character Area is comprised of a mixture of predominantly semi-

detached homes of varying periods.

Alderbury and Langley Road (to the south of Langley Business Park) Character Area is

comprised of flats and houses ranging from 1970s to present day periods.

The built-up areas are of generally moderate townscape quality. Lower quality features such

as vacant land and the older industrial buildings are to some extent offset by the relatively

high quality townscape of the Business Park and the area around the college and St. Mary’s

Church. Most of the built-up area of Langley comprises residential estates that are typical of

the period and certainly of no more than moderate quality in townscape terms.


Langley Station is a locally distinctive building, assumed to be contemporaneous with the

railway. It is of whitewashed brick, two storey building, with a mansard roof.

The Langley Business Centre is also prominent, particularly the three-storey brick office

building closest to Station Road.

Vegetation is a locally important influence on views and townscape quality. The most

notable vegetation comprises:

- a group of mature chestnut, ash and pine to the north of the railway bridgedense semi-

mature trees and shrubs within the Business Park;

- mature ornamental shrubs (including evergreens) to the north of the Up Relief platform;

- dense scrub to the north of the station car park;

- semi-mature trees within and along the railway boundary of the Business Centre; and

- mature trees/scrub to the east of the Business Centre and to the rear of properties in

Mead Avenue.

In addition, mature trees and scrub largely define the route of the canal to the north and the

edge of the open land to the east.







The main movement corridor in the area comprises Station Road, which is a B-road

connecting Cowley and Iver, to the north-east, with the A4. Station Road passes beneath

the railway immediately to the west of the station.

All other roads in the area provide local access only, and are also the main pedestrian

routes. A public footpath runs to the south of the railway, connecting Mead Avenue with

Station Road. The canal towpath is a public right of way of local recreational importance.


There are no landscape planning designations in the vicinity.








The railway runs on a slight embankment in the vicinity of the station. To the west, the line

returns to grade, passing into a cutting to run beneath Trenches Bridge. To the east, this

embankment becomes more pronounced as the line approaches Chequers Bridge.



Surrounding land uses are the main determinants of visibility, with the industrial buildings to

the north and the business units to the south largely intercepting views in these directions.

Several of these buildings have no or very few windows. However, the office buildings,

notably that closest to the station in the Langley Business Centre and those in Langley

Business Park - provide several viewing opportunities.

Viewing opportunities extend along the railway corridor in both directions as

industrial/business uses are superseded by smaller-scale residential areas. The majority of

views from residential properties are oblique, are gained from the upper floors only and are

to varying degrees screened by intervening vegetation. Typically, the “front row” of

properties obstructs views from those behind.

Vegetation tends to reinforce, rather than replace, the role of buildings as a determinant of

views. The winter ZVI is not anticipated to differ significantly from the summer ZVI. The

longest-distance views are gained to the east, across open land, where the cranes of the

Bison concrete works are prominent.


- Offices in the Business Centre (south of the station) and the Business Park (west of

Station Road), and parts of their curtilage;

- Residential properties in Mead Avenue and Alderbury Road (mainly upper floors);

- Users of the public footpath to the south of the railway corridor;

- External parts of the industrial estate to the north;

- Future users of the Total Oil site (if this is redeveloped prior to the works taking place);

and

- The station car park, platforms, footbridge and passing/stationary trains.

2.6 Sensitivity


The surrounding townscape/landscape is generally of low to moderate sensitivity to change.



The station lies between two industrial/business sub-zones within the Langley character

area. These zones are characterised by medium-rise (2/3 storey) buildings, typically with a

substantial footprint, separated by largely functional spaces of similar scale (car parks,

service yards, access roads etc). The pattern of buildings, spaces (and, in some cases,

vegetation) absorbs the majority of views across these zones and can accommodate a

considerable degree of change without affecting their fundamental character.

The residential areas to the west and east are more sensitive to change, due to their smaller-

scale pattern of buildings and vegetation. The open land to the east has the highest

sensitivity, due to the relative absence of built features within it. However, this sensitivity is

tempered by distance from the works and by the degree of screening provided by vegetation.

Railway infrastructure is a locally important influence on the character of the area

immediately around the station, notably the station building, the footbridge and the Station

Road bridge. It should be noted, however, that the station, as a locally listed building, is

potentially sensitive to any change that might affect either its architectural integrity or the

character of its setting.


Table W16.1: Visual Receptors (Langley Station Works) below identifies the Key Visual

receptors which would obtain views of the proposed works, together with their sensitivity, the

type of views and whether the views are of the temporary or permanent works.

Table W16.1 :- Visual Receptors for the Langley Station Works

Receptor


Type of View

Dire

ct V

iew

Obl

ique

Vi

ew

Tem

pora

ry

Wor

k Si

tes

Perm

anen

t W

orks

Sensitivity of

Receptors

1 Occupants of Langley Business Centre

Upper level Low

2 Occupants of Langley Business Park

Upper level Low

3 Occupants of the industrial estate

Ground level Low

4 Occupants of approx. 5 properties in Mead Avenue

Upper levels High



Receptor


Type of View

Dire

ct V

iew

Obl

ique

Vi

ew

Tem

pora

ry

Wor

k Si

tes

Perm

anen

t W

orks

Sensitivity of

Receptors

5 Occupants of approx. 10 additional properties in Mead Avenue

Upper level High

6 Occupants of approx. 5 properties in Alderbury Road

Upper level High

7 Users of the footpath south of the station

Ground level Moderate

8 Users of the station Ground level + footbridge

Moderate

Local residents will be the most sensitive group of receptors. However, viewing opportunities

are confined to upper floors only and about 75% of the views are oblique. They are also

screened to varying degrees; from Mead Avenue by trees and scrub within the railway

corridor, in rear gardens and around the perimeter of the Business Centre; and from

Alderbury Road by The Willow Tree pub, by nearby vegetation and by the buildings within

the Langley Business Centre.


from their homes and when they use the station).

Direct views of the works will be obtained from the station itself, from nearby business

premises and from the footpath to the south of the railway. In these cases, receptor

sensitivity is assumed to be low and/or medium.





There will be no impacts on listed buildings or their setting in this route window. Langley Hall

and The Harrow public house are too distant from the site to be affected, even indirectly.


The St. Mary’s Conservation Area is too distant from the site to be afected by the works,

even indirectly.


The works at the station would require the demolition of a single-storey operational building

at the eastern end of the island platform. A small area of scrub and ruderal vegetation within

the railway corridor and adjoining the public footpath would also be removed. The temporary

work site within the car park would not require the removal of any landscape features. No

part of the locally listed station building would be demolished or altered.

The temporary construction works represent a negligible magnitude of impact on a

townscape of moderate to low sensitivity and moderate quality. The permanent work would

result in similar limited impacts.

The building to be demolished and the vegetation to be removed during construction are not

important influences on the character of the area.

Some of the construction works elements will be relatively prominent, e.g. mobile cranes,

portacabins. However, they will be present for a limited period and will have no long-term

impact on landscape character. Their effect is therefore not considered to be significant.

The permanent works will be seen within the context of other railway infrastructure, including

the existing footbridge. It will have no more than a minor impact on the adjoining parts of the

Langley character area, and its visual influence will scarcely be felt within the Langley gap to

the east. Its effect is therefore not considered to be significant.



3.4 Visual impacts

The Visual Appraisal Plan for Langley Station Drawing No. 1E0316-WIE00-E00-F-00016

illustrates the approximate Zone of Visual Influence for both the proposed temporary works

and proposed permanent works, and identifies the principal locations from which views of the







(Langley Station Works).

Table W16.2: Potential Impacts on Receptors for Langley Station Temporary Construction Works

Receptor


Sensitivity of

Receptors


Significance

1 Occupants of between 10-15 residential properties in Mead Avenue

High Moderate NSIG* see below

2 Occupants of approx. 5 residential properties in Alderbury Road

High Low NSIG

3 Occupants of Telewest + SCC buildings, Langley Business Centre

Low High NSIG

4 Occupants of other units in Langley Business Centre Low Moderate NSIG

5 Occupants of Langley Business Park Low Low NSIG

6 Users of the footpath south of the station Low Moderate NSIG


No residential properties will have direct views of the works. The nearest such properties, in

Mead Avenue, will have oblique views only, probably confined to upper floors. Receptors

who live in or use the area can be assumed to be habituated to a certain degree to the

impact of railway maintenance and construction activities.



The construction works would not have a significant impact on visual amenity. The greatest

degree of impact would affect receptors of low sensitivity (occupants of the business

premises). The impact on highly sensitive receptors (local residents) would be no more than

moderate, and would be qualified by constraints on visibility and by the limited duration of the

works. For these reasons it is considered that these receptors would not have a significant

impact on their visual amenity.



(Langley Station).

Table W16.3 :- Potential Impacts on Receptors for Langley Station Permanent Works

Receptor


Sensitivity of

Receptors


Significance

1 Occupants of between 10-15 residential properties in Mead Avenue

High Low NSIG

2 Occupants of approx. 5 residential properties in Alderbury Road

High Low NSIG

3 Occupants of Telewest + SCC buildings, Langley Business Centre

Low High NSIG

4 Occupants of other units in Langley Business Centre Low Moderate NSIG

5 Occupants of Langley Business Park Low Low NSIG

6 Users of the footpath south of the station Low Moderate NSIG


Permanent impacts on visual amenity are not considered to be significant. The occupants of

between 15-20 residential properties which overlook the railway corridor are likely to see the

works. However, visibility will be constrained and the fundamental character of these views

will be unchanged.

The Year 1 predicted impacts are not considered to be significant. After 15 years, following

completion of the works, there would be no changes to the townscape and visual impacts.




The assessment has taken account of all the works within this route window and there are no

additional works outside the rail corridor which would lead to cumulative impacts of the

scheme.

Within the W15 Route Window works associated with Chequers Bridge have been assessed

comprehensively and the findings set out in Report Number 1E0316-W1E00-00015. The

work associated with the embankment widen and new track will be potential visible in

conjunction with the works at Langley Station. However, due to the separation distance

between the work site, it is considered that the magnitude of cumulative impacts of both the

temporary and permanent works will be negligible and not significant.



4. Summary







Neither the building to be demolished nor the vegetation that would be lost are visually

important. There would be no long-term impact on the adjoining character area. The listed

station building would not be directly affected, and the impact on its setting would not be

significant.

The permanent features of the works would reinforce the existing influence of railway

infrastructure, and would not have a significant effect on landscape / townscape character.

4.4 Visual Impacts

Of most potential concern is the impact on some residents of Mead Avenue where properties

look out across the rail corridor to open land and the vacant oil depot site. Although the

construction works are likely to be clearly visible, and receptor sensitivity is assumed to be

high, actual views are oblique, will probably be confined to upper floors and in summer will

be screened to varying degrees by vegetation. Since the works will be of limited (five

months) duration, and will not fundamentally change the character of these views, the impact

on visual amenity is not regarded as significant.

The temporary works will be clearly visible from the public footpath to the south and there will

be direct views of the platform works. Since the works will be of limited duration, and will not

fundamentally change the character of these views, the impact on visual amenity is not

regarded as significant.



The permanent works will represent, at most, only a moderate impact on these views, the

essential character of which will be unaffected. The qualifications on visibility, as described

above, would continue to apply in the long-term. Taken together, the effect on visual amenity

is not considered to be significant.

Neither the construction works or permanent works will result in any significant impacts on

visual amenity.



5. Summary tables


Areas in this route window; hence these are not included within the summary tables.

Predicted impacts at on landscape / townscape and visual amenity are summarised in Table

W16.4: Summary Table of Temporary Impacts and Table W16.5: Summary Table of




Tabl

e W

16.4

: Sum

mar

y Ta

ble

of T

empo

rary

Impa

cts

(Rou

te W

indo

w W

16)

R

oute

Win

dow

W16

– T

empo

rary

Impa

cts

R

esid

ual I

mpa

ct

Wor

ks a

nd p

oten

tial i

mpa

ct

Sign

ifica

nce

Miti

gatio

n D

escr

iptio

n Si

gnifi

canc

e

Impa

ct o

n ch

arac

ter a

reas

To

wns

cape

/land

scap

e qu

ality

is n

o m

ore

than

mod

erat

e an

d its

ove

rall

char

acte

r wou

ld n

ot b

e af

fect

ed.

Not

Sig

nific

ant

As

abov

e.

Dem

oliti

on o

f tra

cksi

de

build

ing

loss

of l

ow q

ualit

y sc

rub

vege

tatio

n

Not

Sig

nific

ant

Impa

ct o

n vi

sual

am

enity

of:

Occ

upan

ts o

f bet

wee

n 10

-15

prop

ertie

s in

Mea

d A

venu

e +

5 pr

oper

ties

in A

lder

bury

Roa

d.

Not

Sig

nific

ant

3.6

and

2.4

met

re h

igh

hoar

ding

aro

und

cons

truct

ion

wor

ks c

ompo

und

Non

e: im

pact

will

cea

se

whe

n co

nstru

ctio

n is

co

mpl

ete.

N

ot S

igni

fican

t

Impa

ct o

n vi

sual

am

enity

of:

All

othe

r rec

epto

rs (o

ccup

ants

of b

usin

ess

prem

ises

, us

ers

of th

e fo

otpa

th s

outh

of t

he s

tatio

n et

c)

Not

Sig

nific

ant

3.6

and

2.4

met

re h

igh

hoar

ding

aro

und

cons

truct

ion

wor

ks c

ompo

und

Non

e: im

pact

will

cea

se

whe

n co

nstru

ctio

n is

co

mpl

ete.

N

ot S

igni

fican

t



Tabl

e W

16.5

: Sum

mar

y Ta

ble

of P

erm

anen

t Im

pact

s (R

oute

Win

dow

W16

)

R

oute

Win

dow

W16

– P

erm

anen

t Im

pact

s

Res

idua

l Im

pact

W

orks

and

pot

entia

l im

pact

Si

gnifi

canc

e M

itiga

tion

Des

crip

tion

Sign

ifica

nce

Impa

ct o

n ch

arac

ter a

reas

: S

light

incr

ease

in v

isua

l inf

luen

ce o

f rai

lway

in

frast

ruct

ure,

but

will

not

affe

ct o

vera

ll ch

arac

ter o

f are

a.

Not

Sig

nific

ant

Non

e pr

opos

ed

Intro

duct

ion

of n

ew ra

ilway

in

frast

ruct

ure.

N

ot S

igni

fican

t

Impa

ct o

n vi

sual

am

enity

of:

Occ

upan

ts o

f up

to 2

0 re

side

ntia

l pr

oper

ties;

occ

upan

ts o

f bus

ines

s pr

emis

es; U

sers

of s

tatio

n, n

earb

y fo

otpa

th

etc

Not

Sig

nific

ant

Non

e pr

opos

ed

Incr

ease

in v

isib

ility

of r

ailw

ay

infra

stru

ctur

e, b

ut c

hara

cter

of

view

s, h

ence

the

amen

ity o

f re

cept

ors,

will

not

cha

nge

fund

amen

tally

.

Not

Sig

nific

ant



6. Assumptions

- Assumed that the temporary works site will be restored to its previous use and condition

as a paved car park.

- It is proposed that 2.4 and 3.6 metre high hoarding will be used to mitigate the demolition

works and reduce the visual effects during the construction stages.








7. References

- ES Route Window W 16





Route Window W15 Dog Kennel Bridge




1.1 Permanent Works 327

1.2 Temporary Works 327

2. Baseline Assessment 329 2.1 Local context 329

2.2 Listed Buildings and their setting 330

2.3 Conservation Areas 330

2.4 Townscape 330

2.5 Zone of Visual Influence 332

2.6 Sensitivity 333

3. Impact of the Scheme 337 3.1 Listed Buildings and their setting. 337


3.3 Landscape/ Townscape 337

3.4 Visual impacts 338

3.5 Cumulative Impacts 341

4. Summary 343 4.1 Listed Buildings and their Setting 343


4.3 Townscape 343

4.4 Visual Impacts 343




Route Window W15 Dog Kennel Bridge 1. Description of the Works

1.1 Permanent Works

A new single track relief line will be constructed on the northern side of the alignment over

about 1.2 km between Chequer Bridge and Dog Kennel Bridge. This will link the existing

freight lines that exist to the west and east, so creating a continuous loop between Langley

and West Drayton stations and providing additional capacity both for freight and passenger

trains by increasing the route from four tracks to five along this section. To accommodate this

additional track, the embankment between Chequer Bridge and Dog Kennel Bridge will be

widened by approximately 7m.

At Chequer Bridge, a new single track railway bridge will be built to the north of the existing

structure to carry the new track over Hollow Hill Lane/Market Lane east of Langley.

Dog Kennel Bridge will be demolished.

1.2 Temporary Works

At Chequer Bridge, the work will take about one year and one month. Piled foundations and

abutments will be constructed and plinths installed before the new bridge superstructure is

erected. Works at the bridge will be undertaken from a site that extends between Hollow Hill

Lane and Dog Kennel bridge, located to the north of the railway. Materials for the bridge

works will be taken to and from the site by road. The worksite will be served by 64 lorries per

day during the 13-week peak construction period and typically by 44 per day at other times.

Construction plant required at the worksite will include a bulldozer, a lifting crane, excavators,

concrete vibrators, piling rig, compressors and generators.

The works at Chequer bridge will need to be preceded by the diversion of two gas mains and

an oil pipeline, which are currently located in the vicinity of the most easterly bridge support.

This will require an initial 10-month period of trench digging, pipe laying and backfilling. The

works will require a half road closure of Market Lane for a three week period and the use of

shuttle working. Works will be undertaken from a separate worksite.



The works at Dog Kennel Bridge will take about three months to complete. Works will be

undertaken from worksites located on the north and south sides of the bridge, adjacent to the

railway. The materials generated from demolition of the existing brick arch will be taken away

by road. Vehicle access to the worksites will be from North Park Road and from Market Lane.

The worksite will be served by four lorries per day including the 10 week peak construction

period.

Construction of the additional track will be undertaken during possession of the relief lines.




2.1 Local context

The railway passes through this area on embankment near the edge of Slough / Langley and

bridges over Market Lane. This embankment becomes less pronounced on the approach to

Iver Station and Riching Park where the line lies at grade or is in cutting. The Crossrail route

separates landscapes of contrasting character.

An area of open land comprising a large arable field and the Bison Concrete Works Site lies

immediately to the north of Dog Kennel Bridge, extending up to the Grand Union Canal. A

high voltage powerline runs to the north of the canal, beyond which is the Ridgeway Trading

Estate and a further area of open agricultural farmland and the village of Iver. To the north-

west, beyond Chequers Bridge lies a smaller arable field and the Mansion Caravan and

Mobile Home Site adjacent to the Grand Union Canal, beyond which is Iver Golf Course and

a cluster of residential developments near Iverdale Close on the B470.

To the south of the rail corridor lies an area of open agricultural farmland which separates

Richings Park from the built up areas of Slough / Langley on Market Lane to the west.

Richings Park is mainly a residential area, with a range of local shops and services situated

near the Iver Station and comprises detached and semi-detached two storey dwellings

typical of the 1920 – 1940 period together with blocks of flats near the Station. This area

contrasts with the built up edge of Slough / Langley which comprises mainly semi-detached

and terraced 1960s housing fronting Parlaunt Road and Market Lane and a modern housing

(1990s) estate of Maplin Park adjoining the rail corridor. A small group of terraced cottages

lie to the south of Chequers Bridge.

The Townscape Character Baseline Plan for the Slough / Langley to Richings Park Gap

Drawing No.1E0416-WIE00-E00-F-00015 identifies the locations of key buildings and


movement corridors, townscape character areas, urban gateways / nodes and the landscape

planning designations that relate to the work sites and their surroundings. The baseline plan

also illustrates the extent of the work sites for both the temporary and permanent works.

This bridge is one of nine surviving Brunel bridges on the Western Route. They are





There are no Listed Buildings within the approximate zone of visual influence of the works.


There are no Conservation Areas in the vicinity of the works.

2.4 Townscape


The area comprises three main character areas: Richings Park, Slough / Langley Gap and

Maplin Park Character Areas.

Richings Park Character Area:

The character of Richings Park is essentially that of a medium density suburb and is typical

of developments of the 1920 – 1940 period. Since it is largely surrounded by open land, it is

perceived as a discrete settlement in its own right. In townscape terms, Richings Park is an

area of moderate quality. Although it is not especially notable, it does not contain any

particular features that detract from its character and it has a strong vegetative western edge.

The Slough / Langley – Richings Park Gap:

The Slough / Langley Gap comprises an area of open agricultural farmland to the north and

east of the edge of Slough / Langley. The area is generally of moderate landscape quality.

More locally, it includes low quality areas to the south-east of the existing Dog Kennel bridge

(e.g. former gravel workings).

Maplin Park Character Area:

The Maplin Character Area comprises a mixture of predominantly semi-detached homes of

varying periods. The housing around Maplin Park, an area of public open space, dates from

the 1980s / 1990s with older terraced and semi-detached housing lying to the south of

Meadfield Road and Parlaunt Road, dating from the 1960s / 1970s.

The built up areas are generally of moderate townscape quality.




There are no built features of particular merit in the vicinity of the work sites. Features that

are distinctive or locally prominent comprise a number of cranes at the Bison Works and the

overhead pylons to the north of the Grand Union Canal. In addition, the railway line crosses

a relatively open landscape and forms a notable feature especially when trains are passing.

Vegetation is the most important landscape feature in the area in qualitative terms. The most


- the narrow belts of mature trees and scrubs located adjacent to the rail corridor;

- a line of mature trees along the Grand Union Canal;

- small group of scrub and trees within the open areas;

- dense belts of tree planting along the edge of Richings Park and south of North Park

Road on the edge of Richings Park Golf Course;

- scrub and trees of varying density on the open land to the north of Langley Station.

2.4.3 Strategic View and Key Local Views

There are no strategic views in the vicinity of the Site. No local views are considered to



Key vehicular movement corridors in the area comprise Market Lane, Hollow Hill Lane and

Mansion Lane to the north and Market Lane, Parlaunt Road and North Park to the south of

the railway corridor. Market Lane to the south of Chequers Lane is essentially an upgraded

lane that carries relatively heavy but mainly local traffic from the built up areas of Slough /

Langley. To the north of Chequers Bridge where Market Lane passes under the railway, the

narrow country lane character of the road persists. Viewing opportunities from the lane to

the north of the railway are constrained to varying degrees by hedgerows, whilst to the south,

there are open views across the farmland towards the railway. There are also opportunities

for open views towards the railway from sections of Parlaunt Road and North Park.



A public footpath extends from North Park road northwards following a farm track across the

open land and is carried over the railway by Dog Kennel Bridge. The path then continues

along the edge of the Bison Works up to the Grand Union Canal towpath.


There are no landscape designations in the vicinity of the works.


The approximate Zone of Visual Influence (ZVI) for the work site is determined by the


- the relationship of the railway to the surrounding area;

- the general character and arrangement of land uses;

- the proximity, scale and use of nearby buildings;

- the size and type of nearby vegetation; and

- the degree of enclosure of nearby pedestrian and vehicular routes.

The railway line is located on embankment for most of its length across the Slough / Langley

Gap. The embankment is pronounced at Chequers Bridge and reduces in height to the east

where runs into a cutting in the vicinity of Iver Station.

The built up areas of Slough / Langley (Maplin Park) to the south of the rail corridor provides

viewing opportunities from nearby housing areas. However, between the housing and

railway is a substantial bund, which effectively screens views from rear gardens and lower

windows and restricts views to those from upper storeys. The work site for the gas and oil

pipeline diversion will be visible from Chequers Cottages.

The built up areas of Richings Park also provides potential viewing opportunities from

housing adjoining the Slough / Langley Gap and rail corridor. However, the majority of the

western edge of the settlement is well vegetated and restricts views. This vegetation also

effectively defines the ZVI to the south-east. The presence of open land to the south and

north of the rail corridor offers theoretical viewing opportunities as far as Parlaunt Road and

North Park, the edge of Slough and Market Lane, and north as far as the canal and beyond

to the edge of Iver village.



To southern extent of the ZVI for the OHLE and track works is defined to the south-west by

the housing fronting Market Lane, to the south by the housing fronting Parlaunt Road and

vegetation along the northern edge of Richings Park Golf Course. Whilst to the west, it is

defined by the vegetation and housing on the edge of Richings Park.

The northern extent of the ZVI for the OHLE and track works is defined by the vegetation and

treebelts along the Grand Union Canal and Iver Golf Course to the north-west, to the north

by the treebelt along the canal in the summer with the ZVI extending slightly further north to

the field hedgerows and hedges on Mansion Lane and to the north-east by the vegetation

surrounding the Bison works in the summer and probably by the treebelt and industrial estate

adjacent to the Grand Union Canal to the north of this in winter.

The main potential sources of views for the works can be summarised as follows:

- Residential properties and some gardens, and roads / footways on the edge of Slough /

Langley including Chequers Cottages;

- Residential properties (mainly upper floors), some front gardens and sections of Parlaunt

Road and North Park;

- Some residential properties (mainly upper floors) and some gardens in Richings Park;

- Sections of the public footpath to the north and south of Dog Kennel Lane bridge;

- The adjoining and approaching sections of Market Lane and possible glimpsed views

from short sections of Hollow Lane and Mansion Lane looking south; and

- Residential properties and gardens in Mansion Caravan and Mobile Home Site adjoining

the Grand Union Canal.

2.6 Sensitivity


The surrounding townscape / landscape is generally of low to medium sensitivity to change.

The work sites for both the Dog Kennel Bridge, Chequers Bridge and track widen works

including pipeline diversions are located within the Slough / Langley – Richings Park Gap

character area. Although this area is largely open, its character is partly influenced by

vegetation and by features such as the Bison Works and elevated railway corridor. The gap

forms part of the wider pattern of open agricultural land, which has been altered by activities

such as gravel extraction and removal of hedgerows with the enlargement of the field



pattern. The character area is therefore considered to be of medium sensitivity to the scale

of proposed change.


Table W15.1 Visual Amenity Receptors (Slough / Langley – Riching Park Gap OHLE and

Dog Kennel Bridge and Chequers Bridge Works) below identifies the key visual receptors

which would obtain views of the proposed works, together with their sensitivity, the type of

views and whether the views are of the temporary or permanent works.

Table W15.1 Visual Amenity Receptors for the Slough / Langley – Richings Park Gap OHLE, Dog Kennel Bridge and Chequers Bridge.


Type of View

Dire

ct V

iew

Obl

ique

Vie

w

Tem

pora

ry

Wor

ks S

ite

Perm

anen

t W

orks


Chequers Bridge

1

Occupants of approximately 60 to 70 residential properties in Maplin Park (between Nos. 367 to 509 Maplin Park and 23 to 27 Southwold Spur and 36 to 41 Southwold Spur)

Upper Level High

2 Occupants of Chequers Bridge Cottages (7No.)

Ground / Upper Level

High

3

Occupants of approximately 26 residential properties fronting Market Lane (between Nos. 1 to 51)


High

4 User of Maplin Public Open Space

Ground Level Moderate

5 User of Market Lane Ground Level Moderate

6 User of footpath north and south of Dog Kennel Bridge





Type of View

Dire

ct V

iew

Obl

ique

Vie

w

Tem

pora

ry

Wor

ks S

ite

Perm

anen

t W

orks


7

Occupants of approximately 23 residential properties fronting Parlaunt Road (Even Nos.224 to 336) (Distant views)


High

Dog Kennel Bridge

8

Occupants of approximately 17 residential properties in Richings Park (Nos. 77 to 105 Bathhurst Walk and 10/11 St James Walk)

Upper Level High

9

Occupants of 11No. Mobile Homes situated on the south side of Mansion Caravan Park

Ground Level High

10 Users of Parlaunt Road and North Park (distant view)


11

Potential view from users of Hollow Lane and Mansion Lane (distant views)


The main receptors surrounding the works site are as follows:

- Occupants 60 to 70 residential properties (mostly flats) in Maplin Park potentially

experiencing views of the OHLE and Chequers Bridge widening works;

- Occupants of Chequers Bridge Cottages would experience views of the OHLE and

temporary construction works associated with the widening of the bridge. They would not

experience views of the permanent works as these are screened by the embankment;

- Users of Market Lane (mainly drivers and passengers) who will mainly experience views

of the OHLE, bridge widening and embankment widening works when approaching from

the north. It is unlikely that they would experience these works when viewed from the

south apart from the use of cranes and machinery and the permanent OHLE works.



- Users of Dog Kennel Bridge and sections of the public footpath to the north and south

(mainly pedestrians and farmer workers) who are likely to experience views of the OHLE

and Dog Kennel Bridge works; and

- Occupants of the Mobile Homes on the south side of Mansion Caravan Park who would

experience open views across the open arable field towards the Chequers Bridge

widening works, embankment widening works and OHLE.

Local residents will be the most sensitive group of receptors. It should be noted that some

receptors may experience recurrent views of the works (e.g. from their homes or when they

drive / walk along Market Lane or use the public footpath).

In several cases, potential views of the works are likely to be screened by vegetation, and

will only be experienced during the winter. For example, southward distant views from

Market Lane / Hollow Lane and Mansion Lane. The existing railway embankment and

retained vegetation on the south side of the rail corridor will tend to restrict and screen views

when seen from vantage points to the south.




3.1 Listed Buildings and their setting.




3.3 Landscape/ Townscape

3.3.1 Impacts on Character Areas

The construction works would have two main impacts on landscape character: the removal of

vegetation and the temporary presence of construction plant and associated features.

The vegetation to be removed for the bridge works and embankment widening works,

comprises scrub and trees generally of poor quality which are not visually significant,

although they assist in screening some views. Whilst vegetation is a notable feature in the

landscape and is an influence on the overall character of the area, the removal of the

vegetation along the northern side of the rail corridor, is not considered to be significant. In

addition it is assumed that the planting would be reinstated on the new slope to the

embankment and in the long term, this would replicate the existing vegetation. The impact

on character at both bridge sites and along a relatively short section of track is not


Some of the construction features themselves will be relatively prominent e.g. mobile cranes

and portacabins etc. in this open landscape. However they will be present for a short period

and will have no long-term impact on landscape character. Their effect is therefore not


The permanent works at each bridge site will involve the widening of the Chequers Bridge

with an additional span and the demolition and removal of the Dog Kennel Bridge. Whilst the

proposed works will result in a noticeable change, views of the Chequers Bridge widening

works are generally restricted to local views from areas to the north and Market Lane itself.

The removal of Dog Kennel Bridge will result in a noticeable change in views of the existing



bridge. However views are restricted mainly to the rail corridor and any change experienced

will be very localised. The effect on landscape character will be no more than minor and will

not be significant.

3.4 Visual impacts

The Visual Appraisal Plan for the Slough / Langley – Richings Park Gap OHLE and

Chequers / Dog Kennel Bridges Drawing No.10316-WIE00-E00-F-00015 illustrates the

approximate Zone of Visual Influence for both the proposed temporary and permanent

works. It also identifies the principal locations from which views of the development would be

obtained.


during which they will occur. In addition nearby receptors will to a certain degree be tolerant


The magnitude of visual impact from both the temporary and permanent works associated

within the construction of the OHLE is considered to be low to moderate for up to 105

properties at Maplin Park / Southwold Spur / Chequers Cottages / Market Lane / Mansion

Caravan Park and at Richings Park (Bathurst Walk and St James Walk). In most of these

cases the properties are located close to the railway (within 50 metres) and potentially could

experience direct and relatively unobstructed view especially during the winter.

Although the OHLE construction and its permanent features are likely to be visible to these

receptors, the works will not change the character of these views to a fundamental degree.

The existing embankment and bridges together with passing trains will continue to be the

main influence on these views. Consequently the effects on visual amenity due to the OHLE

are not considered to be significant. Similarly where a low degree of impact is predicted to

occur such as in the longer distance views from Parlaunt Road and North Park, the effect is

also not considered to be significant. The precise degree of impact on each group of

receptors has therefore not be tabulated.

In relation to the bridge and embankment widening works, the magnitude of visual impact

that would be generated by the temporary works on each receptor group is identified in Table

W15.2 Potential Temporary Impact on Receptors (Slough / Langley – Richings Park Gap,

Embankment Widening / Pipeline Diversion / Chequers Bridge Works and Dog Kennel

Bridge Works).



Table W15.2 – Potential Temporary Impacts on Receptors (Slough / Langley – Richings Park Gap, Embankment Widening / Pipeline Diversion / Chequers Bridge and Dog Kennel Bridge Works)

Receptors Sensitivity

of Receptors


Significance

Chequers Bridge

1 Occupants of between 60-70 residential properties in Maplin Park and Southwold Spur

High Moderate SIG (-)

2 Occupants of Chequers Bridge Cottages High Moderate SIG (-)

3 Occupants of approximately 26 residential properties on Market Lane High Low NSIG

4 Users of Maplin Public Open Space Moderate Low NSIG 5 Users of Market Lane Moderate Major SIG (-)

6 Users of the public footpath north and south of Dog Kennel Bridge Moderate Low NSIG

7 Occupants of approximately 23 residential properties fronting Parlaunt Road (distant views)

High Low NSIG

8 Occupants of approximately 17 residential properties in Richings Park

High Low NSIG

9 Occupants of 11 mobile homes at Mansion Caravan Park High Moderate SIG (-)

Dog Kennel Bridge

1 Occupants of approximately 6 residential properties on Southwold Spur (distance view)

High Low NSIG

2 Occupants of Chequers Cottage (distance view) High Low NSIG

3 Occupants of residential properties on Market Lane 26No. (distance view)

High Low NSIG

4 Users of Maplin Public Open Space (distant view) Moderate Low NSIG

5 User of Market Lane (distant view) Moderate Low NSIG

6 User of the public footpath to the north and south of Dog Kennel Bridge

Moderate Major SIG (-)

7 Occupants of approximately 23 residential properties on Parlaunt Road (distant view)

High Low NSIG


High Low NSIG

9 Occupants of 11 mobile homes at Mansion Caravan Park High Low NSIG




group of receptors is identified in Table W15.3 – Potential Permanent Impacts on Receptors

(Slough / Langley – Riching Gap, Embankment Widening, Chequers Bridge and Dog Kennel

Bridge).

Table W15.3 – Potential Permanent Impacts on Receptors (Slough / Langley – Richings Park Gap, Embankment Widening, Chequers Bridge and Dog Kennel Bridge Works)


of Receptors


Significance

Chequers Bridge

1 Occupants of between 60-70 residential properties in Maplin Park and Southwold Spur

High Low NSIG

2 Occupants of Chequers Bridge Cottages High Low NSIG

3 Occupants of approximately 26 residential properties on Market Lane

High Low NSIG

4 Users of Maplin Public Open Space High Low NSIG 5 Users of Market Lane High Low NSIG

6 Users of the public footpath north and south of Dog Kennel Bridge Moderate Low NSIG

7 Occupants of approximately 23 residential properties fronting Parlaunt Road (distant views)

High Low NSIG


High Low NSIG

9 Occupants of 11 mobile homes at Mansion Caravan Park High Low NSIG

Dog Kennel Bridge

1 Occupants of approximately 6 residential properties on Southwold Spur (distance view)

High Negligible NSIG

2 Occupants of Chequers Cottage (distance view) High Negligible NSIG

3 Occupants of residential properties on Market Lane 26No. (distance view)


4 Users of Maplin Public Open Space (distant view) Moderate Negligible NSIG

5 Users of Market Lane (distant view) Moderate Negligible NSIG

6 Users of the public footpath to the north and south of Dog Kennel Bridge

Moderate Low NSIG




of Receptors


Significance

7 Occupants of approximately 23 residential properties on Parlaunt Road (distant view)




9 Occupants of 11 mobile homes at Mansion Caravan Park High Negligible NSIG

Temporary significant temporary effects are predicted for the Chequers Bridge Works and

embankment widening works on the visual amenities of about 60 to 88 residential properties

at Maplin Park / Southwold Spur / Chequers Cottages and Mansion Caravan Park and users

of Market Lane.

Significant temporary effects are also predicted for uses of the public footpath to the north

and south of Dog Kennel Bridge during the demolition and removal of the bridge.

Users of Market Lane would be affected by the permanent works to Chequers Bridge due to

the works relating to the extension of the bridge span. However, the resulting effect visually

would be low to negligible in the long term and would not be significant.

The overall impact of the permanent works are not considered to be significant. The Year 1

predicted impacts are not considered to be significant for the reasons given above. After 15

years following completion of the works, there would be no changes to the townscape and

visual effects of the scheme.


Within the W14 Iver Station route window, the works associated within platform changes and

new bridge work have been assessed comprehensively. Both the temporary and permanent

works associated with Iver Station and the construction of the new track will be visible from

receptors at Iver Station platform. It is considered that the magnitude of cumulative impacts

will be limited and not significant.



Within the W16 Langley Station route window, the minor works associated with the platform

extension have been assessed comprehensively within. Both the temporary and permanent

works associated with Chequers Bridge Works and the construction of the new section of

track will be potentially visible from receptors and users at Langley Station. However, due to

the increased distance between the two areas of work, it is considered that the magnitude of

cumulative impacts will be negligible and not significant in this instance.



4. Summary





4.3 Townscape

The temporary construction work sites will require the removal of area of scrub and tree

vegetation. The assessment has assumed that the vegetation removed will be replaced and

that the line side vegetation on the south side of the rail corridor will be retained.

The construction and permanent works are not predicted to give rise to significant effects on

landscape character.

4.4 Visual Impacts

The magnitude of visual impact from both the temporary and permanent works associated

within the construction of the OHLE is considered to be low to moderate for up to 105

properties and for long distance views of the works. Although the OHLE construction and its

permanent features are likely to be visible to these receptors, the works will not change the

character of these views to a fundamental degree. Consequently the effects on visual

amenity due to the OHLE are not considered to be significant.

Temporary significant temporary effects are predicted for the Chequers Bridge Works and

embankment widening works on the visual amenities of about 60 to 88 residential properties.

Significant temporary effects are also predicted for uses of the public footpath to the north

and south of Dog Kennel Bridge during the demolition and removal of the bridge.

Users of Market Lane would be affected by the permanent works to Chequers Bridge due to

the works relating to the extension of the bridge span. However, the resulting effect visually

would be low to negligible in the long term and would not be significant. The overall impact

of the permanent works are not considered to be significant.



5. Summary tables

There are no significant impacts on listed buildings, the setting of listed buildings or

conservation areas in this route window; hence these are not included within the summary

tables.

Predicted Impacts on landscape/townscape character and visual amenity are summarised in

Table W15.4 Summary Table of Temporary Impacts and Table of Temporary Impacts and

Table W15.5 Summary Table of Permanent Impacts including any committed mitigation and

residual impacts.



Tabl

e W

15.4

: Sum

mar

y Ta

ble

of T

empo

rary

Impa

cts

(Rou

te W

indo

w 1

5)

Rou

te W

indo

w W

15 –

Tem

pora

ry Im

pact

s

Res

idua

l Im

pact

W

orks

and

pot

entia

l im

pact

Si

gnifi

canc

e M

itiga

tion

Des

crip

tion

Sign

ifica

nce

Impa

ct o

n ch

arac

ter a

reas

: To

wns

cape

/ la

ndsc

ape

qual

ity is

no

mor

e th

an

mod

erat

e an

d its

ove

rall

char

acte

r wou

ld n

ot b

e af

fect

ed.

Not

Sig

nific

ant

Non

e pr

opos

ed

Tem

pora

ry w

orks

wou

ld b

e of

ve

ry li

mite

d du

ratio

n bu

t wou

ld

have

no

fund

amen

tal i

mpa

ct o

n ch

arac

ter

Not

Sig

nific

ant

Impa

ct o

n vi

sual

am

enity

of:

Occ

upan

ts o

f app

rox.

60

to 8

1 pr

oper

ties

in M

aplin

P

ark,

Sou

thw

old

Spu

r and

Man

sion

Car

avan

Par

k.

Occ

upan

ts o

f 7 p

rope

rties

at C

hequ

ers

Cot

tage

s U

sers

of M

arke

t Lan

e

Use

rs o

f pub

lic fo

otpa

th n

orth

and

sou

th o

f Dog

K

enne

l Brid

ge

Sig

nific

ant

Non

e pr

opos

ed

Min

imal

S

igni

fican

t

Impa

cts

on v

isua

l am

enity

of:

Oth

er re

cept

ors

Not

Sig

nific

ant

Non

e pr

opos

ed

N

ot s

igni

fican

t



Tabl

e W

15.5

: Sum

mar

y Ta

ble

of P

erm

anen

t Im

pact

s (R

oute

Win

dow

15)

R

oute

Win

dow

W15

– P

erm

anen

t Im

pact

s

Res

idua

l Im

pact

W

orks

and

pot

entia

l im

pact

Si

gnifi

canc

e M

itiga

tion

Des

crip

tion

Sign

ifica

nce

Impa

ct o

n ch

arac

ter a

reas

O

HLE

and

brid

ge /

emba

nkm

ent w

ork

Not

sig

nific

ant

Non

e re

quire

d In

crem

enta

l cha

nge

to ro

le o

f ra

ilway

infra

stru

ctur

e w

ill b

e m

inor

N

ot s

igni

fican

t

Impa

ct o

n vi

sual

am

enity

of b

ridge

and

em

bank

men

t wor

ks:

Occ

upan

ts o

f bet

wee

n 60

-70

resi

dent

ial

prop

ertie

s;

Occ

upan

ts a

t 7 p

rope

rties

at C

hequ

ers

Cot

tage

s U

sers

of D

og K

enne

l pub

lic fo

otpa

th

Use

rs o

f Mar

ket L

ane

Not

sig

nific

ant

Non

e re

quire

d N

one

Not

sig

nific

ant

Impa

ct o

n vi

sual

am

enity

of O

HLE

Wor

ks:

OH

LE im

pact

con

side

red

low

to m

oder

ate

to o

ccup

ants

of 1

05 re

side

ntia

l pro

perti

es a

t M

aplin

Par

k / S

outh

wol

d S

pur /

Che

quer

s C

otta

ges

/ Mar

ket L

ane

/ Man

sion

Car

avan

P

ark

and

Ric

hing

s P

ark

Not

sig

nific

ant

Non

e re

quire

d C

hara

cter

of v

iew

s w

ill n

ot

chan

ge in

am

enity

term

s N

ot s

igni

fican

t



6. Assumptions

- Assumed temporary work sites will be returned to their previous condition and use

- Substantial removal of line side vegetation to south side of the railway corridor will not be

necessary

- New embankment along the north side of the corridor will be landscaped using native

shrubs and some trees.

- It is proposed that 2.4 and 3.6 metre high hoarding would be used around the boundary

of the temporary works site to mitigate the demolition works and visual effects during the

construction stages.

The visual impact conclusion of the OHLE are based on the following assumptions:

- the railway is already prominent in the relevant views;

- the construction works will be of a very limited duration within each view;

- the permanent works (the OHLE columns and gantries) will represent a small incremental

change to the role of railway infrastructure within these views;

- the southern embankment slope which are partially vegetated will be retained and will

continue to provide a backdrop and / or screen; and

- the change in the character of views from nearby properties will therefore not affect their

contribution to visual amenity to a significant degree.



7. References






Route Window W14 Iver Station





2. Baseline Assessment 355 2.1 Local context 355 2.2 Listed Buildings and their settings 356 2.3 Conservation Areas 356 2.4 Townscape 356 2.5 Zone of Visual Influence 358 2.6 Sensitivity 360

3. Impact of the Scheme 364 3.1 Listed Buildings and their settings 364 3.2 Conservation Areas 364 3.3 Townscape 364 3.4 Visual impacts 366

4. Summary 370 4.1 Listed Buildings and their Setting 370 4.2 Conservation Areas 370 4.3 Townscape 370 4.4 Visual Impacts 370




Route Window W14 Iver Station 1. Description of the Works 1.1 Permanent Works

Iver Station

At Iver station, a new ticket office will be provided on the site of the existing facility. Platforms

two, three and four at Iver station will be extended eastwards by about 30 m to accommodate

Crossrail trains. Platform four will be converted to an island platform: its north side will be

reconstructed to create the new platform five; this will serve the new relief line (see route

windows W16 and W15), created at Iver station by upgrading the existing freight loop and

realigning it slightly northwards.

Thorney Lane Bridge

In order to accommodate the OHLE, Thorney Lane road bridge will be replaced with a new

steel structure immediately to its east,

OHLE

The permanent works will comprise the provision of overhead line equipment along the

Crossrail route.

In order to provide sufficient electromagnetic clearances between the OHLE and the existing

high voltage (HV) 132 kv cables above the railway, two 20 m high lattice masts will be

installed adjacent to the south side of the rail corridor to raise the HV cables. Only minimal

works will be undertaken at the existing pylons to enable re-stringing of the cables. These

works will take place over about six months.

A new feeder station (Iver feeder station) will be required to supply the main power to the

railway. This will be located at a strategic location adjacent to high voltage power supplies,

on the north side of the railway, adjacent to the Iver water treatment works, east of the M25.

The feeder station will comprise a unit of 17 m by 8 m.



1.2 Temporary Works

Iver Station

In total, works at the station, including the trackworks, will take about one year and seven

months to complete. Construction plant will include rail-mounted plant for track realignment,

excavators and other tracked vehicles, piling rigs, concrete pump, mobile cranes, generators

and vibrating compactors.

Works at the station will be undertaken from a site off the Thorney Lane access road to the

immediate north of the railway and northwest of the station. Materials will be taken to and

from the sites by road, from Thorney Lane. The worksite will be served by 30 lorries per day

during the five week peak construction period and typically by eight per day at other times.

Thorney Lane Bridge

The bridge will be constructed using piled foundations and pilecaps. The steel superstructure

will be delivered by road and assembled at the worksite and craned into position. Additional

steelwork will be installed and a concrete deck will then be laid. Thorney Lane South and

associated roads will be realigned and modified as necessary. This work will be undertaken

before the existing bridge is demolished. Vehicle access will be retained across the railway

throughout the construction period, except for short-term (weekend and overnight) closures

in association with the realignment of the road with the new bridge. Thorney Lane footbridge

will be retained and its parapets raised. These bridge works will take approximately one year

and three months to complete. They will require a variety of construction equipment including

a piling rig, cranes, excavators, and a lorry-mounted concrete pump.

The bridge works will be undertaken from three main worksites: one immediately south of the

railway and southeast of the existing bridge; one north of the railway and northeast of the

existing bridge; and one north of the railway and northwest of the existing bridge. Materials

will be taken to and from the sites by road, with vehicle access from the A4 London Road via

North Park Lane, Sutton Lane and Thorney Lane South, apart from limited periods when the

bridge is closed, when access to the northern worksites will be gained from the north.

Up to 40 lorries per day will access the two northern worksites for Thorney Lane bridge

during the five week construction peak, and around 24 lorries per day will access each site at

other times. Similar lorry numbers will occur for the southern worksite.




2.1 Local context

In the immediate vicinity of Iver Station, the Crossrail route separates landscapes of

contrasting character.

To the north, beyond a private access road to the Bison Concrete Works Site, lies an area of

open land comprising rough grassland and scrub, which appears to occupy infilled gravel

workings. This area is bounded to the west by the Bison works, to the east by Thorney Lane

and to the north by the Grand Union Canal (Slough Arm). A high-voltage power line runs to

the north of the canal, beyond which lie the Ridgeway Trading Estate, and a further area of

open agricultural farmland and the village of Iver.

To the south of the station, the railway is adjoined by the built-up area of Richings Park. This

is a mainly residential area, with a range of local shops and services on Bathurst Walk. The

built form comprises detached and semi-detached two-storey dwellings typical of the 1920-

1940 period, together with two blocks of flats (two-storey Buckfield Court and four-storey

Wellesley Court).

Open agricultural farmland separates Richings Park from the built-up area of Langley on

Market Lane to the west, and from the M25 to the east. The M25 runs on embankment to

bridge over the railway. The floodplain of the Colne Brook lies to the east of the motorway,

characterised by a mix of land uses, including gravel workings, the Iver Water Treatment

works, the Thorney Park golf course and the small built up area of Thorney.

The Townscape Character Baseline Plan for Iver Station, Drawing No. 1E0416-WIE00-E00-

F-00014 identifies the locations of key buildings and landmarks in the local landscape /





Thorney Lane bridge is one of nine surviving Brunel bridges on the Western Route. They are




View taken from Iver Station platform looking east.

2.2 Listed Buildings and their settings

There are no listed buildings within the approximate zone of visual influence of the works.



2.4 Townscape


The area comprises two character areas - Richings Park and the Thorney Gap/Colne Valley

– separated by the railway corridor and Thorney Lane.

Richings Park Character Area

The character of Richings Park is essentially that of a medium-density suburb, and is typical

of developments of the 1920 – 1940 period. Since it is largely surrounded by open land, it is

perceived as a discrete settlement in its own right. In townscape terms, Richings Park is an

area of moderate quality. Although it is not especially notable, it does not contain any

particular features that detract from its character.



Thorney Gap / Colne Valley Character Area

The Thorney Gap comprises the open land that lies between the railway and the canal to the

north, and between Thorney Lane and the M25 to the east. The motorway separates it from

the Colne Valley, with which it shares a number of characteristics. Both of these areas

comprise fragmented countryside partly disturbed by gravel working and influenced visually

by nearby built-up areas and transport infrastructure.

The Thorney Gap is generally of low landscape quality, due to its lack of internal structure

and its neglected appearance. However, it fulfils an important local role by separating

Richings Park from the Ridgeway Trading Estate to the north and from the M25 to the east.

The Colne Valley is of higher quality, due to the opportunity for water views provided by

flooded gravel pits, and the presence of mature trees (typically willows marking the various

channels of the River Colne). The area to the north of the railway comprises the Iver Water

Treatment Works and a number of business uses. The area to the south comprises the

Thorney Park Golf Course, and several smallholdings and businesses.


There are no built features of particular merit in the vicinity of the station. Features that are

distinctive or locally prominent comprise a number of cranes at the Bison works, overhead

pylons to the north of the Grand Union Canal and the M25 bridge/embankment to the east.

In addition, the existing footbridge and Thorney Lane bridge are prominent in the immediate

context of the station.

Vegetation is the most important landscape feature in the area in qualitative terms. The most


- a line of mature trees (mainly aspen) along the canal;

- scrub of varying density on the open land;

- dense scrub and semi-mature trees along the southern side of the railway cutting;

- hedgerows along much of Thorney Lane;

- immature woodland planting and several mature cypresses between the railway and the

access road to the Iver water Treatment Works;

- ornamental planting in Richings Park (street trees, mature conifer hedges etc);

- dense immature treebelts along the M25; and



- mature trees and scrub in parts of the Colne Valley.





Key vehicular movement corridors in the area comprise Thorney Lane, the M25 and the local

residential roads within Richings Park. Thorney Lane is essentially an upgraded lane that

carries relatively heavy but mainly local traffic. The lane crosses the area at grade, but rises

slightly to pass over Thorney Lane Bridge. Viewing opportunities from the lane are

constrained to varying degrees by hedgerows.

A footpath/minor road runs to the south of the railway between Thorney Lane and Wellesley

Avenue, providing access to the station. A footpath follows the western side of Thorney

Lane and is carried over the railway on a separate footbridge. The canal towpath is also a

public right of way, connecting east of the M25 with the Colne Valley Way.


The Thorney Gap/Colne Valley are designated as Metropolitan Green Belt, and some of the

works will take place within this area. The Green Belt in this area includes features such as

the M25, a concrete works, the water treatment works and high-voltage power lines.






- The proximity, scale and use of nearby buildings;

- The size and type of nearby vegetation; and

- The degree of enclosure of nearby pedestrian and vehicular routes.



The railway occupies a shallow (up to about 5m deep) cutting in the vicinity of the station. To

the east, after passing beneath Thorney Lane and the M25, the railway runs onto

embankment to cross the Colne Brook.

The built-up area of Richings Park provides viewing opportunities from nearby buildings,

whilst screening views from locations further west and south. The presence of open land to

the east and north offers theoretical viewing opportunities as far as the canal and the M25

respectively.

The station buildings are single-storey, small-scale and have little influence on views. The

residential buildings of Richings Park are of sufficient scale to screen most ground-level

views, whilst providing viewing opportunities from upper floors. These buildings effectively

define the ZVI to the and west of Thorney Lane and south of the station.

The northern extent of the ZVI for the station is defined by the vegetation along the Bison

works access road in the summer, and probably by the treebelt and industrial estate adjacent

to the Great Union Canal to the north of this in winter.

Hedgerows along Thorney Lane, together with vegetation within the railway corridor and in

the vicinity of the bridge, partly define the eastern extent of the ZVI for the station works in

summer. A hedgerow and associated vegetation along Thorney Lane largely defines the

southern extent of the ZVI for the bridge works in summer.

In winter, buildings within Richings Park largely define the southern extent of the ZVI for the

station and the south-western extent of the ZVI for the bridge. Evergreen vegetation is

locally important, notably a row of semi-mature cypress along the rear boundary of gardens

in Bathurst Walk, to the east of the station.

The M25 embankment/bridge, reinforced by dense woodland planting, defines the eastern

extent of the ZVI for both the station and the bridge works.


- Residential properties (mainly upper floors), some gardens and some sections of streets

and footpaths (Wellesley Avenue/Bathurst Walk) in Richings Park.

- The private road to the north of the station and the pedestrian route/station access road

to the south;



- The footbridge adjoining Thorney Lane bridge (and possible glimpses from the bridge

itself); and

- The station platforms and passing/stationary trains.

The main potential sources of views of the Thorney Lane bridge work sites may be


- The adjoining and approaching sections of Thorney Lane (and footpath);

- The eastern part of Bathurst Walk (southern work site only);

- Residential properties in Thorney Lane and the eastern part of Bathurst Walk;

- Possible glimpses from the M25 ; and

- Passing trains and the station platforms.

To the east of the M25, views are defined by features such as the railway embankment and

the buildings of the water treatment works, and by mature vegetation, mainly along the

watercourses. Relatively unobstructed views are gained across open areas such as the

Thorney Park Golf Course.

The main potential sources of views of the 132kV cable raising works will comprise:

- The water treatment works, the industrial premises to the north, and the access road;

- The Thorney Park Golf Course;

- Other parts of the Colne Valley accessible for recreation;

- Possible glimpses from the M25 and the Thorney Mill Road overbridge;

- Residential properties in Millside Court and Thorney. and one or two properties east of

the Colne Brook (e.g. Thorney Weir House).

2.6 Sensitivity


The surrounding townscape/landscape is generally of low to medium sensitivity to change.

The work sites for both the station and the bridge are located within the Thorney Gap

character area. The work sites for the pylons are located within the Colne Valley.



Although these areas are largely open, their character is strongly influenced by vegetation

and by features such as the Bison works, the water treatment works and the M25. They form

part of the wider pattern of modified rural landscapes characteristic of the Green Belt, and

are considered to be of medium sensitivity to the scale of proposed change.

The station and Thorney Lane are located on the edge of the Richings Park character area.

As a built-up area, this is of relatively low sensitivity to the scale of proposed change.


Table W14.1: Visual Amenity Receptors (Iver Station, Thorney Lane Bridge and Pylon

Works) below identifies the key visual receptors which would obtain views of the proposed



Table W14.1: Visual Amenity Receptors for the Iver Station, Thorney Lane Bridge and Utility Diversion Works

Receptor


Type of View

Dire

ct V

iew

Obl

ique

Vi

ew

Tem

pora

ry

Wor

k Si

tes

Perm

anen

t W

orks

Sensitivity of

Receptors

Iver Station

1

Occupants of approx. 20 residential properties in Bathurst Walk (between Nos. 27-79)

Upper level High

2 Occupants of approx. 10 flats in Buckfield Court

Upper level High

3

Occupants of potentially 5 residential flats above Nos. 1-7 Wellesley Avenue

Upper level High

4 Occupants of potentially 10 flats in Wellesley Court

Upper levels High

5 Users of the private access road north of the station

Ground level Low

6 Users of the station Mixed Moderate

7 Users of the footpath/access road south of the station

Ground level

Thorney Lane Bridge

8 Occupants of approx. 10-20 residential properties in Thorney Lane/Bathurst

Mainly upper floors

High



Receptor


Type of View

Dire

ct V

iew

Obl

ique

Vi

ew

Tem

pora

ry

Wor

k Si

tes

Perm

anen

t W

orks

Sensitivity of

Receptors

Walk

9 Drivers and passengers on Thorney Lane


10 Pedestrians on Thorney Lane




12 Users of the station Ground level Moderate

13 Users of the Water Treatment Works access road

Ground Level Low

14 Users of the M25 Ground level Moderate

Utility Works

15 Users of M25 + Thorney Mill Road


16 Employees at water treatment works + nearby businesses

Ground level Low

17 Users of Thorney Park Golf Course and other parts of Colne Valley


18 Occupants of residential properties in Millside Court

Ground level + first floor

High

19 Occupants of residential properties in Thorney + east of Colne Brook

Upper floors High

The main receptors surrounding the work sites are as follows:

- Occupants of potentially 40-75 residential properties in Richings Park, of which the

greater number (between 40-50) would experience views of the station works only;

- Occupants of potentially 10 properties in Millside Court, who will experience direct and

largely unobstructed views of the (southern) pylon works, and of potentially 5 additional

properties in the Colne Valley;

- Users of Thorney Lane (drivers, passengers and pedestrians), who will mainly

experience views of the bridge works;



- Users of the footpath/access road south of the station, and of the private access road

north of the station, who are likely to experience views of both sets of works;

- Users of the station, who will also experience views of both sets of works;

- Users of the M25, who may have glimpses of both the bridge and pylon works;

- Employees of the water treatment plant and nearby businesses, who will have views of

the 132kV OHL cable raising works; and

- Users of the Thorney Park Golf Course, and potentially of other parts of the Colne Valley,

who will have views of the 132kV OHL cable raising works.

Local residents will be the most sensitive group of receptors. It should be noted that some

receptors may experience recurrent views of the works (e.g. from their homes, when they

use the station and/or when they drive/walk along Thorney Lane).

In several cases, potential views of the works are likely to be screened by vegetation, and

will be experienced mainly during the winter. For example, northward views from properties

in Bathurst Walk and north-eastward views from properties in Thorney Lane (prior to removal

of the hedgerow).





There are no impacts on listed buildings or their setting in this route window.


There are no impacts on Conservation Areas in this route window.

3.3 Townscape

The works at the station would require the removal of vegetation along the northern side of

the existing cutting, adjacent to the Bison access road and on the site of the compound.

The work associated with the bridge and the realignment of Thorney Lane would require the

removal of the following vegetation:

- scrub and semi-mature trees within the railway corridor at the location of the new bridge;

- immature mixed planting and a group of mature cypress in the triangle of land between

the railway and the Iver Water Treatment Works access road; and

- two sections of hedgerow along the eastern side of Thorney Lane.

Structures to be demolished would comprise part of the station platforms, and the existing

Thorney Lane road and pedestrian bridges.

Temporary work sites will be landscaped and restored to their previous condition. It is

therefore assumed that the temporary works site for the station and the southern temporary

work site for the bridge will be restored to grassland use, whilst the northern temporary work

site for the bridge will be replanted as woodland.

The works associated with the 132kV OHL cables will be confined to the area immediately to

the north around two existing pylons, adjoining the rail corridor together with an area to the

north of a pond within the golf course. It is unlikely that any significant vegetation will be

removed during the course of these works.



The construction works would have two main impacts on landscape character: removal of

vegetation and the temporary presence of construction plant and associated features.

The vegetation to be removed for the station works comprises low-density scrub, which is not

visually significant.

The vegetation to be removed for the bridge works is more significant in terms of its extent,

its scale and its visibility (since much of it adjoins Thorney Lane). Although this vegetation is

relatively prominent, its visual influence is highly localised, and it is not a major influence on

the overall character of the area. In addition, it is assumed that woodland planting would be

reinstated on the undeveloped area to the north of the bridge.

Vegetation loss would have a minor impact on the Thorney Gap/Colne Valley character area

and on the setting of the Richings Park character area. These impacts are not considered to

be significant.

Some of the construction features themselves will be relatively prominent, e.g. piling rigs,

mobile cranes, portacabins. However, they will be present for a limited period and will have

no long-term impact on landscape character. Their effect is therefore not considered to be

significant.

Most of the permanent works at the station will be located at track and platform level, and

their visual influence will scarcely extend beyond the station and cutting. The main exception

will be the emergency escape footbridge, which will be visible above the natural ground level

on either side. This structure, however, will be seen within the context of other railway

infrastructure, including the existing footbridge, and will not be especially prominent. It will

have no more than a minor effect on the Thorney Gap and Richings Park character areas.

This effect is not considered to be significant.

The new Thorney Lane bridge will be more prominent than the existing bridge, since its

horizontal alignment will be higher, it will require larger-scale earthworks and it will

necessitate the removal of vegetation. It will be most visible from Thorney Lane itself, from

nearby properties and from the station platforms. In addition, the new bridge will adopt a

very different design aesthetic to the current structure.



However, since the existing bridge is to be demolished, the works essentially represent a

like-for-like replacement in landscape terms. The design aesthetic of the new bridge will

resemble that of the existing M25 bridge in many respects, whilst remaining subordinate to it.

As a result, the impact on landscape character will be no more than moderate, and will not

amount to a significant change.

The 132kV OHL cable raising works including the introduction of a new “support” tower

adjacent to the railway not dissimilar to the existing pylons, within a setting that is already

influenced by other nearby pylons, the concrete works and the M25. The effect on the

landscape character of the area is therefore not considered to be significant.

3.4 Visual impacts

The Visual Appraisal Plan for the Iver Station and Thorney Lane Bridge, Drawing No.

1E0316-WIE00-E00-F-00014 illustrates the approximate Zone of Visual Influence for both

the proposed temporary and permanent works. It also identifies the principal locations from






receptor group is identified in Table W14.2: Potential Temporary Impacts on Receptors (Iver

Station, Thorney Lane Bridge and Pylon Works).Table W14.2 :- Potential Temporary Impacts

on Receptors (Iver Station, Thorney Lane Bridge and Utility Works)



Table W14.2: Potential Temporary Impacts on Receptors

Receptor


Sensitivity of

Receptors


Significance

Iver Station 1 Occupants of between 40-50

residential properties in Bathurst Walk, Buckfield Court, Wellesley Avenue and Wellesley Court


2 Users of the private access road north of the station Low Moderate NSIG

3 Users of the station Low High NSIG 4 Users of the footpath/access

road south of the station Moderate Low NSIG

Thorney Lane Bridge 1 Occupants of approx. 25

residential properties in Thorney Lane

High Moderate/High SIG (-)

2 Drivers and passengers on Thorney Lane

Moderate High SIG (-)

3 Pedestrians on Thorney Lane Moderate High SIG (-) 4 Users of the Bison + Water

Treatment Works access roads Low Moderate NSIG


Moderate Minor NSIG

6 Users of the station Low Moderate NSIG 7 Users of the M25 Moderate Low NSIG Utility Works 1 Users of M25 + Thorney Mill

Lane Medium Low NSIG

2 Employees at water treatment works

Low Moderate NSIG

3 Employees of nearby businesses

Low Low NSIG

4 Users of Thorney Park Golf Course

Medium High NSIG

5 Other recreational users of Colne Valley

Medium Low NSIG

6 Occupants of 10 residential properties in Millside Court

High Low NSIG

7 Occupants of 5 additional residential properties

High Low NSIG

If the station and bridge works take place at the same time, users of the private access road

north of the station, of the footpath/access road south of the station and of the station itself

would be affected by both sets of works.



Temporary significant effects would be experienced by up to 50 residential properties

overlooking the station works, a further 25 properties overlooking the bridge and road works

along Thorney Lane.

Whilst 10 properties have views across the golf course towards the 132kV OHL cable raising

works, the works occur within the rail corridor, are minor in nature and of short duration. The

effect is not considered to be significant.



(Iver Station, Thorney Lane Bridge and Pylon Works).

Table W14.3: Potential Permanent Impacts on Receptors (Iver Station, Thorney Lane Bridge and Pylon Works)

Receptor


Sensitivity of

Receptors


Significance

Iver Station

1

Occupants of between 40-50 residential properties in Bathurst Walk, Buckfield Court, Wellesley Avenue and Wellesley Court

High Low NSIG

2 Users of the private access road north of the station Low Low NSIG

3 Users of the station Medium Low NSIG

4 Users of the footpath/access road south of the station Medium Low NSIG

Thorney Lane Bridge

1 Occupants of approx. 15 residential properties in Thorney Lane/Bathurst Walk

High Low NSIG

2 Drivers and passengers on Thorney Lane Medium Low NSIG

3 Pedestrians on Thorney Lane Medium Low NSIG

4 Users of the Bison + Water Treatment Works access roads Moderate Low NSIG

5 Users of the footpath/access road south of the station Moderate Low NSIG

6 Users of the station Moderate Low NSIG 7 Users of the M25 Moderate Low NSIG Utility Works

1 Users of M25 + Thorney Mill Lane Moderate Low NSIG

2 Employees at water treatment works Low Low NSIG



Receptor


Sensitivity of

Receptors


Significance

3 Employees of nearby businesses Low Low NSIG

4 Users of Thorney Park Golf Course Moderate Low NSIG

5 Other recreational users of Colne Valley Moderate Low NSIG

6 Occupants of 10 residential properties in Millside Court High Low NSIG

7 Occupants of 5 additional residential properties High Low NSIG

Users of the access road to the north of the station, the footpath/access road to the south of

the station and on the station itself would be affected by the permanent features of both

works. The cumulative effect, however, would not be significant.

The impacts of the permanent works are not considered to be significant. Although residents

who overlook the station area from the south are assumed to be highly sensitive to visual

change, many of these views are screened to varying degrees by vegetation, are already

influenced by railway infrastructure and will be obtained form upper floors only.

Occupants of about 15 residential properties in Thorney Lane are likely to experience views

of the realigned road. Although the depth of these views will be opened up by removal of the

hedgerow, this change will be mainly apparent in summer, and their character will not

change fundamentally. The realignment of Thorney Lane will move traffic further away from

these receptors, which may be regarded as a benefit in visual amenity terms.

The new masts/pylons will not have a fundamental impact on the character of views from

nearby receptors, and the impacts are not considered to be significant.


above. After Year 15 of completion of the works there will be no changes to the townscape

and visual impact.



4. Summary





4.3 Townscape


Loss of vegetation due to the bridge works would be noticeable, but would not affect the

overall character of the area. It is assumed that vegetation would be reinstated on the

temporary work site to the north of the bridge.

The landscape / townscape impact of the permanent features of the works would be

insufficient to represent a fundamental change to the character of the area, and would not be

significant. The new Thorney Lane bridge, for example, would replace the existing structure,

and would be visually subservient to the M25 bridge.

4.4 Visual Impacts

Temporary significant temporary visual impacts would be experienced by the occupants of

between 40 to 75 residential properties and by users of Thorney Lane.

Permanent impacts on visual amenity are not considered to be significant. Although impacts

will be experienced by the occupants of between 40-65 residential properties overlooking the

railway corridor or Thorney Lane, the character of their views will not change fundamentally



5. Summary tables


conservation areas in this route window, hence these are not included in the summary

tables.






Tabl

e W

14.4

: Sum

mar

y Ta

ble

of T

empo

rary

Impa

cts

(Rou

te W

indo

w W

14)

R

oute

Win

dow

W14

– T

empo

rary

Impa

cts

R

esid

ual I

mpa

ct

Wor

ks a

nd p

oten

tial i

mpa

ct

Sign

ifica

nce

Miti

gatio

n D

escr

iptio

n Si

gnifi

canc

e

Impa

ct o

n ch

arac

ter a

reas

: To

wns

cape

/land

scap

e qu

ality

is n

o m

ore

than

mod

erat

e an

d its

ove

rall

char

acte

r wou

ld n

ot b

e af

fect

ed.

Not

Sig

nific

ant

Res

tora

tion

of

woo

dlan

d pl

antin

g on

no

rther

n br

idge

w

ork

site

.

Non

e N

ot S

igni

fican

t

Impa

ct o

n vi

sual

am

enity

of:

Occ

upan

ts o

f up

to 5

0 pr

oper

ties

in B

athu

rst

Wal

k/W

elle

sley

Ave

nue,

25

prop

ertie

s in

Tho

rney

Lan

e,

user

s of

Tho

rney

Lan

e.

Sig

nific

ant

Hoa

rdin

g ar

ound

w

ork

site

s

Non

e: s

igni

fican

ce o

f im

pact

w

ill c

ease

whe

n co

nstru

ctio

n is

com

plet

e.

Sig

nific

ant

Impa

ct o

n vi

sual

am

enity

of:

All

othe

r rec

epto

rs

Not

Sig

nific

ant

A

s ab

ove

Not

Sig

nific

ant



Tabl

e W

14.5

: Sum

mar

y Ta

ble

of P

erm

anen

t Im

pact

s (R

oute

Win

dow

W14

)

R

oute

Win

dow

W14

– P

erm

anen

t Im

pact

s

Res

idua

l Im

pact

W

orks

and

pot

entia

l im

pact

Si

gnifi

canc

e M

itiga

tion

Des

crip

tion

Sign

ifica

nce

Impa

ct o

n ch

arac

ter a

reas

S

light

incr

ease

in v

isua

l inf

luen

ce o

f rai

lway

in

frast

ruct

ure,

but

will

not

affe

ct o

vera

ll ch

arac

ter o

f are

a.

Not

Sig

nific

ant

Non

e pr

opos

ed

Intro

duct

ion

of n

ew ra

ilway

in

frast

ruct

ure.

N

ot S

igni

fican

t

Impa

ct o

n vi

sual

am

enity

of:

Occ

upan

ts o

f bet

wee

n 40

-65

resi

dent

ial

prop

ertie

s; u

sers

of T

horn

ey L

ane,

sta

tion

foot

path

, acc

ess

road

s an

d th

e st

atio

n.

Not

Sig

nific

ant

Non

e pr

opos

ed

Incr

ease

in v

isib

ility

of

infra

stru

ctur

e, b

ut c

hara

cter

of

view

s, +

hen

ce th

e am

enity

of

rece

ptor

s, w

ill n

ot c

hang

e fu

ndam

enta

lly.

Not

Sig

nific

ant

Impa

ct o

n vi

sual

am

enity

of:

All

othe

r rec

epto

rs.

Not

Sig

nific

ant

Non

e pr

opos

ed

N

ot S

igni

fican

t



6. Assumptions

- The temporary works sites for the station and bridge will be landscaped and restored to

their previous condition as the works are completed

- The station works and new Thorney Lane bridge works will occur during the same

construction period

- 2.4 and 3.6 metre high timber hoarding around boundary of temporary work sites.



7. References






Route Window W13 West Drayton Station and Stabling





2. Baseline Assessment 385 2.1 Local context 385 2.2 Listed Buildings and their setting 386 2.3 Conservation Areas 386 2.4 Townscape 387 2.5 Zone of Visual Influence 390 2.6 Sensitivity 392






Route Window W13 West Drayton Station and Sidings 1. Description of the Works 1.1 Permanent Works

West Drayton Stabling Sidings

A new stabling facility will be constructed on the site of the former West Drayton coal

concentration depot, west of the station. The facility will comprise 22 sidings with low height

lighting, train washing facilities and staff accommodation buildings. The sidings will require

the removal of light industrial units, the provision of a new bridge over the Frays River and

the realignment of an access road.

West Drayton Station

Various track and platform works will be required at West Drayton station. Platform four will

be lengthened at the eastern end by 62 m to accommodate Crossrail trains. The curvature of

the goods line behind platform four will be adjusted to allow for the provision of a new face to

platform five. Its junction at the eastern end of the station will be moved eastwards by

approximately 100 m. Platform three will be extended eastwards by 65 m.

A new ticket hall will be constructed east of the existing facility at the station. A new

footbridge will be provided with lift access to the platforms. The existing ticket hall will be

converted to commercial use. The existing subway will remain open to provide public access

between the station ticket hall and the residential area to the south, with the stairs to the

platforms blocked up.

Signalling and Overhead Line Equipment

New and modified signalling will be required for the stabling and station. Overhead line

equipment will be installed on all five tracks at the station, on the stabling sidings and along

all of the alignment in this route window, except for the Colnbrook branch.



1.2 Temporary Works

Construction - West Drayton Stabling Sidings


construction of the new sidings and the new turnouts will take place over a total period of

approximately one year and six months.


required at the stabling sidings will include light industrial units, a weighbridge house and

some minor buildings.

One element of these enabling works will be the diversion of the Colne Valley trunk sewer.

The existing sewer runs across the proposed worksite, and new railway tracks will be located

over an access manhole to this sewer. The sewer will be diverted so that the manhole

access, the position of which is critical, will be accessible. These works will require additional

cranes and tunneling equipment and will be undertaken from their own designated worksite.

The main stages of construction at the stabling sidings are described below.

- Construction of the new access road including a new bridge over the Frays River within

the depot area, and a new level crossing over the Colnbrook branch.

- Foundation works on the sidings site, together with the removal of the existing sidings

and structures and the provision of new sidings and trackwork.

- Construction of the new carriage washing facility, depot buildings and car parking.

- Construction of access platforms for train cleaning staff.

- Provision of lighting and fencing.

- Re-signalling and electrification works.

Plant and equipment required at the stablings worksite will include a mobile crane, a rail-

mounted crane, poker vibrators, a piling rig, excavators, compressors, rollers and generators.



Works will be undertaken from the existing coal yard, located within the sidings, towards its

eastern corner. Although most of the materials will be transported to and from the site by

road, using access via Tavistock Road, ballast and trackwork will be delivered by rail. The

worksite will be served by 68 lorries per day during the 19 week peak construction period and

typically by 44 per day at other times.

Construction - West Drayton Station


construction of the platform extensions, new overbridge and trackworks will take place over a

total period of approximately 20 months. The construction of the new ticket hall will take

about one year and five months to complete.


required at the station will include a single-storey building and some shed structures between

the railway and canal, as well as the wall alongside the eastbound goods line.

The main stages of construction at the station are described below.

- Extension of the westbound relief platform (platform three).

- On completion of this, works will commence to the eastbound relief/reversible platform

and the new overbridge, involving demolition of the front wall of the existing platform four

and provision of foundations for platform four/five and footbridge. The eastbound goods

line will be realigned and redesignated as the eastbound relief line as part of the Langley-

West Drayton loop scheme. These works will take approximately two months to

complete.

- Construction of new front walls of the new eastbound relief/reversible platform (platform

four/five).

- Construction of the new station building. The new station will consist of a steel-framed

construction with slabs formed from in-situ or pre-cast concrete. The substructure will be

piled. The construction of the new station building will take approximately eight months to

complete. The conversion to non-operational use of the existing ticket hall will take about

five weeks to complete.

- Installation of the new footbridge, stairs and lifts. On completion of these works the bridge

will be opened and the platform accesses from the subway will be closed.



- The steps of the subway will be closed off leaving the subway as an access beneath the

tracks. At the same time the reversible line (formerly the eastbound relief line) will be

tamped to its design alignment, coping stones will be fixed and the platform surfacing will

be completed. These works will take approximately one month to complete.

- Provision of platform furniture, drainage and lighting. The full face of the new reversible

platform face will then be opened.

- On completion of these works, the demolition of the western end of the platform and the

construction of the new ramps and final section of the eastbound relief platform face will

begin. These works will take approximately a month and half to complete.

- Following this, the formation of the new eastbound relief line will be prepared and ballast

and track will be laid and tamped to design alignment. The coping stones and platform

surfacing will then be set out and fixed to the new platform.

Construction plant required at the station worksite will include a mobile crane, a rail-mounted

crane, poker vibrators, lighting rigs for night work, a piling rig, excavators, compressors,

rollers and generators.

Works will be undertaken from the area of land located between the existing railway and the

canal known as West Drayton Station to Horton Bridge worksite (see also Route Window

W12). The majority of materials will be taken to and from the site by road, although some

ballast and track components may be delivered by rail. Access will be from Station Approach.

The worksite will be served by 60 lorries per day during the five-week peak construction

period and typically by eight per day at other times.




2.1 Local context

West Drayton Station lies within an entirely urban setting, between the built-up areas of

Yiewsley to the north and West Drayton to the south. These areas form a wedge of

development that extends southwards to the M4 and is bounded to the west by the Colne

valley and to the east by open land (golf courses, business parks etc) along the A408

corridor.

To the east of the station, the Grand Union Canal runs parallel with the railway, before

turning northwards to pass beneath High Street and follow the Colne Valley.

The station adjoins the town centre of West Drayton/Yiewsley, which comprises a range of

typical retail and service activities extending southwards along Station Road and northwards

along High Street. Buildings are typically 2/3 storey, with some later developments of 4/5

storey offices and flats immediately to the north of the station (Ashley Court, Station House).

The commercial core is adjoined partly by industrial and business premises (in Tavistock

Road, Horton Road and occupying the strip of land between the railway and canal).

Industrial uses also extend to the north-west, between High Street and the canal, and

eastwards along Horton Road to the modern Stockley Park business campus.

Residential areas to the north of the railway comprise modern townhouses in Knowles

Close/Roberts Close, low-rise housing dating from 1950-60 in Colham Avenue (off Horton

Road) and housing dating from 1900-1950 off Tavistock Road.

Residential areas south of the railway comprise terraced and semi-detached housing dating

from 1900-40 in Warwick Road/Brandville Road and to the south-west of Station Road,

modern housing in Colham Mill Road and at the eastern end of Warwick Road, and housing

dating from 1920-40 west of Fay’s River (Fairway Avenue / Lawn avenue etc).



The site of the West Drayton stabling sidings is currently occupied by a coal depot and other

open storage use. It is bounded to the south by the Great Western Main Line (GWML) and

to the north partly by Fray’s River (a branch of the River Colne) and partly by the Poyle

branch line.

The floodplain of the River Colne extends to the north and west, and comprises mainly open

land occupied by gravel workings and typical urban fringe smallholdings and businesses.

The area beyond the railway to the south is residential (the 1920-40 housing of Fairway

Avenue/Lawn Avenue). Residential uses also predominate to the north-east in the form of

modern 2/3 storey flats (Merrivale Mews) and streets of older housing beyond Tavistock

Road.

The Townscape Character Baseline Plan for West Drayton, Drawing No. 1E0416-W1E00-

E00-F-00013, identifies the locations of key buildings and landmarks in the local landscape /






The De Burgh Arms and Railway Arms, which lie to the north and south respectively of the

railway bridge, are Grade II listed buildings. The former is externally of 19th century date,

with a distinctive veranda frontage, but may be older internally. The latter is of mid-19th

century date, presumably associated with the arrival of the railway, of yellow London stock

bricks, also with a veranda frontage.

West Drayton Station is locally listed.


There are no conservation areas in the vicinity.



2.4 Townscape



pattern. The principal distinction is between the Colne Valley character area, to the west,

and the built-up area of West Drayton/Yiewsley.

The Colne Valley is largely open, though its character is that of urban fringe rather than

countryside. Its original landscape structure has been largely disrupted by gravel working

and severed by the canal and the railway, which cross the floodplain on embankments.

Other intrusive features include overhead power lines, the Iver water treatment works, a

concrete works and the M25. However, the river system remains legible, and the area

contains substantial tree cover (mainly willows and poplars).

The built-up area can be subdivided into three categories of character area: the town centre,

the residential areas and the commercial / business areas. Four residential character areas

can be identified: Tavistock Road, Horton Road, Warwick Road and Colham Mill.

Town Centre Character Area:

The Town Centre character area comprises a ribbon of dense development fronting onto

Station Road and High Street. Typically, this forms a sequence of 2/4 storey retail facades

or business premises dating mainly from the 1900-50 period, with occasional later infill. The

highest density development occurs between the canal and Barn Road, although the

continuity of the streetscape is interrupted by the railway bridge.

Tavistock Road Character Area:

The Tavistock Road area mainly comprises older terraced housing defining a grid of streets

between Tavistock Road, Trout Road and the canal, with modern 2/3 storey flats along the

western side of Tavistock Road. The area is surrounded mainly by industrial and business

uses, and has the character of an enclave.



Horton Road Character Area:

The Horton Road area mainly comprises extensive estate development dating from about

1950-60 around Colham avenue and Providence Road. This area generally merges

northwards into the wider built-up character of Yiewsley. To the south, modern 2/4 storey

townhouses and flats occupy the land between Horton Road and the canal.

Warwick Road Character Area:

Warwick Road comprises a mix of housing types. Terraced and semi-detached housing

dating from about 1900-1940 defines the western section of Warwick Road itself, together

with Cherry Orchard and Brandville Road. The eastern part of Warwick Road comprises

modern flats, townhouses and detached dwellings.

Colham Mill Character Area:

The Colham Mill area comprises a typical 1920-40 estate development to the west (Fairway

Avenue/Lawn Avenue/Colne Avenue) separated by Fray’s River and older (pre-1930)

housing to the east (Ferrers Avenue).

Commercial / Business Character Areas:

Three business areas can be identified: Trout Road, Horton Road and the Coal Depot site.

The area north of Trout Road comprises a mix of older and modern commercial / business

premises. The eastern part of Horton Road also comprises a mix of buildings, with modern

offices becoming prevalent further to the east (Stockley Park). The Coal Depot site is

occupied by sidings, coal stockpiles and equipment such as conveyors and hoppers and

other storage uses.


No individually notable townscape/landscape features have been identified in the area.

Buildings such as the station itself and the De Burgh Arms and Railway Arms public houses

are distinctive, but mainly because their setting is not. Their visual influence is confined to

the streets that immediately adjoin them, and they do not function as landmarks within the

wider townscape.



Vegetation is an influence on some views and on the character of the railway corridor. The

most notable vegetation close to the station comprises a line of mature deciduous trees

(mainly ash, sycamore and poplar) between the station forecourt and Cox’s plant hire yard

(east of the railway station).

A further group of semi-mature trees (lime, sycamore and ash) is located to the west of the

shops on Station Approach. Relatively dense scrub and a tall coniferous hedge separate the

De Burgh Arms from the railway. A group of mature ash and sycamore are located to the

rear of the Railway Arms, between the railway and West Drayton Market.

Moving eastwards along the railway corridor, vegetation provides an intermittent screen to

the rear of properties in Warwick Avenue. The canal is also adjoined by a belt of mature

scrub and semi-mature trees, e.g. along its boundary with Cox’s yard. Several mature trees

are located between the railway and residential properties in Knowles Close.

To the west of the station, the railway rises onto embankment to cross the Colne floodplain.

The coal yard, and the eastern part of the Colnbrook Branch loop, have also been formed by

land-raising. The embankment slopes are in the main densely vegetated, providing

discontinuous screening along the southern side of the railway and to the north of the coal

yard. Relatively mature vegetation (mainly willows) remains along parts of Frays River,

which provides a degree of screening to views from residential areas to the east.




exceptional viewing opportunities.


Roads are the main movement corridors in the area, both for vehicles and pedestrians.

Station Road/High Street provides the main thoroughfare, as well as the focus for most

pedestrian movement. It links northwards to the A408 and southwards to Harmondsworth,

Richings Park and the M4.



The proximity of the railway and canal creates a barrier to north/south movement. To the

east, the next point of pedestrian access across both is at Horton Bridge and the next point

of vehicular access at Stockley Road/A408. The canal towpath is itself a pedestrian/cycle

route of borough-wide importance, forming part of the Grand Union Canal Path.


There are no landscape / townscape designations within the zone of visual influence of the

works. The area of the Colne Valley adjoining the sidings site, and to the west of Frays

River, is designated as Green Belt. This is primarily a land use planning designation, and

does not necessarily indicate either that the area is of high landscape quality or that it is

devoid of development.








The railway crosses the Colne Valley on embankment, which decreases in height from west

to east. In the vicinity of the station, the embankment is about 3m high, requiring Station

Road to dip under the railway bridge in order to achieve the necessary clearances. To the

east of Station Road, the embankment is apparent only from the south.

However, the height of the embankment is generally insufficient to exceed the screening

provided by surrounding buildings. These buildings are the main influence on views,

reinforced (in summer) by vegetation. As a result, the ZVI of the works tends to be confined

mainly to the immediate vicinity of the railway corridor. Exceptions occur where gaps

between buildings allow views to extend over greater distances, or where the surrounding

area is largely open (as in the Colne Valley).



The potential winter-time ZVI is defined as follows:

- To the West, the ZVI of the stabling site could in theory extend as far as the M25 bridge

and embankment. In practice, however, the curvature of the railway, and screening by

lineside vegetation, are likely to intercept views over shorter distances. Trees along the

Colne Brook and River Colne are likely to define the western extent of the ZVI, especially

in summer.

- To the North, the open landscape of the Colne Valley probably allows the ZVI of the

stabling site to extend as far as the embankment of the Grand Union Canal (Slough Arm),

although vegetation is likely to truncate potential views in summer. To the east of Fray’s

River, the built-up area becomes the main determinant of the ZVI. Most views are

intercepted, in sequence, by buildings along Tavistock Road, the commercial frontage of

High Street, the De Burgh Arms, and buildings to the north of Station Approach and the

canal. During summer, the ZVI is drawn in more tightly by the screening effect of

vegetation along the canal and railway corridors and by groups of significant trees.

- To the East, the ZVI extends as far as the Kingston Lane/Horton Bridge and the

embankments that ramp up to it on either side. The ZVI is otherwise confined to the

railway corridor and to the pattern of residential and business premises, reinforced by

vegetation, that enclose it on either side.

- To the South, the ZVI is defined almost entirely by the built-up area, comprising the

mainly residential properties in Fairway Avenue, Colham Mill Road, Station Road,

Warwick Road, Ruffle Close and Holly Gardens. In summer the ZVI is drawn more tightly

by a sequence of vegetation along the railway corridor and in back gardens.

The main potential sources of views of the stabling sidings and sewer diversion work sites

may be summarised as follows:

- Recreational users of the Colne Valley;

- Users of business premises to the north of the site; and

- Occupants of residential properties in Trout Road, Merrivale Mews, Tavistock Road,

Fairway Avenue, Colham Mill Road, Humber Close and Weirside Gardens.

The main potential sources of views for the station work sites may be summarised as follows:

- Users of High Street/Station Road;

- Patrons of the De Burgh Arms and Railway Arms;



- Users of West Drayton Market;

- Occupants of office and residential properties overlooking Station Approach;


- Users of business premises off Horton Road;

- Users of the canal towpath and of the Kingston lane/Horton Bridge footpath/cycleway;

- Occupants of residential properties in Knowles Close and Roberts Close;

- Occupants of residential properties in Warwick Avenue, Lantern Way, Ruffle Close and

Holly Gardens;

Both the temporary and permanent works will be potentially visible from some properties

fronting onto High Street/Station Road, including the two listed pubs, from taller buildings to

the north of Station Approach (e.g. Station House) and from the western end of the station

itself.

2.6 Sensitivity


Colne Valley

The Colne Valley is the area most sensitive to change, due to its largely open character and

the potential for impacts such as tree loss or the introduction of new features to be visible

over distances of up to 1km.

However, the valley has for many years been degraded by gravel working and by features

such as overhead power lines and the London Concrete works. Its visual continuity is further

interrupted by transport infrastructure such as the GWML railway, the Grand Union Canal

and the M25. As a result, the valley landscape is capable of absorbing a degree of change

without fundamentally affecting its character.

Built-Up Areas

The built-up area is generally of low or moderate sensitivity to change. The most sensitive

areas are the residential streets, due to their small-scale built pattern and gardens,

particularly areas of low-rise (no more than two-storey) housing such as Fairway Avenue,

Colham Mill Road, Warwick Avenue, Ruffle Close and Holly Gardens. Taller (3/4 storey)



townhouses and flats (as in Knowles Close/Roberts Close) are less sensitive, due to their

larger scale of buildings and spaces.

The core of commercial uses along High Street/Station Road, together with the areas of

business use off Horton Road and Trout Lane, are least sensitive to change, since they are

characterised by generally larger-scale buildings and functional spaces of little intrinsic merit.

The setting of the Grade II listed De Burgh Arms and Railway Arms is by definition more

sensitive to change, due to the risk that any such change could adversely affect the

relationship between these buildings and the surrounding townscape. In practice, however,

the settings of these properties are constrained visually by nearby buildings, and are not

themselves of particular value.

The setting of the De Burgh Arms is defined mainly by the railway bridge and by the

properties fronting onto High street and Station Approach. The setting of the Railway Arms

is also defined by the railway bridge, by properties fronting onto Station Road and by West

Drayton Market.

It is considered that the settings of both listed buildings would be able to accommodate a

degree of change without detriment to the integrity of the buildings themselves.

As described previously, trees are a locally important influence on views and townscape

character. Areas of significant vegetation are therefore potentially more sensitive to change.

These include the vicinity of Station Approach, several sections of the railway corridor and

the Grand Union Canal.


Table W13.1: Visual Receptors (West Drayton Works) below identifies the key receptors who

are likely to obtain views of the proposed temporary and permanent works, together with

their sensitivity, the type of views and whether the views are of the temporary or permanent

works.



Table W13.1: Visual Receptors for the West Drayton Works

Receptor


Type of View

Dire

ct V

iew

Obl

ique

Vi

ew

Tem

pora

ry

Wor

k Si

tes

Perm

anen

t W

orks

Sensitivity of

Receptors

Stabling Sidings

1 Recreational users of the Colne Valley Ground High

2

Occupants of between 50-60 residential properties in Fairway Avenue/ Colham Mill Road/ Humber Close and Weirside Gardens

Upper floors High

3 Occupants of between 15-20 residential properties in Tavistock Road

Upper floors High

4 Occupants of about 30 residential properties in Merrivale Mews


5 Occupants of about 5 residential properties in Trout Road


Station Works

4 Users of High Street/Station Road Ground Low

5

Occupants of up to 10 properties in High Street (assumed to be residential above)

Upper floors High

6 Patrons of De Burgh Arms and Railway Arms.

Ground + upper Low

7

Occupants of about five properties in Colham Mill Road/Station Road (assumed to be residential)

Upper floors High

8 Users of West Drayton Market Ground Low

9

Occupants of business premises north of Station Approach (e.g. Station House)

Upper floors Low

10 Occupants of Ashley House (residential) Upper floors High

11 Users of the station + Station Approach Ground Low

12 Occupants of business premises off Horton Road Upper floors Low

13

Occupants of between 30-40 residential properties in Knowles Close/Roberts Close.

Upper floors + ground High



Receptor


Type of View

Dire

ct V

iew

Obl

ique

Vi

ew

Tem

pora

ry

Wor

k Si

tes

Perm

anen

t W

orks

Sensitivity of

Receptors

14 Users of the canal towpath Ground Moderate

15 Occupants of approx. 50 residential properties in Warwick Road

Mainly upper floors High

16 Occupants of up to 10 properties in Ruffles Close Upper floors High

17 Users of Kingston Lane/ Horton Bridge Ground Moderate

18 Occupants of up to 20 properties in Holly Gardens Upper floors High

The most sensitive receptors comprise recreational users of the Colne Valley and local

residents. Theoretically, between 200-250 residential properties could experience winter-

time views of the stabling sidings and/or station works. However:

- probably no more than about half of these would experience direct views;

- viewing opportunities will in most cases be confined to upper floors (which in two-storey

houses are not the main inhabited rooms);

- the majority of viewing opportunities will to varying degrees be screened by vegetation in

summer; and

- in about one third of these views, the main impact will be due to temporary construction

features only.


from their homes and from the station itself).



works would be of approximately 14 months duration.





There are two Grade II listed buildings in this route window: the De Burgh Arms Public House

and the Railway Arms Public House.

In relation to the De Burgh Arms, track work will take place within about 10m and demolition

of the retail units within about 20m. Of the new features of the station, the ticket hall will be

located about 50m away, and the main footbridge about 75m away.

Both construction and permanent features of the works will be highly visible within the setting

of the building, but are not considered to represent a significant effect. The part of its setting

that will be affected will be that addressing the rear of the building, extending along Station

Approach. This is the least important aspect of the building. The outbuildings which lie

within the curtilage of the pub, together with vegetation along its boundary with the railway,

are assumed to be unaffected. In addition, the fundamental character of its setting, and its

relationship to the surrounding townscape, will not be changed to any material degree.

In relation to the Railway Arms, track work will take place within about 20m. The new ticket

hall will be located at a distance of about 50m and the main footbridge about 75m.



Here again, the changes are not considered to constitute a significant effect. As with the De

Burgh Arms, they will affect that part of the setting addressing the least attractive rear façade

of the building. In addition, many of the works will take place on the opposite side of the

railway corridor, and will be partially screened by mature trees, by the existing station

building on Warwick Road and by Kitchener House, a commercial building.

The works for the stabling sidings will have no material effect on the setting of these

buildings.


townscape or the setting of any other listed buildings.




3.3.1 Impact on Character Areas

The works for the stabling sidings would require the removal of all structures associated with

the EWS coal depot and other uses within the site. They are likely to require the removal of

vegetation for construction of an access road, a new bridge over Fray’s River, and sections

of retaining wall around the western perimeter of the site. In addition, of the three temporary

work sites required for the sewer diversion works, one – close to Frays River – is likely to

necessitate the removal of visually significant vegetation.

The station works would require the demolitions and will require the removal of the mature

trees located between Station Approach and Cox’s plant hire yard, and to the west of the

retail units. Other lineside vegetation will also be removed (e.g. along the boundary between

the railway corridor and Cox’s plant hire yard).

Remodelling of the station forecourt includes landscaping. This is assumed to comprise

specimen tree planting between parking bays and at the new bus stops, together with a mix

of tree and shrub planting along the canal edge in the vicinity of the new station entrance.



Construction features associated with the stabling sidings and sewer diversion works are

likely to include mobile cranes, piling rigs, HGVs, portacabins and track-laying equipment.

Due to the locally elevated position of the site, and the relative proximity of the bridge works

to residential properties and public roads, these works are likely to be relatively prominent.

As noted previously, they will include the removal of vegetation at two locations adjoining

Fray’s River and along the western section of the site perimeter.

These changes will be of a moderate degree of magnitude, and are not considered to have a

significant effect on landscape / townscape character. Most of the construction features will

be temporary, and the character of the Colne Valley is already influenced by a range of

intrusive (and generally larger-scale) features. Loss of vegetation will be visible locally,

creating gaps that will open up views into the site. However, this loss will be insufficient to

affect the overall character of the area.

The permanent features at the site will include stabled trains and new infrastructure.

However, the site is already occupied by features associated with the EWS coal depot and

other uses, including conveyors and hoppers. The removal of these, and their replacement

by the sidings, will not amount to a fundamental change in the relationship of the site to the

surrounding area. The degree of change will be no more than moderate, and is not

considered to affect landscape character to any significant degree.

Construction features will be very prominent around the station for a period of more than a

year. Their impact on the Warwick Avenue character area, where the mainly residential

townscape is relatively fine-grained, will be potentially major. The townscape to the north is

characterised in the main by larger-scale and commercial buildings, and the impact here will

be no more than moderate. None of these townscapes, however, are of the highest quality,

and in view of the temporary nature of the most visible features, their effect on character is

not considered to be significant.

The permanent impacts of the works will be associated with three key changes: demolition

of buildings, loss of vegetation and introduction of new features.

None of the buildings to be demolished are important influences on townscape or

streetscape. The most prominent of these are a two-storey office building and an open shed

structure in Cox’s plant hire yard. Whilst these are visible beyond the site boundary (e.g.

from properties to the north of the canal), they are not buildings of particular merit or which

contribute in any material way to the character of the surrounding area.



The mature trees adjoining Cox’s yard are to be removed to make way for the new station

building and parking area. Scrub/occasional immature trees along the northern side of the

railway corridor is assumed to be lost to accommodate track realignment and the work site to

be located on Cox’s yard. Vegetation is also assumed to be lost along the southern side of

the railway corridor to accommodate the emergency escape path.

The loss of the mature trees adjoining Cox’s yard is regarded as a potentially significant

impact. Although the overall character of the area will not change fundamentally, this

vegetation makes an important contribution to the quality of what is otherwise an

undistinguished townscape.

The most visible features of the permanent works will be the ticket hall, the main footbridge

and the platform canopies. Of these, the main footbridge will be the most prominent, being

about twice as high as the existing station building. The modern form of these buildings,

characterised by glazing and flat roofs, will contrast with most other buildings in the

surrounding area, which are of traditional design.

The character and visibility of the new station buildings have the potential for them to

become local landmarks, particularly when viewed from Warwick Road and Station

Approach. However, they will not fundamentally change the character of the surrounding

area, or that of streetscapes other than Station Approach. They are also consistent in scale

with existing taller buildings in the vicinity (e.g. Station House, Ashley Court). The overall

effect on townscape is therefore not considered to be significant.



3.4 Visual impacts

The Visual Appraisal Plan for West Drayton Drawing No. 1E0316-W1E00-E00-F-00013

illustrates the approximate Zone of Visual Influence for the proposed temporary and


would be obtained.



(West Drayton Works).

Table W13.2: Potential Temporary Impacts on Receptors (West Drayton)

Receptor


Sensitivity of

Receptors


Significance

Stabling Sidings

1 Recreational users of the Colne Valley High Low NSIG

2 Occupants of between 40-50 residential properties in Fairway Avenue/Fairway Close.

High Low NSIG

3

Occupants of about 15 residential properties in Weirside Gardens/Humber Close.

High Moderate/ High SIG (-)

4 Occupants of between 15-20 residential properties in Tavistock Road.

High Low/ Moderate NSIG

5 Occupants of about 30 properties in Merrivale Mews High Low NSIG

6 Occupants of about 5 residential properties in Trout Road High Moderate NSIG

Station Works

7 Users of High Street/Station Road Low Low NSIG

8 Occupants of up to 10 properties in High Street High Low/

Moderate NSIG

9 Patrons of De Burgh Arms and Railway Arms. Low Moderate NSIG

10 Residents of about 5 properties in Colham Mill Road/Station Road


11 Users of West Drayton Market Low Moderate NSIG

12 Occupants of business premises north of Station Approach Low Moderate NSIG

13 Occupants of Ashley House High Moderate NSIG



Receptor


Sensitivity of

Receptors


Significance

14 Users of the station + Station Approach Low High NSIG

15 Occupants of business premises off Horton Road Low Moderate/

High NSIG

16 Occupants of approx. 20 residential properties in Knowles Close


17 Occupants of between 10-15 residential properties in Roberts Close

High Moderate NSIG

18 Users of the canal towpath Moderate Moderate/ High NSIG



20 Occupants of up to 10 residential properties in Ruffles Close


21 Users of Kingston Lane/Horton Bridge Moderate Low/

Moderate NSIG

22 Occupants of up to 20 properties in Holly Gardens High Low NSIG

Temporary significant effects are predicted for the occupants of approx. 15 residential

properties in Weirside Gardens/Humber Close, 20 residential properties in Knowles Close

and approx. 50 properties in Warwick Road.

Properties in Weirside Gardens/Humber Close will have direct and unobstructed views, over

very short distances, of the southern site for the sewer diversion works.

Properties in Knowles Close will in many cases have direct views across the canal to the

temporary work site and the works associated with the platform extensions, escape

footbridge, track realignment and platform canopies, together with oblique views of the works

associated with the station buildings. The loss of vegetation from the Cox’s yard site would

also be apparent in these views, these views are to varying degrees screened by vegetation

to the north of the canal, and the effect may not be significant during summer.

Properties in Warwick Road back onto the railway, and in some cases the rear facades of the

houses are less than 10m from the boundary. Although vegetation provides a variable

degree of screening, its optimum effect is confined to the summer.



About 25 properties will have direct views of the works to the station buildings, and are also

likely to be affected by removal of lineside vegetation for construction of the emergency

escape path. The remaining 45 properties will have direct views of the works associated with

the track realignment, escape footbridge and platforms.

In all other cases, the predicted effects are not deemed to be significant. This is either

because receptors are of low sensitivity (e.g. users of the station, occupants of business

premises), or because views are oblique, are over greater distances and/or are screened to

varying degrees (e.g. views from residential properties in Merrivale Mews, Tavistock Road,

Trout Road, Roberts Close, Ashley Court, Ruffle Close and Holly Gardens).



(West Drayton).

Table W13.3: Potential Permanent Impacts on Receptors (West Drayton)

Receptor


Sensitivity of

Receptors


Significance

Stabling Sidings

1 Recreational users of the Colne Valley High Low NSIG

2 Occupants of between 50-60 residential properties in Fairway avenue/Humber Close.

High Low NSIG

3

Occupants of about 15 residential properties in Weirside Gardens/Humber Close

High Low NSIG

4 Occupants of between 15-20 residential properties in Tavistock Road.


5 Occupants of about 30 residential properties in Merrivale Mews

High Low NSIG

6 Occupants of about 5 residential properties in Trout Road High Low NSIG

Station Works

7 Users of High Street/Station Road Low Low NSIG

8 Occupants of up to 10 properties in High Street High Low NSIG

9 Patrons of De Burgh Arms and Railway Arms. Low Low/

Moderate NSIG



Receptor


Sensitivity of

Receptors


Significance

10 Residents of about 5 properties in Colham Mill Road/Station Road


11 Users of West Drayton Market Low Moderate NSIG

12 Occupants of business premises north of Station Approach Low High NSIG

13 Occupants of Ashley House High Low NSIG

14 Users of the station + Station Approach Low High NSIG

15 Occupants of business premises off Horton Road Low Moderate NSIG

16 Occupants of approx. 20 residential properties in Knowles Close

High Low NSIG

17 Occupants of between 10-15 residential properties in Roberts Close

High Low NSIG

18 Users of the canal towpath Moderate Low NSIG


High High SIG (-)


High Low NSIG

21 Occupants of up to 10 residential properties in Ruffles Close


22 Users of Kingston Lane/Horton Bridge Moderate Low/

Moderate NSIG

23 Occupants of up to 20 properties in Holly Gardens High Low NSIG

Permanent significant effects are predicted for the occupants of approx. 25 residential

properties in Warwick Road. These properties will have direct (and largely unobstructed)

views of the new station buildings (the main footbridge, platform canopies and ticket hall

roof), together with the emergency escape footbridge. Lineside vegetation along the rear

boundary of these properties is also likely to have been removed during the construction

phase.

Although the new buildings will be of high architectural quality, their scale, proximity and

demonstrably modern appearance will change the character of the views from these

properties to a significant degree. In addition, the removal of vegetation will have reduced

foreground screening, whilst the loss of mature trees on the northern side of the station will

probably also change the background to these views. Views from the rear of these terraced



properties are considered to contribute substantially to the amenity of the occupants. Taken

together, these factors are regarded as a significant effect.

From other nearby residential properties (e.g. Knowles Close, Roberts Close and the eastern

part of Warwick Road), views of the station buildings are oblique, and the main features will

be the extended platforms and the emergency escape footbridge. Screening vegetation

along the northern side of the canal or the rear boundary of properties will remain. Views

across Station Approach from flats in Ashley Court are not considered to contribute

materially to the amenity of the occupants. For these reasons, the effect in these cases is


The Year 1 predicted impacts apart from the occupants of approximately 25 residential

properties in Warwick Road, are not considered to be significant. After 15 years following

completion of the works, there would be no changes to townscape and visual impacts.



4. Summary


The permanent impact of the works will be associated mainly with changes to the station

buildings. The new buildings, notably the ticket hall and main footbridge, will contrast in

scale and appearance with the existing station. However, they will be visibly related to the

existing function of the site, and will not be out of scale with other buildings in the vicinity.

These changes will not affect the setting of the listed De Burgh Arms and Railway Arms to

any significant degree. Construction works are also not predicted to have a significant

impact on the setting of these buildings.


There will be no significant impacts on Conservation Areas in this route window.


Construction of the stabling sidings will be visible from surrounding areas. However,

construction features will be temporary, and in most cases are not considered to have a

significant impact on landscape character. Vegetation will be lost for the bridge works,

retaining walls and one of the sewer work sites. However, this will not affect the overall

pattern of vegetation in the area and is not considered to be significant.

The permanent features of the sidings will replace those of the existing coal depot, and will

not change the relationship of the site to the surrounding area; it will continue to be perceived

as an extension of the railway corridor.

During construction of the station works, major items of plant, together with activities such as

tree felling and demolition, will be prominent at various times. Most construction

features/activities will be temporary and are not considered to have a significant effect on the

character of their setting.

The loss of mature trees will have a localised but potentially significant impact on the

immediate townscape. However, new specimen trees are to be planted within the

remodelled forecourt, and this effect will diminish as these mature.



The permanent impact of the works will be associated mainly with changes to the station

buildings. The new buildings, notably the ticket hall and main footbridge, will contrast in

scale and appearance with the existing station. However, they will be visibly related to the

existing function of the site, and will not be out of scale with other buildings in the vicinity.

Their effect on townscape character is therefore not considered to be significant.

4.4 Visual Impact

Construction of the stabling sidings will be visible from locations within the Colne Valley and

surrounding residential areas. However, construction features will be temporary, and in most

cases are not considered to have significant effects on visual amenity. The only exception

will be in Weirside Gardens/Humber Close, where the sewer diversion work will take place

very close to residential properties. The assessment has identified significant impacts on 15

residential properties in Weirside Gardens/Humber Close due to the sewer diversion works.

The permanent features of the sidings will replace those of the existing coal depot, and will

not change the relationship of the site to the surrounding area. Their effect on visual amenity

is not considered to be significant.

The construction works for the station will be visible to a substantial number of receptors,

including users of the station, the town centre and the canal towpath, and nearby residents.

In most cases, the temporary nature of the works mitigates against their impact on visual

amenity. However, the effect on occupants of up to 80 residential properties in Knowles

Close and Warwick Road will be potentially significant, due mainly to the proximity and

duration of the works.

The new buildings will arguably be of high design quality. However, their scale and proximity

to occupants of approx. 25 residential properties in Warwick Road, coupled with the long-

term effects of vegetation loss and the likely importance of views from the rear of these

properties, is considered to amount to a potentially significant effect on visual amenity.

Impacts on the visual amenity of all other receptors are not regarded as significant.



5. Summary tables

Table W13.4 sets out the impacts on listed buildings. There are no significant impacts on

either the setting of listed buildings or conservation areas, hence these are not included

within the summary tables.






Tabl

e W

13.4

Im

pact

s on

Lis

ted

Bui

ldin

gs in

Rou

te W

indo

w W

13

R

oute

Win

dow

W13

- Im

pact

s on

Lis

ted

Bui

ldin

gs

R

esid

ual I

mpa

ct

C.R

. N

o A

ddre

ss

Gra

de

Prop

osed

Wor

ks

Pote

ntia

l Im

pact

Si

g.

Act

ion

Req

uire

d an

d M

itiga

tion

Des

crip

tion

Sig.

84

4 (W

13)

Rai

lway

Arm

s P

ublic

Hou

se,

Sta

tion

Roa

d.

II N

ew tr

ackw

ork

north

of R

ailw

ay

Arm

s P

ublic

Hou

se.

No

sign

ifica

nt im

pact

. N

Sig

N

one

need

ed.

No

sign

ifica

nt

resi

dual

impa

ct.

NS

ig

845

(W13

)

De

Bur

gh

Arm

s P

ublic

H

ouse

, Sta

tion

App

roac

h.

II N

ew tr

ackw

ork

sout

h of

De

Bur

gh

Arm

s P

ublic

Hou

se.

No

sign

ifica

nt im

pact

. N

Sig

N

one

need

ed.

N

o si

gnifi

cant

re

sidu

al im

pact

. N

Sig



Tabl

e W

13.5

: Sum

mar

y Ta

ble

of P

erm

anen

t Im

pact

s (R

oute

Win

dow

W13

)

R

oute

Win

dow

W13

- Pe

rman

ent I

mpa

cts

Res

idua

l Im

pact

W

orks

and

pot

entia

l im

pact

Si

gnifi

canc

e M

itiga

tion

Des

crip

tion

Sign

ifica

nce

Phy

sica

l im

pact

of c

onst

ruct

ion

plan

t and

com

poun

ds.

Not

Sig

nific

ant

Non

e pr

opos

ed

Min

imal

. N

ot S

igni

fican

t Im

pact

on

char

acte

r are

as:

Ove

rall

char

acte

r of r

ailw

ay c

orrid

or a

nd s

urro

undi

ng

area

wou

ld n

ot b

e af

fect

ed.

The

loss

of m

atur

e tre

es

adjo

inin

g C

ox’s

yar

d w

ill, h

owev

er, c

onst

itute

a

sign

ifica

nt im

pact

.

Sig

nific

ant

Rep

lant

ing

of

vege

tatio

n on

ce

cons

truct

ion

is

com

plet

e

Sig

nific

ance

will

dis

appe

ar

as re

plac

emen

t pla

ntin

g m

atur

es.

Not

Sig

nific

ant

Impa

ct o

n se

tting

of l

iste

d bu

ildin

gs:

Alth

ough

wor

ks w

ill b

e pr

omin

ent,

they

will

be

tem

pora

ry

and

will

affe

ct th

e le

ast s

ensi

tive

parts

of t

he s

ettin

gs.

Not

Sig

nific

ant

Non

e pr

opos

ed

Min

imal

. N

ot S

igni

fican

t

Impa

ct o

n vi

sual

am

enity

of:

Up

to 8

5 re

side

ntia

l pro

perti

es in

Wei

rsid

e G

arde

ns/H

umbe

r Clo

se/K

now

les

Clo

se/ W

arw

ick

Roa

d S

igni

fican

t N

one

prac

ticab

le

Min

imal

. S

igni

fican

t

Impa

ct o

n vi

sual

am

enity

of:

O

ther

rece

ptor

s N

ot S

igni

fican

t N

one

prop

osed

. M

inim

al.

Not

Sig

nific

ant



Tabl

e W

13.6

: Sum

mar

y Ta

ble

of P

erm

anen

t Im

pact

s (R

oute

Win

dow

W13

)

R

oute

Win

dow

W13

- Pe

rman

ent I

mpa

cts

Res

idua

l Im

pact

W

orks

and

pot

entia

l im

pact

Si

gnifi

canc

e M

itiga

tion

Des

crip

tion

Sign

ifica

nce

Phy

sica

l im

pact

of:

Dem

oliti

ons

and

new

stru

ctur

es.

Not

Sig

nific

ant

Inco

rpor

ated

des

ign.

N

ew b

uild

ings

, rel

ated

feat

ures

an

d re

mod

elle

d fo

reco

urt.

Not

Sig

nific

ant

Impa

ct o

n ch

arac

ter a

reas

In

crea

se in

vis

ual i

nflu

ence

of r

ailw

ay

infra

stru

ctur

e, b

ut fu

ndam

enta

l cha

ract

er o

f su

rrou

ndin

g ar

ea w

ill b

e un

affe

cted

. Lo

ss

of v

eget

atio

n.

Not

Sig

nific

ant

Non

e pr

opos

ed

New

bui

ldin

gs m

ore

visi

ble,

but

to

wns

cape

role

of s

tatio

n re

mai

ns fu

ndam

enta

lly

unch

ange

d. S

igni

fican

ce w

ill

disa

ppea

r as

repl

acem

ent

plan

ting

mat

ures

(afte

r 15

year

s)

Not

Sig

nific

ant

Impa

ct o

n se

tting

of l

iste

d bu

ildin

gs:

Not

Sig

nific

ant

Non

e pr

opos

ed.

Cha

ract

er o

f set

ting

will

rem

ain

fund

amen

tally

unc

hang

ed.

Not

S

igni

fican

t. Im

pact

on

visu

al a

men

ity o

f:

App

rox.

25

resi

dent

ial p

rope

rties

in

War

wic

k R

oad.

S

igni

fican

t In

corp

orat

ed d

esig

n S

tatio

n w

ill b

ecom

e m

ore

prom

inen

t in

thes

e vi

ews.

S

igni

fican

t

Impa

ct o

n vi

sual

am

enity

of:

Oth

er re

cept

ors.

N

ot S

igni

fican

t N

one

prop

osed

C

hara

cter

of v

iew

s w

ill b

e fu

ndam

enta

lly u

ncha

nged

. N

ot S

igni

fican

t



6. Assumptions



shrubs.

- Vegetation near the De Burgh Arm Public House is to be retained and is unaffected by

the works.

- Vegetation around the periphery of the sidings site will be removed where the new

retaining walls, access road and sewer diversions are proposed, but will otherwise be

retained.

- 3.6 metre high timber hoarding around the perimeter of temporary work sites.



7. References






Route Window W12 Horton Road and

Old Stockley Road Bridges



Contents

1. Description of the Works 417 1.1 Permanent Works 417

1.2 Temporary Works 417

2. Baseline Assessment 419 2.1 Local context 419

2.2 Listed Buildings and their settings 420


2.4 Townscape 420

2.5 Zone of Visual Influence 423

2.6 Sensitivity 426

3. Impact of the Scheme 429 3.1 Listed Buildings and their Setting 429


3.3 Landscape / Townscape 429

3.4 Visual impacts 430

4. Summary 434 4.1 Listed Buildings and their Setting 434


4.3 Townscape 434

4.4 Visual Impacts 434




Route Window W12 Horton Road and Old Stockley Road Bridges 1. Description of the Works

1.1 Permanent Works

New overhead line equipment will be provided along the Crossrail route. Stockley Road

bridge marks the eastern extremity of new OHLE, it already being in place along the

remainder of the alignment into London. In order to accommodate the OHLE, bridge

modifications will be required.

Kingston Lane Footbridge

Kingston lane footbridge will be replaced by a new footbridge immediately to its west. This

new bridge will accommodate the utilities that are contained currently by the existing bridge.

The main steel work will be fabricated offsite. Once the new bridge is complete, the existing

bridge will be demolished; if suitable, some of the spoil from this will be used for the

approach embankment.

Old Stockley Road Bridge

At Old Stockley Road bridge, a new steel structure will be installed adjacent to the existing

bridge. On completion of the new bridge, the existing bridge structure will then be

demolished.

Stockley Road (A408) Bridge

Some minor parapet works will be required at the adjacent Stockley Road (A408) bridge.

1.2 Temporary Works

Kingston Lane Footbridge

Works at this site will be undertaken from the West Drayton Station to Horton Bridge worksite

(see Route Window W13) and from a worksite located on the southwest corner of the bridge

(the Kingston Lane worksite). Each worksite will be served by 10 lorries per day during the

two week peak construction period and typically by two per day at other times. Construction



plant will include a crane and a mini piling rig. The works will take approximately 10 months

to complete.


The works at Old Stockley Road bridge will take about five and a half months to complete.

Construction plant required for the work will include mobile cranes, excavators, pneumatic

drills, and a piling rig. Following the closure of Old Stockley Road the bridge works will be

carried out from a worksite located in the area to the southeast of the existing Old Stockley

Road bridge. The worksite will be bounded by the railway to the north, the main A408 road to

the east, and Old Stockley road to the west. The worksite will be served by eight lorries per

day including the eight week peak construction period.




2.1 Local context

The railway passes through this area on a slight embankment within the built up area of West

Drayton. The Old Stockley Road bridge also lies adjoining the Stockley Road / A408 bridge

to the east. To the north lies the Grant Union Canal beyond which is Stockley Business

Park. To the north-east of the bridge, between the railway corridor and Grand Union Canal,

lies the Hanson Aggregates Dispatching Depot beyond the A408 bridge. To the south-west

is a residential development served off Lavender Road, whilst to the south-east is the

London Area Terminal Control Centre and Training Centre.

View of bridges

The Kingston Lane bridge lies adjacent to the residential areas served off Kingston Lane and

Station Road to the west and south. The London Area Terminal Control Centre lies beyond

the housing to the south-east. To the north of the bridge and railway corridor lies the Grand

Union Canal and Horton Road Industrial Estate. The town centre of Yiewsley lies to the

north-west with Stockley Business Park situated to the north-west, some distance from the

bridge. The land immediately adjoining the bridge comprises a vacant clear site available for

future development.

The Townscape Character Baseline Plan for Kingston Road and Old Stockley Road Bridges,

Drawing No.1E0416-W1E00-E00-F-00012 identifies the locations of key buildings and


movement corridors, townscape character areas, urban gateways / notes and the landscape

planning designations that relate to the work sites and their surroundings. The baseline plan

also illustrates the extent of the work sites for both the temporary and permanent works.



These bridges are two of nine surviving Brunel bridges on the Western Route. They are



There are no listed buildings or structures within the approximate Zone of Influence (ZVI) of

the temporary and permanent works.



2.4 Townscape


The area surrounding the Old Stockley Road bridge comprises three main character areas:

Stockley Park Character Area, Mulberry Crescent and Stockley Close Character Areas. The

area surrounding Kingston Road Bridge comprises three main character areas: Horton Road

Character Area, Warwick Road / Kingston Lane Character Area and London Area Terminal

Control Centre Character Area.

Stockley Park Character Area:

Stockley Park occupies a site of 400 acres with 1.85 million sq. ft of high quality office space

to the north of the railway tracks and on both sides of the M25. Stockley Park’s location,

adjacent to the M4 and M25 and immediately to the north of London’s Heathrow Airport, has

contributed significantly to its success. Recent public transport improvements considerably

enhance its accessibility; these include the Heathrow Express, which provides a 15-minute

non-stop journey from Stockley Park to London Paddington and a new bus service to Hayes

Station.

The new development has been named ‘dawleywood’. This relates to ‘Dawley Park’, which

during the late seventeenth century stretched across the eastern side of Stockley Park.

Dawley was the country seat of Henry St John (Lord Bolingbroke) on his return from exile in

France.



With the help of the architect, James Gibbs, and landscape experts of the day, Charles

Bridgeman and Alexander Pope, Bolingbroke created a ‘rural paradise’ – a mighty avenue of

trees, with orchards and ponds set in manicured parkland where deer grazed.

These open fields and parklands were dissected in the 1970s by the construction of the

Grand Junction Canal. Today the canal plays an important role for leisure with opportunities

for boating, walking, fishing, nature study, art and photography.

Stockley Park has a significantly different character to many of the business parks and

industrial parks, which dominate the area, with exceptional landscaping and bold and striking

architecture.

Spatially the development works well, with avenues, an abundance of public spaces, lakes

etc. The development also includes an exclusive health club and swimming pool and an 18-

hole championship golf course. The Grand Union Canal has been successfully incorporated

into the development.

Stockley Close Character Area The Stockley Close Character Area comprises a small enclosure of commercial / retail and

business office space, set out on a grid of plots either side of Stockley Close. To the north

adjacent to the rail corridor is a large modern BMI training centre building which forms a

notable feature, surrounded by car parking areas.

Mulberry Crescent Character Area

The residential character of the area dominates the land to the south-west of Old Stockley

Road Bridge. This area is typical of mainly low-rise “council estates” built after the World

War II, with a strip of modern housing development located on Emden Close and small

cluster of 3 storey flats located close to the bridge itself.

Horton Road Character Area The Horton Road Character Area mainly comprises extensive estate developments dating

from about 1950 – 60 between the rail corridor and Horton Road to the north-west and either

side of Horton Road to the north-east.



Warwick Road / Kingston Lane Character Area The Kingston Lane Character Area comprises mainly of semi-detached inter war housing

and more recent housing developments on Warwick Road and on Holly Gardens to the east.

Within this area is a large open public recreation ground adjoining the eastern side of

Kingston Lane. In addition there is a large vacant plot of plan adjoining the rail corridor to the

west of the bridge.

London Area Terminal Control Centre Character Area The area occupies the former RAF West Drayton site which contains a variety of utilitarian

buildings and accommodation located between two residential areas.


No individually notable townscape / landscape features have been identified in the area,

apart from the Hanson Aggregates Dispatching Depot and BMI training building, both to the

east of Old Stockley Road Bridge.

Vegetation is an influence on some views and on the character of the railway corridor. The

most notable vegetation close to the Old Stockley Road bridge are the belt of mature trees

and scrub either side of Iron Bridge Road south and mature scrub and trees along the south

side of the corridor adjoining Emden Close. There is also a small “wedge” or block of mature

scrub vegetation between Old Stockley Road and the A408 Stockley Road which provides

screening.

Around the Kingston Lane bridge, the vegetation to the north-west and south-east of the

bridge influences views, particularly the views from housing in Holly Gardens, although the

vegetation is poor quality.




There are no strategic views in the vicinity of the bridge(s) sites. No local views are

considered to qualify as key views.


Key vehicular and pedestrian movement corridors in the area around Kingston Lane Bridge

are Horton Bridge Road and Horton Road to the north and Station Road and Kingston Lane

including its local residential side streets to the south.

Key vehicular movements corridors in the area around Old Stockley Road bridge are

Stockley Road A408 to the east of the bridge, a network of local residential access roads to

the south-west including Lavender Rise, Briar Way, Mulberry Crescent and Emden Close

and Iron Bridge Road South to the north of the bridge. Old Stockley Road is a one-way road

from the A408 and provides access to the Hanson Aggregates Dispatch depot and Iron

Bridge Road South. Iron Bridge Road South provides access to Berrite Industrial Estate and

it connects to Iron Bridge Road North that runs northwards through Stockley Business Park.

Along the north side of the Grant Union Canal is a towpath, which is a public right of way of

local recreational importance (Grand Union Canal Walk).


The approximate Zone of Visual Influence (ZVI) for the bridge works sites are determined by

the following influences:

- the relationship of the railway to the surrounding area;

- the general character and arrangement of land use;

- the proximity, scale and use of nearby buildings; and

- the size and type of nearby vegetation.

The railway runs through the built up area at grade passing behind Horton – Kingston Lane

and Old Stockley Road. Between the two bridges, the railway corridor widens slightly to

include an area of cleared vegetation used for rail maintenance / track laying work. The

surrounding area is generally flat, however the land gently falls southwards and Stockley



Business Park include extensive earth mounds and slopes to the edges of developed

parcels.

The Grand Union Canal to the north of the bridges lies a slightly lower level than the

surrounding land and railway, with the Hanson Aggregate Depot lying slightly below the

railway to the east of Old Stockley Road Bridge.

The surrounding buildings and residential houses to the south are the main influence on

views, reinforced (in summer) by belt of mature vegetation lying between the railway and

canal and north side of the canal and areas of vegetation along the southern boundary of the

rail corridor.

The ZVI for the Kingston Lane Bridge works can be defined by the following:

- to the west, by the rail corridor extending towards West Drayton Station, the facades of

properties and rear gardens on Warwick Road, Lantern Way (Clarenden Apartments) and

Ruffle Close to the south-west, and to the north-west where it is more tightly defined by

commercial buildings and vegetation on the north side of the canal;

- to the north, by the warehousing and commercial buildings within Horton Road Industrial

Estate and trees between the canal and railway;

- to the east, the ZVI extends along the railway corridor towards Berrite Industrial Estate

and the rear of warehousing between the railway and canal and building to the north of

the canal to the north-east;

- to the south-east and south, it is defined belts of vegetation adjoining the railway and on

the slopes up to the bridge itself within the rear garden and facades of housing on Holly

Garden (No.21 to 40) defining the winter ZVI.

The ZVI for the Old Stockley Road Bridge is tightly defined by the following:

- to the west, it extends along the railway corridor towards Berrite Industrial Estate with the

dense wide belt of vegetation between the railway and Iron Bridge Road South and areas

planning to the north side of the road and canal creating a strong visual screen during the

winter and summer periods;

- to the north, the ZVI extends towards a multi-storey car park on the edge of Stockley

Business Park and the rising ground of the A408 road bridge embankment to the north-



east. During the summer months, the ZVI to the north-east is defined mainly by the

dense vegetation on the embankment and adjoining the multi-storey car park;

- to the east, it extends along the rail corridor. However, the A408 Stockley Road bridge

interrupts and restricts views, with the vegetation on its embankment north and south

defining the ZVI during the summer; and

- to the south, the ZVI is defined by the arrangement of residential properties on Mulberry

Crescent and Emden Close with it extending along a short section of the A408 Stockley

Road. The vegetation to the east side of Old Stockley Road defined the ZVI during the

summer.

The main potential sources of views of the bridge works sites may be summarised as follows:

Kingston Lane Bridge - Occupants of around fifteen properties in Ruffle Close;

- Occupants of eight properties in Lantern Way;

- Occupants of properties (flats) facing north and east in Clarenden Apartments;

- Occupants of five properties in Warwick Road;

- Occupants of commercial properties in Horton Road Industrial Estates to the north-west

and north-east;

- Occupants of upper storey flats (10) fronting of Horton Road in distant views;

- Users of the Grand Union Canal Walk;

- Users and pedestrians of Horton Road crossing over Horton Canal Bridge;

- Occupants of the commercial building between the railway and canal to the north-east;

- Occupants of between 6 – 10 residential properties in Holly Gardens; and

- Users of West Drayton Station in distant views.

In addition, views of the bridge works (cranes) may be experienced by:

- Users of the adjoining Holly Garden public open space;

- Occupants of between 15 to 25 residential properties fronting or backing on to this open

space;

- Users of Kingston Lane.



Old Stockley Road Bridge - Occupants of 16 – 18 residential properties in Emden Close;

- Occupants of 2 – 4 residential properties in Mulberry Crescent;

- Users of Emden Close and Mulberry Crescent;

- Users of a short section of Stockley Road A408 to the south;

- Users of Stockley Road A408 to the east;

- Occupants of office buildings within and users of the Hanson Aggregates depot;

- User of a short section of Iron Bridge Road South;

- Users of the upper storey car parking areas in the car park to the north; and

- Occupants of the upper storey areas of the Commercial / Training Centre building to the

east.

2.6 Sensitivity


Townscape / Landscape

The built up area is generally of low or moderate sensitivity to change. The most sensitive

areas are the residential street, due to their small-scale built pattern and gardens, particularly

areas of low-rise (no more than two storey) housing such as dwellings on Warwick Avenue

and Emden Close. Taller (3 / 4 storey) town houses and flats (Emden Close) are less

sensitive, due to their large-scale of building and surrounding spaces.

The industrial / business areas are of low sensitivity to change. This reflects their functional

character and their robust pattern of relatively large-scale buildings and space. New railway

infrastructure is also unlikely to be particularly intrusive within a context of existing industrial

features.


Table W12.1: Visual Receptors (Kingston Lane Bridge / Old Stockley Road Bridge Works)

below identifies the key receptors which would obtain views of the proposed temporary and

proposed permanent works, together with their sensitivity, the type of views and whether the

views are of the temporary or permanent works



Table W12.1: Visual Receptors for the Kingston Lane Bridge and Old Stockley Road Bridge Works

Receptor (Close Views under 1km distance Type of View

Dire

ct V

iew

Obl

ique

Vie

w

Tem

pora

ry

Wor

k Si

te

Perm

anen

t W

orks

Sensitivity of

Receptors

Kingston Lane Bridge

1 Residential properties in Ruffle Close

Ground and upper floors High

2 Residential properties in Lantern Way Upper floors High

3 Residential properties (flats) in Clarenden Apartments


4 Residential properties in Warwick Road


5 Commercial properties and users in Horton Road Industrial Estate

Ground (front) Low

6 Residential properties (flats) in Horton Road Upper floors High

7 User of Grand Union Canal Walk Ground Moderate

8 Pedestrian users of Horton Road Ground Moderate

9 Commercial properties to the north-east Ground (rear) Low

10 Residential properties in Holly Gardens

Ground and upper floors (rear)

High

11 Users of adjoining Public Open Space Ground High

12 Residential properties adjoining Public Open Space (Holly Gardens)


13 Pedestrian users of Kingston Lane Ground Moderate

14 Users of West Drayton Station Ground Moderate


15 Residential properties in Emden Close


16 Residential properties in Mulberry Crescent


17 Pedestrian user of Emden Close and Mulberry Crescent

Ground Moderate



Receptor (Close Views under 1km distance Type of View

Dire

ct V

iew

Obl

ique

Vie

w

Tem

pora

ry

Wor

k Si

te

Perm

anen

t W

orks

Sensitivity of

Receptors

18 Pedestrian user of Stockley Road A408 Ground Moderate

19 Occupants of office / training centre to south-east

Upper Low

20 Users of Hanson Aggregates Depot Ground Low

21 Pedestrian user of Iron Bridge Road South Ground Moderate

22 Vehicle user of multi-storey car park to north Upper floors Low

23 Drivers on Iron Bridge Road South Ground Low

24 Drivers on Stockley Road A408 Ground Low





There are no impacts on listed buildings or their setting in this route window.


There are no impacts on Conservation Areas or their setting in this route window.


3.3.1 Impacts on Physical Landscape

The works at bridges would require the removal of some vegetation along the southern side

of the rail corridor and northern side as well for Old Stockley Road Bridge to construct the

bridges. The temporary compound for the Kingston Lane Bridge would require the removal

of a minor amount of scrub on the west side embankment slope otherwise this site is already

clear of vegetation. The Old Stockley Road temporary works compound will occupy the area

of the road closure and therefore no impacts are anticipated.

The temporary impacts also include the introduction of machinery and construction materials

into the local landscape which represent a moderate magnitude of impact on a townscape of

low sensitivity and moderate to low. However the temporary work sites will be landscaped

and restored to their previous condition. These impacts are not considered to be significant.


The construction work would have two main impacts on landscape character: removal of

vegetation and the temporary presence of construction plant and associate features.

The vegetation to be removed for the bridge works comprises scrub and trees which are not

visually significant, although assist in screening some views. The vegetation, therefore, does

not have a major influence on the overall character of the area. In addition it is assumed that

the planting would be reinstated and in the long-term, this would replicate the existing

vegetation. The impact on character at both bridge sites is not considered to be significant.



Some of the construction features themselves will be relatively prominent e.g. mobile cranes,

portacabins etc. However they will be present for a short period and will have no long-term

impact on landscape character. Their effect is therefore not considered to be significant.

The permanent works at each bridge site involve the replacement of Kingston Lane bridge

with a new steel structure and at Old Stockley Road, the replacement of the bridge arches

with conarches. Whilst the replacement of the Kingston Lane bridge will result in a

noticeable change, views are generally restricted to views from the west and the access

routes. The effect on landscape character will be no more than minor, and will not be

significant.

3.4 Visual impacts


during which they will occur. In addition, nearby receptors will, to a certain degree, be

tolerant of activities carried out in the normal course of railway maintenance and

improvements.


receptor group identified in Table W12.2: Potential Temporary Impacts on Receptors

(Kingston Lane and Old Stockley Road Bridge works).

Table W12.2: Potential Temporary Impacts on Receptors (Kingston Lane and Old Stockley Road Bridge Works)


Sensitivity of Receptor


Significance

Kingston Lane Bridge Occupants of residential properties in Ruffle Close, Lantern Way, Warwick Road


Occupants of Clarenden Apartments High Low NSIG Occupants of commercial properties to the north-west and north-east Low Moderate NSIG

Residential properties (flats) in Horton Road High Low NSIG

Users of Ground Union Walk Moderate Moderate SIG (-) Pedestrian users of Horton Road and Kingston Lane Moderate Moderate SIG (-)






Significance

Vehicular users of Horton Road and Kingston Lane Moderate Moderate

Residential properties to the east and south-east High Low NSIG

Users of Public Open Space to south-east High Low NSIG

Users of West Drayton Station Moderate Low NSIG Old Stockley Road Bridge Occupants of residential properties in Emden Close and Mulberry Crescent High Moderate SIG (-)

Users of Emden Close and Mulberry Crescent Moderate Moderate SIG (-)

Pedestrian users of Stockley Road A408 Moderate Moderate SIG (-)

Drivers on Stockley Road A408 Low Moderate NSIG Occupants of Offices / Training Centre to the south-east Low Low NSIG

Users of Hanson Aggregates Depot Low Moderate NSIG Pedestrian users of Iron Bridge Road South

Moderate Low NSIG

Drivers on Iron Bridge Road South Low Low NSIG


group of receptors identified in Table W12.3: Potential Permanent Impacts on Receptors

(Kingston Lane and Old Stockley Road Bridge)

Table W12.3: Potential Permanent Impacts on Receptors (Kingston Lane and Old Stockley Road Bridge)




Significance

Kingston Lane Bridge Occupants of residential properties in Ruffle Close, Lantern Way, Warwick Road

High Moderate SIG(-)

Occupants of commercial properties to the north-west and north-east Low Moderate NSIG

Residential properties (flats) in Horton Road High Low NSIG

Users of Ground Union Walk Moderate Moderate SIG (-) Pedestrian users of Horton Road and Kingston Lane Moderate Moderate SIG (-)






Significance

Vehicular users of Horton Road and Kingston Lane Moderate Moderate

Residential properties to the east and south-east High Low NSIG

Users of Public Open Space to south-east High Low NSIG

Users of West Drayton Station Moderate Low NSIG Old Stockley Road Bridge Occupants of residential properties in Emden Close and Mulberry Crescent High Moderate SIG (-)

Users of Emden Close and Mulberry Crescent Moderate Moderate SIG (-)

Pedestrian users of Stockley Road A408 Moderate Moderate SIG (-)

Drivers on Stockley Road A408 Low Moderate NSIG Occupants of Offices / Training Centre to the south-east Low Low NSIG

Users of Hanson Aggregates Depot Low Moderate NSIG Pedestrian users of Iron Bridge Road South

Moderate Low NSIG

Drivers on Iron Bridge Road South Low Low NSIG

The works will be visible to a number of local receptors, notably nearby residential properties

to the south side of the rail corridor and potential views from users of West Drayton Station.

The works site for Kingston Lane bridge occupies a small area of the vacant plot to the

south-west of the bridge and also the land between the rail corridor and Grand Union Canal.

Whist the work site for the Old Stockley Road bridge occupies a small “wedge shaped” area

of land to the south of the bridge.

During the construction phases of both bridges will result in significant local impacts from the

construction features (cranes, portacabins etc.) themselves. These will occur to properties in

Ruffle Close, Lantern Way, Warwick Road, Holly Close, Emden Close and Mulberrry

Crescent. However, these will not persist beyond the completion of the works.

The impacts of the permanent works are not considered to be significant. Although residents

who overlook the Kingston Lane Bridge to the south-west and south-east are assumed to be

highly sensitive to visual change, as are the residents who overlook the Old Stockley Road

bridge, many of these views are partly screened by vegetation or are middle distance views

which are already influenced by the railway infrastructure and commercial areas to the north

of the railway corridor and Grand Union Canal and will be obtained from upper floors only.




above. After 15 years following completion of the works, there would be no changes to the

townscape and visual impact, although the replacement planting within reinstated worksite

areas will assist in integrating the new footbridges into the built up area.



4. Summary


There are no listed buildings affected by the proposed works in this route window.


There will be no significant impacts on Conservation Areas in this route window.

4.3 Townscape

The townscape and visual impact assessment has not identified any adverse impacts of on

townscape / landscape resources as a result of either the temporary or permanent works.

4.4 Visual Impacts

Temporary significant adverse impacts will occur to a limited number of properties due to the

proximity and activity generated by the temporary works sites for both bridges. These

properties are located in Ruffle Close, Lantern Way, Warwick Road, Holly Close, Emden

Close and Mulberrry Crescent.



5. Summary tables


conservation areas in this route window, hence these are not included within the summary

tables.

Predicted impacts on landscape townscape character and visual amenity are summarised in

Tables W12.4 Summary Table of Temporary Impacts and Table W12.5 Summary Table of

Permanent Impacts including any committed mitigation and residual impacts.



Tabl

e W

12.4

: Sum

mar

y Ta

ble

of T

empo

rary

Impa

cts

(Rou

te W

indo

w W

12)

R

oute

Win

dow

W12

– T

empo

rary

Impa

cts

R

esid

ual I

mpa

ct

Wor

ks a

nd P

oten

tial I

mpa

ct

Sign

ifica

nce

Miti

gatio

n D

escr

iptio

n Si

gnifi

canc

e P

hysi

cal i

mpa

ct o

f: In

trodu

ctio

n of

con

stru

ctio

n pl

ant a

nd a

ssoc

iate

d fe

atur

es.

Dem

oliti

on o

f brid

ge d

eck.

Lo

ss o

f veg

etat

ion

in th

e im

med

iate

vic

inity

of b

ridge

wor

ks.

Mod

erat

e fo

r the

brid

ge w

orks

.

Not

sig

nific

ant

Rei

nsta

tem

ent o

f pl

antin

g

Non

e (a

ssum

ing

rein

stat

emen

t of

plan

ting

in lo

ng

term

)

Not

sig

nific

ant

Impa

ct o

n ch

arac

ter a

reas

To

wns

cape

/ la

ndsc

ape

qual

ity is

no

mor

e th

an m

oder

ate

and

its o

vera

ll ch

arac

ter w

ould

not

be

affe

cted

. N

ot s

igni

fican

t N

one

Non

e N

ot s

igni

fican

t

Impa

ct o

n de

sign

ated

tow

nsca

pe /

land

scap

e N

one

in th

e vi

cini

ty

Not

sig

nific

ant

Non

e N

one

Not

sig

nific

ant

Impa

ct o

n vi

sual

am

enity

of:

Occ

upan

ts o

f app

rox.

30

– 35

pro

perti

es in

Ruf

fle C

lose

/ La

nter

n W

ay a

nd W

arw

ick

Roa

d.

Occ

upan

ts o

f app

rox.

15

to 2

5 pr

oper

ties

in H

olly

Clo

se

Occ

upan

ts o

f app

rox.

15

to 2

5 pr

oper

ties

in E

mde

n C

lose

an

d M

ulbe

rry

Cre

scen

t A

ll ot

her r

ecep

tors

(use

rs o

f Gra

nd U

nion

Can

al a

nd lo

cal

road

s et

c.)

Sig

nific

ant

Hoa

rdin

g ar

ound

w

orks

site

s

Non

e –

impa

ct

will

cea

se w

hen

cons

truct

ion

is

com

plet

ed

Sig

nific

ant



Tabl

e W

12.5

: Sum

mar

y Ta

ble

of P

erm

anen

t Im

pact

s (R

oute

Win

dow

W12

)

R

oute

Win

dow

W12

– P

erm

anen

t Im

pact

s

Res

idua

l Im

pact

W

orks

and

Pot

entia

l Im

pact

Si

gnifi

canc

e M

itiga

tion

Des

crip

tion

Sign

ifica

nce

Phy

sica

l im

pact

of:

Kin

gsto

n La

ne: R

epla

cem

ent b

ridge

with

in n

ew s

teel

fo

otbr

idge

O

ld S

tock

ley

Roa

d: R

epla

cem

ent o

f brid

ge w

ith n

ew s

teel

fo

otbr

idge

Lo

ss o

f som

e sc

rub

vege

tatio

n Lo

w fo

r the

brid

ge w

orks

Not

sig

nific

ant

Non

e N

one

Not

sig

nific

ant

Impa

ct o

n ch

arac

ter a

reas

: S

light

incr

ease

in v

isua

l inf

luen

ce o

f rai

lway

infra

stru

ctur

e,

but w

ill n

ot a

ffect

ove

rall

char

acte

r of a

rea.

N

ot s

igni

fican

t N

one

Non

e N

ot s

igni

fican

t

Impa

ct o

n de

sign

ated

tow

nsca

pe /

land

scap

e:

Non

e in

the

vici

nity

N

ot s

igni

fican

t N

one

Non

e N

ot s

igni

fican

t

Impa

ct o

n vi

sual

am

enity

: N

ot s

igni

fican

t N

one

Non

e N

ot s

igni

fican

t



6. Assumptions

- Assumed that the loss of vegetation associated with the temporary works will be replaced

and the areas surrounding the permanent works will be reinstated with soft landscaping.

- It is proposed that 3.6 metre high hoarding would be used around the boundary of the

temporary work sites to mitigate the demolition works and reduce the visual effects during

the construction stages.

- Desk-top studies and a number of site visits were undertaken during September and

October 2004 and therefore this assessment was undertaken during the late summer

period when vegetation was in leaf. However, when considering the landscape and

visual impacts of the scheme, an assessment of the potential winter situation has been

estimated / taken into account and ZVIs mapped on this basis.



7. References






Route Window W11 Stockley Flyover





2. Baseline Assessment 449 2.1 Local context 449 2.2 Listed Buildings and their Setting 450 2.3 Conservation Areas 451 2.4 Townscape 451 2.5 Zone of Visual Influence 454 2.6 Sensitivity 456






Route Window W11 Stockley Flyover 1. Description of the Works

1.1 Permanent Works

In order to create a new rail connection to Heathrow, Crossrail will require major changes to

the track layout between the existing Stockley Flyover and Dawley Road Bridge,

approximately 1 km to its east.

Structures will be built to convey a new track onto a new viaduct along the north side of the

existing rail corridor. This northern viaduct will be about 400 m long. At each end of it, new

bridge decks over the existing lines will be built. The first of these will be constructed

northwest of the existing flyover, about 300 m east of Stockley Road Bridge. This western

transfer structure will comprise two bridge decks that will carry a new track over all of the low

level tracks in the GWML corridor. Another small western viaduct will then carry it to a point

north of the airport tunnel portal. This new track will accommodate all trains travelling from

Heathrow (both Crossrail and Heathrow Express).

At its eastern end, the viaduct widens as the single track diverges into two, opposite

Swallowfield Way. An eastern transfer structure, 240 m long and up to 20 m wide, will be

constructed to accommodate these new tracks and to carry one of them (Heathrow Express)

to its new alignment between the existing low level tracks; the second (Crossrail) track will

remain on the north side of the rail corridor. The two tracks will each be conveyed to ground

level just west of Dawley Road bridge on 300 m long ramps.

Various track realignments will be required for this new arrangement. Eastbound Heathrow

Express trains will be transferred from the existing Stockley flyover onto this new structure.

Stockley flyover will then be used to accommodate westbound Crossrail airport trains.

Westbound Heathrow Express trains will continue to use their dedicated track on the south

side of the rail corridor. Other realignments will be required to take the low level tracks

beneath the new bridge decks.

The new infrastructure will require the northern edge of the railway boundary to be moved

northwards by up to 20 m between Stockley flyover and Dawley Road bridge.



1.2 Temporary Works

Duration of Works


construction of the extended Stockley Flyover will take place over a period of approximately

three years and nine months.

Enabling Works

Before the main works commence it will be necessary to demolish several buildings along

the north side of the railway. These comprise buildings currently used by KGM Transport, HG

Timber, Allpoint Packaging and Dagenham Motors on the Rigby Lane/Swallowfield Way

Industrial Estate; premises used by Wackenhut on the Stockley Close Industrial Estate will

need to be acquired but may not need to be demolished.

Other works will involve the cutting back of OHLE on the existing rail lines, diversions of

utilities, and creation of the necessary worksites and accesses, including a temporary bridge

over Broad Dock from the Stockley Close Worksite to the western viaduct.

Main Works

The western viaduct will require construction of a retaining wall on piled foundations on the

west side of the Heathrow spur, allowing the existing railway to be widened south of the

western viaduct. The western viaduct substructure will comprise in-situ reinforced concrete

piers at 25 m intervals on piled foundations. The deck will comprise three steel beams with

pre-cast reinforced concrete deck units.

A retaining wall will also be constructed on the east side of the Heathrow spur. This will be

constructed using piled foundations and a reinforced concrete wall.

The western transfer structure will be constructed partly from the western side of the airport

lines and partly from the northern side of the GWML. The substructure will comprise three

parallel reinforced concrete walls constructed generally using strip foundations although a

limited extent of piling will also be required. The middle wall of the western flyover will be

constructed first, followed by the south wall and then by the north wall. On completion of the

substructure, new deck beams will be installed crossing all the low-level tracks. One deck will



be constructed crossing over the main lines and a second deck structure will be built

crossing the goods loop and relief lines.

The northern viaduct will comprise in-situ reinforced concrete piers at 25 m intervals on piled

foundations.

The eastern transfer structure will comprise reinforced concrete walls on insitu strip

foundations. The deck will consist of pre-stressed concrete beams spanning across the relief

line tracks between the sub-structure walls.

Construction of the ramp for the Heathrow Express track will require the provision of a

temporary bridge and level crossing during track possessions across the relief line tracks at

the Dagenham Motors site. This will allow access across these tracks to the ramp itself. The

bridge will be constructed using timber crib foundations, a supporting steel trestle pier and a

truss bridge.

The higher sections of both the Heathrow Express Ramp and the Crossrail ramp will be of a

similar construction to the northern viaduct, namely in-situ reinforced concrete piers on piled

foundations supporting three steel beams for each span with pre-cast reinforced concrete

deck units. The lower section of the ramps will be formed by pre-cast concrete ‘L’ shaped

retaining wall units with earth infill material.

Track laying and track realignments will be undertaken, together with the provision of

signalling and electrification works.

Construction plant required at the worksite will include mobile cranes, excavators, piling rigs,

a vibrating roller/plate, compressors and generators.

Worksites and Access

Works for the flyover will be carried out from the following worksites:

- Stockley Close Worksite located west of the Heathrow spur, on the south side of the

GWML, off Stockley Close. The worksite will be served by 22 lorries per day during the

13 week peak construction period and typically by 16 per day at other times.



- HG Timber Worksite located to the northern side of the GWML on the site currently

occupied by HG Timber. The worksite will be served by 22 lorries per day during the 37

week peak construction period and typically 14 per day at other times.

- Allpoint Packaging Worksite located on the northern site of the GWML on the site

currently occupied by Allpoint packaging. The worksite will be served by 10 lorries per

day during the 37 week peak construction period and typically 6 per day at other times.

- Dagenham Motors Worksite located on the northern side of the GWML on the site

currently occupied by Dagenham Motors off Dawley Road. The worksite will be served by

12 lorries per day during the 46 week peak construction period and typically eight per day

at other times.

Materials for the viaducts and transfer structures will be taken to and from the worksites by

road. Materials for the track works will be partly delivered by rail.




2.1 Local context

Stockley Flyover occupies an urban fringe location. The surrounding area is dominated by

residential and business uses, with some areas of open space.

The area to the north of the GWML comprises the Swallowfield Way, Adler and Kestrel Way

industrial estates. These consist of light industrial and distribution uses, with a characteristic

built pattern of warehouses, process buildings and 1-2 storey offices, separated by service

yards. The Hanson concrete plant, located in the western part of this area, is a prominent

local landmark.

A row of residential properties and a public house are located on the eastern side of Dawley

Road. Beyond these, business uses predominate once more, comprising the Wansford

Industrial Estate, Clayton Business Centre, Crown Trading Estate and The Alpha Estate.

The Thorn EMI complex is prominent in this area.

The industrial area is adjoined to the north by the Grand Union Canal. Beyond this lies

Stockley Park, a modern business campus in a landscaped setting. This is adjoined to the

north by open space (mainly golf courses and recreation grounds), fringing the built-up edge

of Hayes End and Yiewsley.

To the south of the main line, the existing Stockley Flyover and Heathrow branch are

adjoined to the east by Hayes Repository. This is a former MOD facility that comprises a

series of warehouse and office buildings, generally of no more than 2-3 storeys high,

surrounded by open space. The site is currently subject to a planning application for mixed-

use development. If this is successful, it is assumed that the use and built form of the site

will change substantially.

Between the repository and Dawley Road, to the east, lies the Bourne Farm estate. This is

an extensive residential area dating from 1930-60, comprising mainly two-storey semi-

detached dwellings, together with several blocks of three-storey flats. Areas of local open

space include Pinkwell Park, and community facilities such as a library and schools are

located to the south of this area.



To the east of Dawley Road, business uses are prominent (the Millington Road industrial

estate), together with older residential areas forming the built-up area of Botwell/Hayes.

To the west, the Stockley Flyover/Heathrow Branch are adjoined by a corridor of open space

which includes Stockley Road Lake and what appears to be an abandoned arm of the Grand

Union Canal. This area comprises open water fringed by scrub and semi-mature trees

(mainly willows). It is managed as a coarse fishery, and is not accessible to the public.

This area is adjoined to the west by Stockley Road (a dual-carriageway) and by the Stockley

Close industrial estate. The latter is similar in character to the area to the north, comprising

older industrial and distribution buildings, together with the modern 3-4 storey BMI training

centre. Premises forming the southern part of the estate are currently vacant, whilst

buildings on its eastern side have been demolished, presumably with a view to

redevelopment.

To the west of Stockley Road lies the Lavender Rise/Mulberry Crescent residential area,

which is similar in character to the Bourne Farm estate.

Southwards lies an area of typical urban fringe open land, comprising a golf course, playing

fields, cemetery, allotments and smallholdings. This extends to the M4, where hotels such

as the Holiday Inn are prominent.

The Townscape Character Baseline Plan for Stockley Flyover, Drawing No. 1E0416-W1E00-

E00-F-00011, identifies the locations of key buildings and landmarks in the local landscape /






Enterprise House, which is Grade II listed is located within the Thorn EMI site, east of

Dawley Road, but is not within the approximate zone of visual influence of the works. There

are no other listed buildings in the proximity of the works.




The nearest Conservation Area defines the older part of the Thorn EMI site, east of Dawley

Road.

2.4 Townscape



pattern. Four main character areas may be identified: Stockley Park, the older industrial

areas, the residential areas and the urban fringe open land.

Stockley Park

Stockley Park lies to the north of the Grand Union Canal, distinguished by its modern

buildings and its conspicuously designed setting, which set it apart from other business

areas. Its buildings (mainly offices) are typically of 2-4 storeys height, and are surrounded by

landscaped car parks and open space. Planting is generous, and is maturing to create a

strong landscape framework. The open space includes several water bodies, with

pedestrian bridges and sculptural features.

Industrial Areas

The older industrial areas comprise the Swallowfield Way and Stockley Close estates,

together with those east of Dawley Road and the repository site. These areas are of

overwhelmingly utilitarian character in terms of both their buildings and external spaces.

Modern buildings are confined to the BMI training centre and several office buildings off

Dawley Road.

Bourne Avenue

The residential character area is dominated by the Bourne Farm estate, which is typical of

the mainly low-rise “council estates” built after World War II. The Lavender Rise/Mulberry

Close area is if similar character. Older housing is confined to the periphery of the area east

of Dawley Road.



The Bourne Farm Recreation Ground

The open land to the south of the repository and the Bourne End estate is dominated by

recreational and other urban fringe uses (allotments, grazing etc). Remnant hedgerows

provide a degree of enclosure (e.g. fringing the Bourne Farm recreation ground). Much of

this area appears to have been restored after disturbance, possibly by gravel working and by

construction of the Heathrow Express tunnel.

Stockley Road Lakes

The undeveloped area around Stockley Road Lake forms an extension to this area, but is of

locally contrasting character, with relatively dense vegetation and water views. Other open

space (e.g. within the Bourne Farm estate) are too small and isolated to form character areas

in their own right.


The Hanson concrete plant is a prominent local landmark. Other distinctive buildings include

the BMI Training Centre, buildings within Stockley Park and Enterprise House (part of the

Thorn EMI complex).

Vegetation is an influence on landscape character and views at the following locations:

- within Stockley Park;

- around Stockley Road Lake and the adjoining corridor of open space;

- within the grounds of the repository;

- within an area of abandoned allotments that lie between the Bourne Farm estate and the

railway; and

- along parts of the urban fringe (e.g. close to Bourne Farm recreation ground).

This vegetation mainly comprises mature scrub, remnant hedgerows and occasional mature

or semi-mature trees. Although some of this vegetation is a locally important influence on

views, its significance is cumulative, and no individual trees or vegetation groups can be

considered to be landmarks.

The section of the railway corridor between the flyover and Dawley Road is relatively devoid

of vegetation, comprising mainly low scrub with occasional trees.







Opportunities for unobstructed views along the railway corridor are provided from the

Stockley Road and Dawley Road bridges. Such views will be restricted to pedestrians (of

which there may be few) and to passengers in taller vehicles, and are not regarded as key

local views.


Roads are the main movement corridors in the area, both for vehicles and pedestrians.

Stockley Road (A408) is an arterial route linking urban areas northwards to Uxbridge with M4

Junction 4 (for access to Heathrow Terminals 1,2 and 3). Dawley Road links Hayes End, to

the north, with Harlington, to the south.

The main local roads include Bourne Avenue (the main access to the Bourne Farm estate

and the repository), Swallowfield Way (accessing the industrial estates to the north) and

Longwalk Road/Furzeground Way (accessing Stockley Park).

The main pedestrian/cycle routes comprise the Grand Union Canal Walk, a network of paths

within Stockley Park and a footpath linking Stockley Road with Bourne Avenue.


The main areas of open land to the south of the built-up area, and surrounding and to the

north of Stockley Park, are designated as Metropolitan Green Belt. This designation reflects

their largely undeveloped character rather than any intrinsic landscape merit they may

possess.

The corridor of open space around Stockley Road Lake, and extending northwards to the

railway, is designated as a Site of Metropolitan Importance (SMI) for its nature conservation

value. Although this is not a landscape designation, the habitats provide visual interest in the

local area.



The Grand Union Canal forms part of London’s “blue ribbon” network of waterways, and is of

borough-wide importance as a publicly accessible “green” corridor through a largely built-up

area. It is also designated as a Site of Metropolitan Importance (SMI) for its nature

conservation interest.

There are two areas of land in close proximity to the rail corridor, at Dawley Park and at

Stockley Close Estate which have recently obtained Planning Permission for redevelopment

proposals.








The main line generally traverses this area at grade. Stockley Road and Dawley Road ramp

up to cross over the line. The existing Stockley flyover carries the Up Heathrow track over

the main relief lines by way of a box structure and reinforced earth embankments. The

Heathrow lines then dive down to pass into cutting and a tunnel portal immediately south-

east of Stockley Road Lake.

Winter-time views towards the railway corridor and flyover are defined mainly by the

surrounding buildings, and by the two bridges (which intercept views from further along the

railway). Between Stockley Road and Dawley Road, the railway corridor is enclosed to

varying degrees on both sides by industrial areas, the Bourne Farm estate and the

repository. The sense of enclosure varies; it is most consistent to the north and to the rear of

Stormount Drive, but is more fragmented in the vicinity of the repository and the existing

flyover.

As a result, successive buildings tend to close off most ground-level views over distances of

up to about 200m. Where views do penetrate the “front rank” of buildings, they are mostly

obstructed by the “second rank”.



Vegetation is an influence on views in the vicinity of Stockley Road Lake, the repository and

to the rear of properties in Stormount Drive/Clevedon Gardens/Burnham Gardens/Marlow

Gardens/Windsor Gardens. Summer-time views from ground-level positions are likely to be

substantially curtailed in these areas.

Longer-distance views are rare, and will in most cases be confined to upper storeys of

buildings or to the Stockley Road and Dawley Road bridges.

The potential winter-time ZVI is defined as follows:

- To the West, by the Stockley Road embankment and bridge, by buildings within the

Stockley Close industrial estate and (particularly in summer) by vegetation around

Stockley Road Lake.

- To the North, by the buildings of the Swallowfield Way/Adler/Kestrel Way/Thorn EMI

industrial estates. Where gaps between these may allow views to extend further

northwards, these are terminated either by successive industrial buildings or by

vegetation along the canal or around the perimeter of Stockley Park.

- To the East, by the Dawley Road embankment/bridge, and by the business uses flanking

this to the north and south of the railway.

- To the South, by the repository and the built pattern of the Bourne Farm Estate,

reinforced in summer by intervening vegetation.

The main potential sources of views of the works may be summarised as follows:

- Occupants and users of the industrial estates including Stockley Close Industrial estate/

BMI training Centre and the repository;

- Occupants and users of Stockley park (views probably confined to upper floors of

buildings);

- Users of the Grand Union Canal Walk;

- Users of Stockley Road Lake (anglers);

- Users of the Bourne Farm playing fields;

- Users of the footpath between Stockley Road and Bourne Avenue;

- Some users of Stockley Road and Dawley Road;



- Residents of the Bourne Farm estate (primarily properties in Denbigh Drive, Stormount

Drive, Clevedon Gardens, Burnham Gardens, Marlow Gardens, Windsor Gardens, the

Guinness House/Peter Fagan House flats, and several blocks of flats to the south);

- Occupants of office buildings close to Dawley Road; and

- Passengers on First Great Western and Heathrow Express services.

2.6 Sensitivity


Built-Up Areas

The industrial areas are of low sensitivity to change. This reflects their functional character,

and their robust pattern of relatively large-scale buildings and spaces. Features associated

with the construction of the flyover and track works would be expected to be unremarkable

within this setting. New railway infrastructure is also unlikely to be particularly intrusive within

a context of existing industrial features.

The railway corridor is already locally prominent, due to the degree of visual and physical

severance it creates, together with infrastructure such as the road overbridges, the existing

flyover and OHLE (which extends eastwards from here towards London). As a result, the

sensitivity of those areas lying within the ZVI of the railway is reduced.

Sensitivity to change is by definition increased by the presence of Conservation Areas or

Listed Buildings. Thus, the sensitivity of the townscape becomes moderate to potentially

high in and in the vicinity of the Thorn EMI/Botwell Conservation Area and Grade II listed

Enterprise House.


are able to accommodate a degree of change, their generally small-scale built pattern is

more susceptible to adverse impacts due to the introduction of larger-scale features. The

number of potential receptors, coupled with the amenity value of views from dwellings and

gardens, increases this sensitivity.



Open Land

The areas of open land are generally highly sensitive to change, due to their degree of visual

exposure and the contrast with which new construction or infrastructural features may be

perceived. This sensitivity is increased by proximity; the northern part of the Stockley Road

Lake reserve is likely to be most sensitive, since it adjoins the sections of railway corridor in

which work will take place.

Open space that is separated from the railway by built-up areas is less sensitive; this

includes the “pocket parks” within the Bourne Farm estate, open space within Stockley Park,

the canal corridor and open space to the south of the repository.


Table W11.1: Visual Receptors (Stockley Flyover Works) below identifies the key receptors

who are likely to obtain views of the proposed temporary and permanent works, together with


works.

Table W11.1 : Visual Receptors for the Stockley Flyover Works

Receptor


Type of View

Dire

ct V

iew

Obl

ique

Vie

w

Tem

pora

ry

Wor

k Si

tes

Perm

anen

t W

orks

Sensitivity of

Receptors

1 Occupants and users of the industrial estates north of the railway


2 Occupants and users of Stockley Park Upper floors Low

3 Users of the Grand Union Canal Walk Ground Moderate

4 Users of Stockley Road Lake Ground Moderate

5 Users of Bourne Farm playing fields Ground High

6 Users of the footpath between Stockley Road/ Bourne avenue Ground Moderate

7 Users of Stockley Road + Dawley Road Ground Low

8 Occupants and users of the repository. Ground Low



Receptor


Type of View

Dire

ct V

iew

Obl

ique

Vie

w

Tem

pora

ry

Wor

k Si

tes

Perm

anen

t W

orks

Sensitivity of

Receptors

9 Occupants and users of the Stockley Close industrial estate/BMI training centre.


10 Occupants of approx. 20 residential properties in Denbigh Close


11 Occupants of approx. 30 residential properties in Stormount Drive


12

Occupants of approx. 50 residential properties in Clevedon Gardens, Burnham Gardens, Marlow Gardens + Windsor Gardens.


13 Occupants of approx. 30 residential flats in Guinness House/Peter Fagan House.


14 Occupants of flats elsewhere within the Bourne Farm estate Upper floors High

15 Occupants of office buildings close to Dawley Road Upper floors Low

16 Occupants of approx. 10 residential properties in Dawley Road (north)

Upper floors High

17 Rail passengers Trains Low

Two groups of highly sensitive receptors have been identified: recreational users of local

open space, and nearby residents.

The recreational receptors (users of Stockley Road Lake and the Bourne Farm playing

fields) are assumed to be of moderate (rather than high) sensitivity, since most of them are

likely to be involved in activities (angling, team sports) on which quality of setting is not a

major influence.

It is estimated that occupants of up to 120 residential properties may have views of the

works. All but about 10 of these properties are within the Bourne Farm estate. In addition

there may be potential views from the Stockley Close Estate redevelopment to the west once

this has been implemented However, the potential sensitivity of these receptors is tempered

by the following factors:

- probably no more than about half of them would experience direct views;



- viewing opportunities will in many cases be confined to upper floors (which in two-storey

houses are not the main inhabited rooms);

- many viewing opportunities are likely to be at least partly screened by vegetation in

summer; and

- these views are across existing railway corridors (with OHLE).

A further, potentially large group of receptors comprises occupants and visitors of the various

business premises in the area. However, their sensitivity is assumed to be low, and in many

cases their viewing opportunities will be restricted.



activities. Occupants of about half of the potentially affected properties in the Bourne Farm

area would also have experienced the impact of construction of the Heathrow link in 1995/6 if

they were resident at that time.





There will be no impacts on the setting of Grade II listed Enterprise House.


The works close to Dawley Road may be visible from the edge of the Thorn EMI/ Botwell

Conservation Area. However, they will have no significant impact on the setting of this area.



No areas of designated townscape/landscape will be directly affected by the works. The

Stockley Road Lake reserve is designated for its nature conservation (rather than its

landscape) interest, and this is addressed in the relevant Ecology Technical report.


The larger-scale construction features and areas are likely to be relatively prominent,

particularly where the railway corridor is less enclosed and vegetation is insignificant. Once

construction of the viaduct and box structures is well advanced, work will take place up to 8m

above the level of the surrounding area. In addition, construction features will be visible for a

considerable period of time.

The construction features will be visually consistent with much of the adjoining industrial

areas, and are therefore not considered to represent a significant change to their setting.

The impact on the Bourne Farm estate will be more apparent, since construction features will

contrast with the small-scale built pattern of the area. This will be most evident in the part of

the estate immediately adjoining the railway, notably from sections of Denbigh

Drive/Stormount Drive/Clevedon Gardens/Burnham Gardens/Marlow Gardens/Windsor

Gardens, and the curtilage of Guinness House/Peter Fagan House. Nevertheless, although

these features will be potentially intrusive, they will affect the setting of the area rather than

its intrinsic character, and their impact is therefore not considered to be significant.



The temporary impact on the character of the Carp Ponds and Broad Dock will be significant,

due to physical landtake, vegetation loss and reduction in the area of visible water. In

addition, construction work will dominate the immediate setting of this area. Impacts on other

areas of open space will be indirect and will not affect their character.

The permanent works will be visually consistent with the existing character of the railway

corridor, and in particular with the existing flyover. Although the eastern viaduct and box

structure will extend such infrastructure along a new section of the corridor, the overall

degree of change is not considered to be significant.

The new infrastructure will be visible from parts of the adjoining character areas, notably from

within the Bourne Farm estate, the industrial estates and the open areas to the south-west.

However, the prominence of these features will be insufficient to affect the intrinsic character

of these areas. This is considered to apply also to Stockley Road Lake. Although the new

viaduct will be particularly prominent from the northern part of this area (and will oversail the

eastern edge of the lakes), it is not considered to alter the setting of the area to a

fundamental degree.

3.4 Visual impacts

The Visual Appraisal Plan for Stockley Flyover Drawing No. 1E0316-W1E00-E00-F-00011

illustrates the approximate Zone of Visual Influence for the proposed temporary and


would be obtained.



(Stockley Flyover Works).

Table W11.2 : Potential Temporary Impacts on Receptors (West Drayton)

Receptor


Sensitivity of

Receptors


Significance

1 Occupants and users of the industrial estates north of the railway Low Moderate/

High NSIG

2 Occupants and users of Stockley Park Low Low NSIG



Receptor


Sensitivity of

Receptors


Significance

3 Users of Grand Union Canal Walk Moderate Low NSIG 4 Users of Stockley Road Lake Moderate High SIG (-) 5 Users of Bourne Farm playing fields High Low NSIG

6 Users of Stockley Road/Bourne Avenue footpath Moderate Low NSIG

7 Users of Stockley Road + Dawley Road Low Low/

Moderate NSIG

8 Occupants + users of the repository Low Moderate/ High NSIG

9 Occupants + users of Stockley Close/BMI Training Centre Low High NSIG

10 Occupants of approx. 10 residential properties in Denbigh Close High High SIG (-)

11 Occupants of approx. 30 residential properties in Stormount Drive High High SIG (-)

12

Occupants of approx. 50 residential properties in Clevedon Gardens, Burnham Gardens, Marlow Gardens + Windsor Gardens

High High SIG (-)

13 Occupants of approx. 30 residential flats in Guinness House/ Peter Fagan House


14 Occupants of flats elsewhere within Bourne Farm estate. High Low NSIG

15 Occupants of office buildings close to Dawley Road Low Low NSIG

16 Occupants of approx. 10 residential properties in Dawley Road (north) High Low NSIG

17 Rail passengers Low Moderate NSIG

Temporary significant effects are predicted for users of Stockley Road Lake and the

occupants of approx. 120 residential properties in overlooking the works from the south.

Even if visitors to Stockley Road Lake are assumed to be of moderate rather than high

sensitivity, the scale, proximity and duration of the construction works, together with their

physical impact, are likely to reduce the amenity of these visitors to a significant degree.

In mitigation, however, it should be noted that this effect will be temporary, and will be

confined to the northern part of the site, whilst it is assumed that vegetation removed to

accommodate the construction works will be reinstated.

A high proportion of the properties in Denbigh Close/Stormount Drive/Clevedon

Gardens/Burnham Gardens/Marlow Gardens/Windsor Gardens/Guinness House/Peter



Fagan House will have direct and largely unobstructed views of the works. These views will

generally be over distances of between 70-80m, but are in some cases as short as 40m.

The major part of the construction works, notably the eastern viaduct, the two box structures

and the ramps, will be prominent in these views for much of the construction period. The

scale and proximity of the works, the character of the views and the sensitivity of the

receptors will combine to represent a significant effect.

In mitigation, it is likely that many of these views will be confined to upper floors only, and

that the impact will be temporary.

In all other cases, the predicted effects are not deemed to be significant. This is because

receptors are of low sensitivity (e.g. occupants of business premises), or because views are

oblique and /or over greater distances (e.g. from residential properties in Dawley Road).



(Stockley Flyover).

Table W11.3: - Potential Permanent Impacts on Receptors (Stockley Flyover)

Receptor


Sensitivity of

Receptors


Significance

1 Occupants and users of the industrial estates north of the railway

Low Low NSIG

2 Occupants and users of Stockley Park Low Low NSIG

3 Users of Grand Union Canal Walk Moderate Low NSIG 4 Users of Stockley Road Lake Moderate Moderate NSIG

5 Users of Bourne Farm playing fields High Low NSIG

6 Users of Stockley Road/Bourne Avenue footpath Moderate Low NSIG

7 Users of Stockley Road + Dawley Road Low Low NSIG

8 Occupants + users of the repository Low Moderate/

High NSIG

9 Occupants + users of Stockley Close/BMI Training Centre Low Moderate NSIG

10 Occupants of approx. 10 residential properties in Denbigh Close




Receptor


Sensitivity of

Receptors


Significance

11 Occupants of approx. 30 residential properties in Stormount Drive

High High SIG (-)

12 Occupants of approx. 30 residential properties in Clevedon Gardens and Burnham Gardens

High High SIG (-)

13 Occupants of approx. 20 residential properties in Marlow Gardens and Windsor Gardens

High Moderate SIG

14 Occupants of approx. 30 residential flats in Guinness Close/ Peter Regan House

High Low NSIG

15 Occupants of flats elsewhere within Bourne Farm estate. High Low NSIG

16 Occupants of office buildings close to Dawley Road Low Low NSIG

17 Occupants of approx. 10 residential properties in Dawley Road (north)

High Low NSIG

18 Rail passengers Low Moderate NSIG

Permanent significant effects have been identified on the visual amenity of approximately 80

residential properties in Denbigh Close, Stormount Drive, Clevedon Gardens, Burnham

Gardens, Marlow Gardens and Windsor Gardens.

The permanent structures of the new flyover will be very prominent in views from these

properties over relatively short distances. The fundamental character of these views will not

change, i.e. they will continue to comprise a railway corridor with an industrial background.

However, the relative prominence of railway infrastructure will increase dramatically, with the

effect of foreshortening these views and increasing the visibility of trains. This impact will be

less apparent in summer, when some screening will be provided by vegetation within

gardens and the overgrown allotments.

In mitigation, a landscape bund will be constructed as part of the scheme on allotments to

the south of the railway. With this in place there will however, be significant residual visual

impacts for residents at 18 properties on 6-32 Denbigh Drive and 26-28 Windsor Gardens.

Consultation will be undertaken with LB Hillingdon on the design and form of the bund, since,

although reducing visual impact, it will result in a community impact because of its land take

from the allotments (see Community Impacts). Were the bund not to be built, significant



visual impacts would affect, in addition to the residents on Stormount Drive, residents of an

additional 15 properties in Denbigh Drive.

The permanent impact on users of Stockley Road Lake is not considered to be significant.

Although the western viaduct will encroach into this area, and will oversail the northern water

body, the character of the setting will not change to a degree that will significantly affect the

amenity of those using the area (mainly anglers). In addition, it is assumed that vegetation

lost during construction will be reinstated, and that the vegetated eastern margin of the lakes

will be restored over time.

The Year 1 predicted effects would result in significant impacts for the reason set out above.

However as the planting on the bund matures the likely impacts will continue to reduce.



4. Summary


There will be no impacts on the setting of Grade II listed Enterprise House, and no significant

impacts on any other listed buildings or their setting in this route window.


The works close to Dawley Road may be visible from the edge of the Thorn EMI Botwell

Conservation Area. However, they will have no significant impact on the setting of this area.

There will be no significant impact on Conservation Areas in this route window.

4.3 Townscape

The temporary works are considered to have a significant impact on the character of the

Stockley Road Lake area. Although the new infrastructure will intrude into and be visible

from this area, it is not considered that the setting of the area will be altered to a fundamental

degree. This impact will not be permanent.

Although the permanent works will affect the character of the railway corridor between the

Stockley Road and Dawley Road bridges and both construction and permanent features will

be visible to varying degrees from nearby areas, the character of these areas will not change

fundamentally.

4.4 Visual Impacts

The construction works are considered to have a potentially significant impact on the amenity

of about 120 residential properties overlooking the railway corridor from the south, as well as

on the amenity of users of Stockley Road Lake. This reflects the proximity, prominence and

duration of the works, together with the sensitivity of these receptors.

The permanent works are considered to give rise to significant effects on the visual amenity

of about 80 residential properties overlooking the railway corridor from the south. The new

flyover structures will represent a step-change in the relative prominence of railway

infrastructure in views from these properties. In mitigation, a landscape bund will be

constructed as part of the scheme on allotments to the south of the railway. With this in



place there will however, be significant residual visual impacts for residents at 18 properties

on 6-32 Denbigh Drive and 26-28 Windsor Gardens. Consultation will be undertaken with LB

Hillingdon on the design and form of the bund, since, although reducing visual impact, it will

result in a community impact because of its land take from the allotments.



5. Summary Tables


conservation areas in this route window, hence these are not included within the summary

tables.






Tabl

e W

11.4

: Sum

mar

y Ta

ble

of T

empo

rary

Impa

cts

(Rou

te W

indo

w W

11)

R

oute

Win

dow

W11

– T

empo

rary

Impa

cts

R

esid

ual I

mpa

ct

Wor

ks a

nd p

oten

tial i

mpa

ct

Sign

ifica

nce

Miti

gatio

n D

escr

iptio

n Si

gnifi

canc

e

Phy

sica

l im

pact

of:

C

onst

ruct

ion

plan

t and

com

poun

ds.

Not

S

igni

fican

t N

one

prop

osed

Loss

of v

eget

atio

n fro

m S

tock

ley

Roa

d La

ke re

serv

e, p

lus

dem

oliti

on o

f stru

ctur

es w

ithin

in

dust

rial e

stat

es.

Not

Sig

nific

ant

Impa

ct o

n ch

arac

ter o

f: S

tock

ley

Par

k La

ke re

serv

e.

Sig

nific

ant

Non

e pr

actic

able

. Im

pact

will

cea

se w

hen

cons

truct

ion

is c

ompl

ete.

S

igni

fican

t

Impa

ct o

n ot

her c

hara

cter

are

as:

Intri

nsic

cha

ract

er o

f sur

roun

ding

are

as n

ot a

ffect

ed.

Not

S

igni

fican

t N

one

prop

osed

.

Tem

pora

ry +

per

man

ent w

orks

w

ould

be

visi

ble,

but

no

fund

amen

tal c

hang

e to

cha

ract

er.

Not

Sig

nific

ant

Impa

ct o

n se

tting

of L

iste

d B

uild

ing

and

Con

serv

atio

n A

rea:

N

o m

ater

ial e

ffect

.

Not

S

igni

fican

t N

one

prop

osed

M

inim

al.

Not

Sig

nific

ant

Impa

ct o

n vi

sual

am

enity

of a

ppro

x. 1

20 re

side

ntia

l pr

oper

ties:

P

rope

rties

in in

Den

bigh

Driv

e/S

torm

ount

Driv

e/

Cle

vedo

n G

arde

ns/ B

urnh

am G

arde

ns/ M

arlo

w

Gar

dens

/ Win

dsor

Gar

dens

/ Gui

nnes

s H

ouse

/ Pet

er

Faga

n H

ouse

Sig

nific

ant

Non

e pr

actic

able

N

one

(effe

ct w

ill d

isap

pear

whe

n w

ork

com

plet

ed).

Sig

nific

ant

Impa

ct o

n vi

sual

am

enity

of:

U

sers

of S

tock

ley

Roa

d La

ke

Sig

nific

ant

Non

e P

ract

icab

le

Impa

ct w

ill c

ease

whe

n co

nstru

ctio

n is

com

plet

e S

igni

fican

t

Impa

ct o

n vi

sual

am

enity

of:

O

ther

rece

ptor

s N

ot

Sig

nific

ant

Non

e pr

opos

ed.

Min

imal

. N

ot S

igni

fican

t



Tabl

e W

11.5

: Sum

mar

y Ta

ble

of P

erm

anen

t Im

pact

s (R

oute

Win

dow

W11

)

R

oute

Win

dow

W11

– P

erm

anen

t Im

pact

s

Res

idua

l Im

pact

W

orks

and

pot

entia

l im

pact

Si

gnifi

canc

e M

itiga

tion

Des

crip

tion

Sign

ifica

nce

Phy

sica

l im

pact

of:

Dem

oliti

ons

and

new

stru

ctur

es.

Not

Sig

nific

ant

Non

e pr

opos

ed.

Ext

ende

d fly

over

+ ra

mp,

sl

ewed

trac

ks e

tc.

Not

Sig

nific

ant

Phy

sica

l Im

pact

of:

Veg

etat

ion

loss

N

ot S

igni

fican

t A

ssum

ed re

inst

atem

ent

Non

e N

ot S

igni

fican

t

Impa

ct o

n ch

arac

ter a

reas

In

crea

se in

vis

ual i

nflu

ence

of r

ailw

ay

infra

stru

ctur

e, b

ut fu

ndam

enta

l cha

ract

er o

f su

rrou

ndin

g ar

eas

will

be

unaf

fect

ed.

Not

Sig

nific

ant

Non

e pr

opos

ed

Add

ition

al in

frast

ruct

ure

with

in

railw

ay c

orrid

or.

Not

Sig

nific

ant

Impa

ct o

n se

tting

of C

onse

rvat

ion

area

+

List

ed B

uild

ings

N

ot S

igni

fican

t N

one

requ

ired.

N

o m

ater

ial i

mpa

ct.

Not

S

igni

fican

t. Im

pact

on

visu

al a

men

ity o

f app

rox.

80

resi

dent

ial p

rope

rties

P

rope

rties

in S

torm

ount

Driv

e/C

leve

don

Gar

dens

/Bur

nham

Gar

dens

/Mar

low

G

arde

ns/W

inds

or G

arde

ns

Sig

nific

ant

Land

scap

ed b

und

prop

osed

w

ithin

dis

used

allo

tmen

ts.

Sig

nific

ant i

mpa

cts

from

gr

ound

-leve

l cou

ld b

e el

imin

ated

; ove

rall

num

ber o

f pr

oper

ties

affe

cted

cou

ld b

e re

duce

d by

abo

ut 7

5%.

Sig

nific

ant

(but

num

ber

of re

cept

ors

muc

h re

duce

d)

Impa

ct o

n vi

sual

am

enity

of:

Oth

er r

ecep

tors

. N

ot S

igni

fican

t N

one

requ

ired.

C

hara

cter

of v

iew

s ac

ross

ra

ilway

cor

ridor

will

not

cha

nge

fund

amen

tally

. N

ot S

igni

fican

t



6. Assumptions



shrubs.

- 2.4 and 3.6 metre high timber hoarding around the perimeter of temporary work sites.








7. References


- Parliamentary Plan Sheets.




Route Window W10 Hayes and Harlington





2. Baseline Assessment 480 2.1 Local context 480 2.2 Listed Buildings and their Setting 481 2.3 Conservation Areas 482 2.4 Townscape 482 2.5 Zone of Visual Influence 485 2.6 Sensitivity 486

3. Impact of the Scheme 490 3.1 Listed Buildings and their settings 490 3.2 Conservation Areas 490 3.3 Landscape / Townscape 490 3.4 Visual impacts 492

4. Summary 495 4.1 Listed Buildings and their setting 495 4.2 Conservation Areas 495 4.3 Townscape 495 4.4 Visual Impacts 495




Route Window W10 Hayes and Harlington 1. Description of the Works 1.1 Permanent Works New Crossrail Track and Bridge Modifications

The eastbound goods line on the north side of the rail corridor currently merges with the relief

line just west of Station Road bridge. This will be extended eastwards to become a new

eastbound Crossrail airport line. This will widen the rail corridor northwards by about 15 m

and require that Station Road bridge be extended to accommodate the new line.

Refurbishment of the northern-most span of the Grand Union Canal bridge, immediately to

the east of Hayes and Harlington station, will also be required to accommodate the new track

layout.

Hayes and Harlington Station

The new Crossrail track will be installed on the north side of the relief lines and will serve a

new through platform (platform five) at Hayes and Harlington station. This platform will

normally be used by Crossrail trains from Heathrow; the current eastbound relief line platform

(platform four) will normally be used by all other eastbound trains. Crossovers will, however,

be installed to allow all eastbound trains to use platform five, and enable platform four to be

used to reverse trains, either westbound-eastbound or vice versa.

Other platforms will be extended eastwards to accommodate Crossrail trains: platform two by

57 m, platform three by 64 m, platform four by 60 m and platform one by 101 m.

A new 500 m2 station building will be constructed on the north side of platform five. A new 45

m long pedestrian footbridge, approximately 9 m above rail level, will be constructed leading

from the new ticket hall, with provision of lift access to all platforms.



1.2 Temporary Works

Duration of Works


construction works at Hayes and Harlington station will take place over a period of

approximately two years and seven months.

Enabling Works

Before the main works commence it will be necessary to demolish a number of buildings.

These comprise 107-131 (odd) Station Road, station buildings on Station Road, station

buildings and canopies on the northern platforms four and five, and a small waiting shelter on

platforms two and three.

Other works will involve the provision of a temporary road bridge on the western side of

Station Road, the diversion of the utilities and services onto this, and the creation of the

necessary worksites and access points.

Main Works

The new span to Station Road bridge will be constructed using two lines of contiguous bored

piles with pre-cast concrete beams as deck. On completion of this and of the finishing works

and laying of services, the temporary bridge over the lines to the west will be removed.

The northern span of the Grand Union Canal bridge will be refurbished to accommodate the

new track layout. Refurbishment will require steelwork repairs and strengthening works,

waterproofing of the deck, and grit blasting and repainting of all steelwork.

For the extension to eastbound goods loop, a short length of retaining wall will be built

immediately west of Station Road bridge, and the railway formation widened. New track will

then be laid from the current eastern end of the eastbound goods loop, under Station Road

bridge, through the station, joining with the existing eastbound relief line immediately east of

Grand Union Canal bridge. Following the main civil works in the area, trackwork to the site

will be realigned as necessary and a number of crossovers east and west of the station will

be installed.



At Hayes and Harlington station, a temporary ticket hall will be constructed within the car

park on the south side of the station, and a temporary footbridge will be provided half way

along the platforms. Trains will use the eastern section of the extended platforms. Following

this, the existing station buildings and platform canopies will be demolished and a new

station ticket hall will be constructed to the north of the railway tracks. On completion of the

station works, a new footbridge with lifts will be installed at the western end of the platforms

to allow access to all platforms. New platform canopies and waiting areas will be constructed.

Trains will then be able to use the full length of the platforms and the temporary footbridge

and ticket hall will be removed.

During the main station works, all platforms will be extended eastwards and the northern

platform face (platform five) will be realigned to increase the width of island platform four/five.

These extensions will require a minor realignment of the relief line tracks. The extension of

the main and relief line platforms will be completed early to allow trains to stop at the eastern

end of the platforms.

Construction plant required for the station and bridge works will include a piling rig, cranes,

compressors, excavators and generators.


Works will be undertaken from three main worksites, one west of Station Road bridge

(Station Road bridge worksite) on the south side of the railway, and two east of Station Road

bridge, one on each side of the railway (Station worksites north and south). The Station Road

bridge worksite will be served by eight lorries per day during the 22 week peak of

construction, and typically by six at other times. For the two Station worksites, peak

construction will last 25 weeks, during which time 12 lorries per day will serve the north

worksite and six, the south. At other times the worksites will be served typically by eight and

four lorries respectively.

All materials will be taken to and from the site by road. Access to the worksites will be via

Station Road, Viveash Close or Station Approach.



2. Baseline Assessment 2.1 Local context This section of the route traverses a wholly urban area dominated by residential and

business/industrial uses. The relatively dense urban pattern is interrupted only where sites

are under-utilised or vacant (e.g. the triangular site to the north of the station), or where a

corridor of open land has been retained along the floodplain of the Yeading Brook.

The railway corridor runs on an east/west alignment through the area, separating Hayes

Town Centre (to the north) from Harlington (to the south). The Grand Union Canal also

passes through the area, on a north-west/south-east alignment, passing beneath the railway

just east of the station. To the east of the Yeading Brook, the Paddington Arm branches off

to the north, also passing beneath the railway.

East of the main canal crossing, the railway runs onto embankment to cross the Yeading

Brook valley. Prominent bridges carry roads over the railway at Bournes Bridge (Dawley

Road), Station Road and the A312/Hayes Bypass (a multi-span concrete viaduct).

To the north of the route, the area between the railway and the canal is dominated by

industrial/business uses, including the Warnford Industrial Estate and the Thorn EMI plant. A

small area of residential uses remains between Blyth Road and Clayton Road, comprising

two-storey terraces dating from around 1900.

Station Road is the main commercial thoroughfare through the area, and is adjoined

northwards by shops, offices and community facilities, extending northwards to cross over

the canal towards Hayes Town Centre. The core of retail and civic uses lies around the

junction of Station Road, Botwell Lane and Pump Lane, about 200m north of the station.

This core is adjoined by residential areas centred on Nield Road/St. Anselms Road and

between Crown Close, Silverdale Road and Chalfont Road.

To the east of Station Road, the site immediately north of the station is partly vacant and

partly occupied by uses such as a scrap yard. This site is adjoined to the north by the canal,

beyond which lies the residential streets of Western View/Silverdale Road.

From Silverdale Road east to the A312 viaduct, the area is dominated by industrial and

business uses, including The Argent Centre, Factory Centre and the Tarmac concrete plant,



which is served by the railway. East of the A312, a corridor of open land extends northwards

along the Yeading Brook.

To the south, the railway is adjoined initially by business uses, around the Dawley

Road/North Hyde Road roundabout. The area between North Hyde Road is residential,

comprising semi-detached housing dating from around 1930. Business uses (the Westlands

Estate) predominate to the south of North Hyde Road.

To he east of Station Road, business/industrial uses occupy the area bounded by Nestle’s

Avenue, the railway and the canal. These uses comprise storage units and the Nestle’s

factory, which is a prominent local landmark. Residential uses predominate between

Nestle’s Avenue and North Hyde road, together with some shops and community uses.

To the east of the canal, business uses continue to predominate, comprising the GE Capital

Flight Training Centre and the British Airways Engineering Centre. A DHL lorry depot and

Volvo HGV repair centre occupy land beneath and adjoining the A312 viaduct. To the east

of this, a vacant site adjoins the Grand Union Canal (Paddington Arm), beyond, which lie

further business uses (the International Trading Estate).

The Townscape Character Baseline Plan for Hayes and Harlington Station Drawing No.

1E0416-W1E00-E00-F-00010 identifies the locations of key buildings and landmarks in the

local landscape / townscape, local views, pedestrian and vehicular movement corridors,


designations that relate to the work sites and their surroundings. These baseline plans also

illustrate the extent of the work sites for both the temporary and permanent works.


No listed buildings are directly affected although four Grade II listed buildings have been

identified nearby:

- Enterprise House, a factory of c. 1912, which lies within the Thorn EMI Conservation

Area (outside this route window);

- An industrial building in Silverdale Road (formerly part of the Wall’s food factory); and

- Bull’s Bridge, a brick arch canal bridge across the Paddington Arm, located within the

Conservation Area of the same name.

- The Benlow Works, an industrial building in Silverdale Road.




There are two Conservation Areas in the vicinity:

- The Thorn EMI, Botwell Conservation Area, comprises the original Thorn EMI factory

site. This area adjoins the northern side of the railway corridor to the east of Bournes

Bridge.

- The Bull’s Bridge Conservation Area protects the setting of the junction between the main

line and Paddington Arm of the Grand Union Canal. It is located about 250m south of the

railway.

2.4 Townscape 2.4.1 Character Areas and Landscape / Townscape Quality


pattern. Four main character areas may be identified:

- Hayes Town Centre Character Area

- Hayes / Harlington Character Area

- Squirrel Trading Estate Character Area

- Southall Gas Works Character Area

Hayes Town Centre Character Area:

Hayes Town Centre comprises a zone of commercial and retail uses extending northwards

along Station Road to the town centre itself, surrounded by residential streets. The latter

comprise terraced housing dating from around 1900 in Clayton Road, Nield Road, Austin

Road and Silverdale Road, with some modern (around 1970) housing in Crown Close.

Buildings are mostly two storey, with two 7-9 storey office blocks in Station Road and a 10-

storey residential tower at Skeffington Court. This character area are also encompasses an

industrial area to the west that lies between the railway and canal and to the south of North

Hyde Road. This part of the character area comprises a series of typical warehouse and

process buildings, together with some modern business units. Buildings are typically 2/3

storey, with large footprints, surrounded by service yards and parking.



Hayes / Harlington Character Area:

The Southern Residential Area includes the housing between Keith Road/North Hyde Road.

This is mostly two-storey semi-detached housing dating from around 1930.

Squirrel Trading Estate Character Area:

This Industrial Area comprises the industrial/business uses that extend eastwards from

Station Road and Silverdale Road to the A312. The area also contains the large Nestle

Beverage Division Factory and 1930’s semi-detached housing to the south of Nestle’s

Avenue. This area continues to the east of the canal (Paddington Arm) as business uses

extend into Southall.

Southall Gas Works Character Area:

The Yeading Brook runs through the centre of this character area. The corridor is most

clearly defined to the north of the railway, comprising a wedge of open land between the

A312 and the canal (Paddington Arm). South of the railway, the corridor is interrupted by

business uses, and remains as a strip of land between the brook and the A312.


The two office blocks on Station Road, the Skeffington Court flats and the Nestle factory are

distinctive local landmarks.

Vegetation has a very limited influence on landscape character and views. The most

prominent vegetation is mature scrub and occasional groups of trees including Ash,

Hawthorn, Elder and Elm species along the perimeter of the railway corridor (e.g. to the rear

of properties in Keith Road), along the canal and along parts of the Yeading Brook. Mature

trees are also prominent at the front of the Nestle factory and within open space at Old

Station Road.

The corridor of open land along the Yeading Brook is of strategic importance as a “green

wedge” separating the built-up areas of Hayes and Southall. The canal is locally important

as a linear open space and wildlife corridor.







Pedestrians using Bournes Bridge, the Station Road overbridge and the A312 viaduct gain

relatively long-distance views along the railway corridor and across the surrounding area.

Panoramic views are likely to be gained from taller buildings. However, since these locations

either are not publicly accessible, or are of little value in visual amenity terms, they are not

considered to represent key local views.


The main roads in the area comprise:

- Dawley Road and North Hyde Road (A437), which link Hayes and Hillingdon, to the

north, with Hounslow and Heathrow Airport;

- A312/Hayes Bypass, which is an arterial route linking Harrow and the A40, to the north,

with M4 Junction 3; and

- Station Road, which links Hayes Town Centre, to the north, with Harlington to the south.

Pedestrian/cycle movement through the area takes place mainly along the pattern of local

streets. The Grand Union Canal Walk, however, is a pedestrian route of borough-wide

importance.


Open space along the Yeading Brook, to the north of the railway, is designated as

Metropolitan Green Belt.














Views towards the railway corridor are mainly defined by the surrounding land uses and

buildings. The edge of the built-up area represents the extent of the ZVI in most locations.

To the west of Station Road, the railway corridor is tightly enclosed by industrial buildings to

the north and by housing along Keith Road to the south. East of the station, the enclosure

remains to the south, with warehousing and the Nestle factory. To the north, views open up

across a vacant site, extending to residential and business premises to the north of the

canal.

The canal provides a corridor of glimpsed views, before industrial buildings, notably the

Tarmac plant to the north and the BA Engineering building to the south, enclose the railway

corridor once more.

The A312 viaduct largely obstructs views along the railway corridor. To the east, views open

out along the Yeading Brook valley and then the Southall gasworks site. To the south,

enclosure is restored by International Trading Estate and Brent Park Industrial Estate.

In summary, the potential winter-time ZVI to the north of the railway is defined from west to

east by the following:

- Industrial buildings between Bournes Bridge and Station Road;

- The Station Road bridge and approach embankment, together with the station and

adjoining buildings;

- Buildings to the north of the canal between Station Road and the railway bridge; and

- the Industrial buildings between the canal bridge and the A312 viaduct.


following:



- Residential properties in Keith Road (reinforced in summer by vegetation along their rear

boundary);

- Business premises between Station Road and the canal bridge (also reinforced by

vegetation in summer, including mature poplars close to the station); and

- Business premises between the canal bridge and the A312 viaduct (also reinforced in

places by vegetation).



- Occupants of business/industrial premises in Blyth Road;


- Users of Station Road and of nearby shops and offices;

- Residents of properties immediately north of the canal and east of station Road, mainly in

Western View and the Skeffington Court tower block;

- Users of the canal and towpath; and

- Occupants of business premises between the canal and the A312.



- Occupants of residential properties in Keith Road (including Brunel House flats);

- Users of the Elim Church in Keith Road;

- Users of Station Road;

- Users of the car park accessed from Viveash Close;

- Occupants of business premises between Station Road and the canal, including the

Nestle factory; and

- Users of the canal and towpath.


Built-Up Areas

The industrial/business areas are of low sensitivity to change. This reflects their functional

character, and their robust pattern of relatively large-scale buildings and spaces. Features



associated with the railway construction works would be expected to be unremarkable within

this setting. New railway infrastructure is also unlikely to be particularly intrusive within a

context of existing industrial features.

The railway corridor is locally prominent, due to the degree of visual and physical severance

it creates, together with infrastructure such as the road bridges and OHLE. As a result, the

sensitivity of those areas lying within the ZVI of the railway is reduced.

Sensitivity to change is by definition increased by the presence of Conservation Areas and

Listed Buildings. Thus, the sensitivity of the townscape becomes moderate to potentially

high within the setting of the Thorn EMI Conservation Area, the former Walls factory and

Bull’s Bridge.



susceptible to adverse impacts due to the introduction of larger-scale features. The number

of potential receptors, coupled with the amenity value of views from dwellings and gardens,


Open Land

The area of green space along the Yeading Brook is potentially highly sensitive to change,

due to their potential degree of visual exposure and the contrast with which new construction

elements or features of infrastructure may be perceived. The green corridor of the canal is

also relatively more sensitive, although the character of this corridor is often compromised by

the poor quality of surrounding areas.

Open space that is separated from the railway corridor by buildings, or that is embedded

within the built-up area (e.g. at Old Station Road) is less sensitive. Vacant sites such as

those to the north of the station and east of the A312 viaduct are also of reduced sensitivity,

and may in any event be redeveloped in future.


Table W10.1: Visual Receptors (Hayes and Harlington Station Works) below identifies the

key receptors who are likely to obtain views of the proposed temporary and permanent





Table W10.1: Visual Receptors for the Hayes and Harlington Station Works

Receptor


Type of View

Dire

ct V

iew

Obl

ique

Vi

ew

Tem

pora

ry

Wor

k Si

tes

Perm

anen

t W

orks

Sensitivity of

Receptors

1 Occupants of business premises off Blyth Road Upper floors Low

2 Users of the station Ground Low

3 Users of Station Road + nearby shops/offices


4 Occupants of residential properties in western View + Skeffington Court

Upper floors High

5 Users of the main canal and towpath Ground Moderate

6 Occupants of business premises between the canal + A312


7 Occupants of residential properties in Keith Road Upper floors High

8 Occupants if residential flats at Brunel House Upper floors High

9 Users of the Elim Church Upper floors Moderate

10 Users of Viveash Close car park Ground Low

11 Occupants of business premises between Station Road + the canal



occupants of about 60 residential properties may experience views of the works. These may

be summarised as follows:

- Views of the track works to the west of Station Road can be obtained from about 30

properties in Keith Road. Although some of these views will be direct, and over short

distances (25-30m), a proportion of them will be obstructed in the summer by vegetation,

and may be confined to upper floors.

- Views of the Station Road bridge works and station remodelling from between 10-20

properties at the eastern end of Keith Road (including flats in Brunel House) and in

Station Road (possible residential uses above shops). These views will be over



- distances of between 20-100m. Whilst many of them will be direct, some will be

obstructed by intervening features.

- Views of the station works and track works east of Station Road from potentially 25

properties in Western View/Skeffington Court.

A second, potentially sensitive group of receptors comprises users of public open space,

principally the canal/towpath.



be low.



activities.





There are no listed buildings which are directly affected by the proposed works.

The station works, including the completed building (notably the canopy), may fall within the

setting of the former Wall’s factory in Silverdale Road. However, this setting is influenced

mainly by intervening buildings. The impact of the works will therefore be minor, and not

significant.

3.2 Conservation Areas Work within the railway corridor west of Station Road is likely to fall within the setting of the

Thorn EMI Conservation Area (and possibly also of Enterprise House). Both the temporary

and permanent works are considered to have no more than a minor impact on this setting,

which will not be significant.

3.3 Landscape / Townscape 3.3.1 Impacts on Designated Townscape/Landscape Resources

The existing station entrance, the shops/offices fronting onto Station Road, and the former

goods shed are to be demolished. These buildings are not of architectural merit and are in

some cases in a visibly poor condition. Their removal will not have a significant impact on

townscape character.


Large-scale construction features such as cranes will be visible across much of the

surrounding area and along the railway corridor. The impacts of the temporary works on

landscape / townscape character areas may be summarised as follows:

- A Minor impact on the western Industrial part of the Hayes Town Centre Character Area.

The works will be largely compatible with the character of this area.

- A Moderate impact on the eastern residential and commercial part of the Hayes Town

Centre area. However, this impact will be confined to the southern fringe of the area;



- ground-level views will be confined in the main to Station Road, and intervening buildings

will obstruct most views.

- A Moderate impact on the Hayes / Harlington Character Area. Impacts will in many

cases be mitigated by intervening buildings. The highest degree of impact will be

experienced in the northern part of this area, adjoining Station Road.

- A Negligible impact on the Squirrel Trading Estate Character Area and Southall Gas

Works Character Area.


Vegetation (mature scrub and ornamental shrubs) will be lost from the parcel of land

between the Station Road bridge and Brunel House. Although the loss of this vegetation will

affect views from Brunel House and the road, it is not critical in landscape terms; its loss is

not considered to have a significant effect on townscape character.



- A Negligible impact on the western part of the Hayes Town Centre Character Area.

- A Moderate impact on the eastern part of the Hayes Town Centre area, due to the

proposed demolitions and the potential visibility of the new station building, notably its

roof. These influences, however, will be confined to the immediate vicinity of the site,

and are unlikely to further north than the canal.

- A Minor impact on the Hayes / Harlington Character Area. Although the remodelled

station and new bridge span are likely to be visible from the Keith Road area, the

character of this area will not change fundamentally.

- A Negligible impact on the Squirrel Trading Estate Character Area and the Southall Gas

Works Character Area.




3.4 Visual impacts

The Visual Appraisal Plan for Hayes and Harlington Station Drawing No. 1E0316-W1E00-

E00-F-00010 illustrates the approximate Zone of Visual Influence for the proposed temporary

and permanent works, and identifies the principal locations from which views of the




(Hayes and Harlington Station Works).

Table W10.2: Potential Temporary Impacts on Receptors (Hayes and Harlington Station)


Sensitivity of

Receptors


Significance

1 Occupants of business premises off Blyth Road Low Low NSIG

2 Users of the station Low High NSIG


4 Occupants of about 25 residential properties in Western View/Skeffington Court

High Moderate NSIG

5 Users of the main canal + towpath Medium Moderate NSIG

6 Occupants of business premises between canal/A312 Low Moderate NSIG

7 Occupants of about 30 residential properties in Keith Road High Moderate NSIG*see

below

8 Occupants of approx. 10 residential properties in Brunel House High High SIG (-)

9 Users of the Elim Church Medium Low NSIG 10 Users of Viveash Close car park Low High NSIG

11 Occupants of business premises between Station Road + the canal Low Moderate NSIG

Temporary significant effects are predicted for the occupants of about 10 flats in Brunel

House. This reflects their sensitivity and their proximity to the works associated with Station

Road bridge. These works are likely to be of substantial scale and duration, will involve the

removal of vegetation on the road embankment and will include the provision of a temporary

bridge.



The effect on other properties in Keith Road is not considered to be significant, despite their

proximity to the works. This is because direct views from these properties will be confined to

the track works, which will be of limited scale and duration. Views towards the major (bridge

and station) works will be oblique. In addition, mature trees located in the rear gardens of

these properties will screen some of these views.

In all other cases, the predicted effects are also not deemed to be significant. This is

because receptors are of low sensitivity (e.g. occupants of business premises), or because

views are over greater distances and are partially obstructed (e.g. residential properties in

Western View/Skeffington Court)



(Hayes and Harlington Station).

Table W10.3: Potential Permanent Impacts on Receptors (Hayes and Harlington Station)

Receptor


Sensitivity of

Receptors


Significance

1 Occupants of business premises off Blyth Road Low Low NSIG

2 Users of the station Low High NSIG


4 Occupants of about 25 residential properties in Western View/Skeffington Court

High Moderate NSIG

5 Users of the main canal + towpath Medium Moderate NSIG

6 Occupants of business premises between canal/A312 Low Moderate NSIG

7 Occupants of about 30 residential properties in Keith Road High Low NSIG

8 Occupants of approx. 10 residential properties in Brunel House High Low NSIG

9 Users of the Elim Church Medium Low NSIG 10 Users of Viveash Close car park Low High NSIG

11 Occupants of business premises between Station Road + the canal Low Moderate NSIG



The reconstructed Station Road Bridge and the remodelled station are likely to be prominent

in views from the Brunel House flats and from potentially up to 10 other properties in Keith

Road. In addition, removal of vegetation from the road embankment is likely to have opened

up these views in the short-term. However, the new features are not considered to be of

sufficiently different form and scale to the existing infrastructure as to represent a material

change to the character of the views. It is assumed that the road embankment will be re-

planted, and that this vegetation will have begun to mitigate the change to these views after

15 years.

The remodelled station (notably its roof) is likely to be visible from locations such as

residential properties in Western View/Skeffington Court. However, the station will be seen

essentially within the context of existing buildings; although it will introduce a new feature into

these views, it will not change their essential character.

The year 1 predicted impacts are considered to be significant for the reasons given above.

After 15 years following completion the situation will remain the same.



4. Summary 4.1 Listed Buildings and their setting

There are no listed buildings affected by the proposed works in this route window.


There will be no significant impacts on Conservation Areas.

4.3 Townscape

The works will have a Moderate impact on the Hayes / Harlington and Hayes Town Centre

character areas. The works will also have a moderate impact on southern housing within the

Squirrel Trading Estate Character Area. There will be a Minor or Negligible impact on all

other areas. These impacts are not considered to be significant.

The permanent works are not considered to give rise to any significant effects.

4.4 Visual Impacts

The construction works (temporary) are considered to have a potentially significant impact on

the amenity of about 10 residential properties in Brunel House and Keith Road. This reflects

the proximity, prominence and likely duration of the works, together with the sensitivity of

these receptors.

The permanent works are not considered to give rise to any significant effects.



5. Summary tables

There are no impacts on listed buildings, the setting of listed buildings or Conservation Areas

in this route window, hence these are not included on the summary table.

Predicted impacts on landscape / townscape and visual amenity are summarised in Table

W10.4: Summary Table of Temporary Impacts and Table W10.5: Summary Table of




Tabl

e W

10.4

: Sum

mar

y Ta

ble

of T

empo

rary

Impa

cts

(Rou

te W

indo

w W

10)

Rou

te W

indo

w W

10 –

Tem

pora

ry Im

pact

Res

idua

l Im

pact

W

orks

and

pot

entia

l im

pact

Si

gnifi

canc

e M

itiga

tion

Des

crip

tion

Sign

ifica

nce

Phy

sica

l im

pact

of:

C

onst

ruct

ion

plan

t and

com

poun

ds.

Not

Sig

nific

ant

Non

e pr

opos

ed

Loss

of v

eget

atio

n fro

m

Sta

tion

Roa

d em

bank

men

t..

Dem

oliti

on o

f bui

ldin

gs.

Not

Sig

nific

ant

Impa

ct o

n ch

arac

ter a

reas

O

vera

ll ch

arac

ter o

f rai

lway

cor

ridor

and

sur

roun

ding

ar

eas

wou

ld n

ot b

e af

fect

ed.

Not

Sig

nific

ant

Non

e pr

opos

ed.

Tem

pora

ry w

orks

wou

ld b

e hi

ghly

vis

ible

in p

lace

s, b

ut

no fu

ndam

enta

l cha

nge

to

char

acte

r.

Not

Sig

nific

ant

Impa

ct o

n se

tting

of:

List

ed B

uild

ings

and

Con

serv

atio

n A

reas

N

ot S

igni

fican

t N

one

prop

osed

W

orks

may

be

visi

ble,

but

ch

arac

ter o

f set

tings

will

be

unch

ange

d.

Not

Sig

nific

ant

Impa

ct o

n vi

sual

am

enity

of:

App

rox.

10

resi

dent

ial p

rope

rties

in B

rune

l Hou

se

Sig

nific

ant

Non

e pr

actic

able

V

eget

atio

n lo

ss a

nd

prox

imity

to w

orks

, inc

ludi

ng

tem

pora

ry b

ridge

. S

igni

fican

t

Impa

ct o

n vi

sual

am

enity

of:

Oth

er re

cept

ors

Not

Sig

nific

ant

Non

e pr

opos

ed.

As

abov

e.

Not

Sig

nific

ant



Tabl

e W

10.5

: Sum

mar

y Ta

ble

of P

erm

anen

t Im

pact

s (R

oute

Win

dow

W10

)

R

oute

Win

dow

W10

– P

erm

anen

t Im

pact

s

Res

idua

l Im

pact

W

orks

and

pot

entia

l im

pact

Si

gnifi

canc

e M

itiga

tion

Des

crip

tion

Sign

ifica

nce

Phy

sica

l im

pact

of:

Dem

oliti

ons

and

new

stru

ctur

es.

Not

Sig

nific

ant

Non

e re

quire

d.

Rem

odel

led

stat

ion

will

repr

esen

t a

mod

ern

vers

ion

of e

xist

ing

feat

ures

. D

emol

ishe

d bu

ildin

gs

are

of li

ttle

tow

nsca

pe m

erit.

Not

Sig

nific

ant

Phy

sica

l Im

pact

of:

Veg

etat

ion

loss

N

ot S

igni

fican

t N

one

prop

osed

. V

eget

atio

n to

be

lost

not

crit

ical

to

tow

nsca

pe c

hara

cter

(but

doe

s in

fluen

ce v

isua

l am

enity

). N

ot S

igni

fican

t

Impa

ct o

n ch

arac

ter a

reas

: In

crea

se in

vis

ual i

nflu

ence

of r

ailw

ay

infra

stru

ctur

e, b

ut fu

ndam

enta

l cha

ract

er o

f su

rrou

ndin

g ar

eas

will

be

unaf

fect

ed.

Not

Sig

nific

ant

Non

e pr

opos

ed

Hig

h-le

vel c

anop

y w

ill in

trodu

ce

new

feat

ure

into

vie

ws,

but

will

no

t cha

nge

thei

r fun

dam

enta

l ch

arac

ter.

Not

Sig

nific

ant

Impa

ct o

n se

tting

s of

: C

onse

rvat

ion

Are

as a

nd L

iste

d B

uild

ings

N

ot S

igni

fican

t N

one

requ

ired.

N

o m

ater

ial i

mpa

ct.

Not

Sig

nific

ant

Impa

ct o

n vi

sual

am

enity

: N

ot S

igni

fican

t N

one

requ

ired.

C

hara

cter

of v

iew

s w

ill n

ot

chan

ge fu

ndam

enta

lly.

Not

Sig

nific

ant



6. Assumptions



shrubs.

- 2.4 and 3.6m metre high timber hoarding around the perimeter of temporary work sites.








7. References - ES Route Windows W10




Route Window W8/9 501

Route Window W8/9 Southall Station and

Southall West Sidings





2. Baseline Assessment 508 2.1 Local context 508 2.2 Listed Buildings and their Setting 510 2.3 Conservation Areas 510 2.4 Townscape 511 2.5 Sensitivity 517

3. Impact of the Scheme 520 3.1 Listed Buildings and their setting 520 3.2 Conservation Areas 520 3.3 Landscape / Townscape 520 3.4 Visual impacts 522




504 Route Window W8/9



Route Window W8/9 Southall Station and Southall West Sidings


1.1 Permanent Works

A new ticket hall will be built northeast of the existing ticket hall, currently located on South

Road bridge. It will be accessed from an elevated walkway from South Road. A new

footbridge will be constructed including lift access to all platforms; the lifts will be

accommodated within towers 12 m high and 3 m wide.

Platforms will be extended to accommodate longer Crossrail trains: platforms three and four

will be extended eastwards by 55 m; the island platform two and three will also be widened to

the north. A usable length of 110 m will be provided on the faces of main line platforms one

and two to suit five-car Crossrail operations during planned maintenance of the relief lines.

Further east, between Southall station and the Uxbridge Road bridge in Route Window W7,

various track modifications will be undertaken including minor track slews, provision of new

crossovers and some redesignation of the existing tracks. These will all take place within the

existing rail corridor.

1.2 Temporary Works

Duration of Works

Subject to possession planning requirements and excluding final commissioning, works at

the station will take approximately two years and two months to complete.

Enabling Works

No major enabling works are required. Preliminary works include the creation of temporary

worksites and access points, together with the diversion of utilities and services.



Main Works

Works at Southall station will involve the following:

- Construction of the new station footbridge using piled foundations, and provision of a

temporary high level walkway, connecting the footbridge to the existing ticket hall. These

works will take approximately three months to complete.

- Removal of the footbridge crossing the relief lines, and stairs from the existing ticket hall

to the eastbound relief line platform (platform four). Demolition of the existing station

buildings and canopy on this platform where necessary.

- Construction of the new station building to the north of platform four, using piled

foundations. The connection between the ticket hall and new station footbridge will be

built in this phase. These works will take approximately eight and half months to

complete.

- Commissioning of the new ticket hall, and removal of the temporary high level walkway

connection between the footbridge and the existing ticket hall.

- Remaining demolitions, following which platform canopies will be installed.

- Conversion of the existing ticket office over the railway for retail or other commercial use.

- On completion of the new station building, final works will involve minor alterations to the

supports of Merrick Road footbridge.

Platform works will also be undertaken during this time. The westbound relief line will be

realigned parallel to the eastbound to enable widening of platform three to the new track

alignment. The relief lines and eastbound main line platforms will be extended using

crosswalls with pre-cast concrete beams. On completion of the platform alterations, the

eastbound relief line will be tamped to achieve correct platform clearances. The westbound

relief line will be realigned to enable platform widening.

Construction plant required at the worksite will include a piling rig, cranes, excavators,

vibrating poker, compressors, and generators.


Works at the station will be carried out from two worksites. All materials will be taken to and

from the worksites by road:

- The Southall station worksite will be located on the site to be used for the new station

buildings. The worksite is bounded by Merrick Road footbridge to the east,



- by South Road to the west and by the railway to the south. Access to the worksite will be

from Park Avenue. The worksite will be served by eight lorries per day during the 36

week peak construction period and typically by six per day at other times.

- The Park Avenue worksite will be located immediately east of the station on the existing

depot site. It will extend between the railway in the south and Park Avenue in the north.

All materials will be taken to and from the site by road from South Road and Uxbridge

Road via Park Avenue. The Park Avenue worksite is used for the Southall track re-

modelling works and it will be required for between seven and eight months, during which

time no more than one or two lorries per week will access the site. Peak construction

activity will take place at the start and finish of the works, each for about two weeks.

During this time there will be up to five lorries per day accessing the site.




This section of the route traverses a wholly urban area dominated by residential and

business/industrial uses. The relatively dense urban pattern is interrupted by several vacant

or under-used sites, including redundant railway land. Corridors of amenity land define the

floodplains of the Yeading Brook and the River Brent, to the west and east of the area

respectively.

The railway corridor is itself relatively prominent, due partly to its width, which accommodates

multiple lines and sidings, and to the presence of OHLE infrastructure. In addition, the route

runs on embankment as it crosses the two floodplains, with significant bridges over the

Grand Union Canal (Paddington Arm) and the Uxbridge Road.

To the north of the route, the area is initially open, comprising amenity land along the

Yeading Brook Valley. To the south-east of the Grand Union Canal (Paddington Arm) lies

the former Southall Gasworks site, most of which is also open, but used for contract parking.

A gas holder station occupies the centre of this area, dominated by a modern, blue-painted

gas holder which is a prominent landmark in the local area.

The densely built-up area of Southall lies to the north of the gasworks site. This comprises

mainly two-storey terraced housing dating from 1900-20, laid out in a grid of streets. The

modern, larger-scale buildings of Southall and West London College lies to the north of

Beaconsfield Road.

The eastern end of the gasworks site, forming a wedge of land between the built-up area and

the railway, comprises an area of secondary woodland and scrub. This is adjoined to the

east by a former waterworks, including the Southall Water Tower, an ornate brick structure

which appears to be in residential use.

South Road, which extends northwards from the overbridge adjoining the station, is lined by

a mix of shops, offices, housing and community facilities such as the Post Office, the Glassy

Junction pub, the King’s Hall Methodist Church and the Hambrough Primary/Nursery School.

The triangle of land between South Road, the railway and Park Avenue is occupied partly by

the Siri Guru Singh Santa Sikh Temple and partly by Henelly’s plant hire yard.



The area north of Park Avenue is mainly residential, comprising 2/3 storey terraced

properties dating from about 1900-1910 in Avenue Road, and 1930s semis along Park

avenue. The area between Park Avenue and the railway is occupied mainly by a mix of

vacant land and commercial / business uses, including the Barratt Industrial Park.

Residential uses extend eastwards, occupying the triangle of land between the railway and

Uxbridge Road. North of the latter lies the open land of the River Brent floodplain, which is

mainly in amenity use.

The railway is adjoined to the south initially by a vacant industrial site (north of Scott’s Road),

and then by a series of industrial/business premises (north of Johnsons Road). To the south

lies the residential area of Southall Green, comprising mainly 1930s semi-detached housing.

To the east of Balfour Road, residential uses adjoin the railway corridor. These comprise

mainly terraced properties dating from around 1900 in Spencer Street and Queen’s Road. A

small open space and play area, the Spencer Street Play Centre, also lies close to the

railway at this point. To the east of the Dudley Road pedestrian underpass, the railway

corridor widens to accommodate Southall West sidings, a large area of disused railway land.

To the east of Gladstone Road lies an area of warehousing and business uses, including the

Dominion and Featherstone industrial estates. This area backs onto a mix of retail, business

and community uses along The Green. These uses include places of worship (St. Anselms

Church and a Hindu Temple), shops, offices (notably King’s House and Phoenix House) and

open space (the Manor House Grounds). A 3-storey block of flats, Martins Court, adjoins the

railway corridor immediately to the west of the South Road overbridge.

To the east of The Green, business uses (The Arches Business centre) lie between Merrick

Road and the railway. Residential uses predominate to the south of Merrick Road,

comprising the 2/3 storey Maypole Court flats, The Limes (a 1-2 storey sheltered housing

scheme) and terraced housing in Hortus Road and Kingston Road.

Southall Community Centre is located on the corner of Merrick Road adjacent to the

roundabout access to Middlesex Business Centre. The Community Centre is a distinctive

building, probably a former theatre or dance hall, dating from about 1900.



Business and industrial uses predominate to the east of Merrick Road, comprising the

Middlesex Business Centre and Charles House, accessed off Bridge Road. Most of these

uses occupy typical 2/3 storey warehouse buildings. Notable exceptions are Sunrise House,

an older 5/6 storey building, and the 7/8 storey Quaker Foods building, further east.

In this area the railway corridor widens to accommodate the Brentford Branch. The triangle

of land between the branch and the main line is occupied by disused railway sidings,

carriage sheds and a water tower.

Industrial and business uses continue to predominate to the east of Glade Lane, comprising

the Enterprise Estate and the Great Western Industrial Park. These areas are occupied by

typical 2/3 storey, large footprint warehouse buildings, surrounded by parking and service

yards.

The Townscape Character Baseline Plans for Southall Station - Drawing No. 1E0416-

W1E00-E00-F-00008 and for Southall West Sidings - Drawing No. 1E0416-W1E00-E00-F-

00009 identify the locations of key buildings and landmarks in the local landscape /






Two Grade II listed buildings have been identified. These are the Southall Water Tower,

which lies just to the north of the railway corridor, west of South Street bridge; and the Manor

House, which is located on The Green, about 300m south of the railway.


There are no Conservation Areas in the vicinity.



2.4 Townscape



pattern. Seven main character areas may be identified:

- Yeading Brook Valley;

- Southall Gasworks;

- Southall;

- Brent Lodge Park;

- Railway Corridor;

- Southall Green; and

- Eastern Industrial Area.

Yeading Brook Character Area: The Yeading Brook Valley comprises a corridor of open land, including sports facilities, lying

to the north-west of the Grand Union Canal (Paddington Arm). The area includes significant

vegetation, particularly along the river and canal.

Gasworks Character Area: Southall Gasworks is a distinctive area of mainly open land, used for contract parking, in

which the gas holder station is highly prominent. The eastern part of this area includes

significant vegetation (mature planes and secondary woodland and scrub).

Southall Residential Character Area: Southall comprises a predominantly residential area of mainly low-rise and relatively high-

density terraced and semi-detached housing. Buildings of contrasting form and use include

the Southall and West London College, and the commercial and community uses along

South Road.

Brent Lodge Park Character Area:

The River Brent Valley is a corridor of open land lying to the north-east of Uxbridge Road,

and dominated by amenity uses.



GWML Railway Character Area:

The Railway Corridor is sufficiently distinctive to form a character area in its own right. It is

relatively wide, particularly in the vicinity of Southall West Sidings and the Brentford Branch,

and includes features such as OHLE infrastructure and disused railway buildings.

Southall Green Character Area:

Southall Green comprises the built-up area lying to the south of the railway. It is mainly

residential, with mixed uses along The Green, together with areas of industrial/business use

adjoining Johnsons Road, to the north of Featherstone Road and along Merrick Road.

Eastern Industrial Character Area:

To the east of Merrick Road, industrial/business uses become sufficiently prominent as to

form a character area in their own right, dominated by features such as Sunrise House and

the Quaker Foods factory.


A number of buildings in the area are distinctive. In many cases, their influence does not

extend beyond their immediate curtilage or surrounding streets. Examples include Southall

Station itself and the Southall Community Centre in Merrick Road. At Southall Station, the

railway arches on Merrick Road are locally listed by Slough District Council.

The visual influence of four buildings, however, extends across a wider area. These are:

- the blue gas holder within the Southall Gasworks site;

- Southall Water Tower;

- Sunrise House; and

- the Quaker Foods factory.

Vegetation has a limited influence on landscape character and views. It is prominent within

the Yeading Brook Valley and River Brent Valley character areas. In some locations, street

trees are important (e.g. Avenue Road), whilst vegetation has been planted to provide

screening around industrial sites (e.g. along the southern side of Park Avenue and around

the northern perimeter of the gasworks).



Significant vegetation occurs intermittently along the perimeter of the railway corridor, e.g. to

the rear of properties in Scott’s Road, Johnsons Road, Spencer Street and Queens Road.

In visual terms, the most important vegetation in the area is that within the eastern part of the

gasworks site and around the former waterworks. This vegetation comprises a mix of mature

trees, some of which have been planted (e.g. London planes along The Straight and weeping

willows in the waterworks site), together with scrub and secondary woodland that has

developed within the gasworks. This block of vegetation is of sufficient importance to be

regarded as a key feature.





It should be noted, however, that pedestrians using the South Road overbridge and the

Merrick Road footbridge gain extensive views along the railway corridor and across the

surrounding area. Similar, panoramic views are assumed to be gained from taller buildings

such as the water tower and Sunrise House.

However, since these locations either are not publicly accessible, or are of little value in

visual amenity terms, they are not considered to represent key local views.


The main roads in the area comprise:

- South Road/The Green (A3005), which is a busy route connecting Southall to the north

with Norwood Green to the south; and

- the Uxbridge Road (A4020), an arterial route which connects Ealing to the south-east

with Uxbridge to the north-west.

Both routes cross the railway, and are also used by pedestrians/cyclists.



The railway corridor is crossed by the following pedestrian routes:

- White Street subway;

- Merrick Road footbridge;

- Glade Lane subway; and

- Lyndhurst Avenue subway.

These routes are probably used by local residents and schoolchildren. However, they are

generally unattractive and potentially dangerous environments, and are of no importance in

visual amenity terms.

Movement through the area is otherwise confined to the pattern of local streets. The only

important pedestrian route is the Grand Union Walk, which runs alongside the Paddington

Arm.


The undeveloped floodplains of the Yeading Brook and River Brent are designated as

Metropolitan Green Belt.









As has been described previously, the railway traverses this area initially on a low (about 2-

3m high) embankment, then running at grade from the vicinity of Queens Road, and onto

embankment again to the east of the former Southall Depot.



Views towards the railway corridor are defined mainly by the surrounding land uses and

buildings. To the west of South Road, the open land of the Yeading Brook valley and the

gasworks site allow potential views towards the railway from the edge of the built-up area up

to 500m to the north. In practice, however, the gas holder station, vegetation (notably on the

eastern part of the gasworks site) and intervening features (including parked vehicles) will

restrict viewing opportunities.

To the south, the railway corridor is tightly enclosed by the urban fabric of terraced housing

and business premises, reinforced intermittently (and mainly in summer) by vegetation.

To the east of South Road, the railway corridor is enclosed to the north by the built-up edge

of housing and business units, strongly reinforced by vegetation along the southern side of

Park Avenue. From Glade Lane eastwards, this enclosure weakens as the railway rises onto

embankment to cross Uxbridge Road. In this area there is the potential for views to extend

northwards across the open land of the River Brent floodplain.

South of the railway, industrial and business units initially define the extent of views. Viewing

opportunities open up across the Southall Depot site as the Brentford Branch diverges to the

south-east, and the line of industrial buildings is pulled back. To the east of Glade Lane, the

buildings of the Enterprise Estate and Great Western Business Park define the edge of

visibility immediately south of the railway corridor.

In summary, the potential winter-time ZVI to the north of the railway is defined from west to

east by the following:

- Vegetation along the Grand Union Canal (Paddington Arm);

- The edge of the built-up area north of the gasworks site;

- Buildings immediately north of the station and along Park Avenue;

- Business premises and housing along Park Avenue; and

- Vegetation along the River Brent.


following:

- Properties in Scott’s Road, Johnsons Road, Spencer Street and Queens Road;

- Business premises to the west of The Green;



- Offices and residential properties around the junction of The Green/Merrick Road;

- Business, residential and community premises in Merrick Road;

- The Middlesex Business Centre;

- Industrial buildings south of the Brentford Branch (notably the Quaker Foods factory); and

- Business units east of Glade Lane.

The works will be confined to the section of the railway corridor between South Road and

Southall Depot. The South Road overbridge will partly define the ZVI to the west,

intercepting most views at rail level, but will be overtopped by taller construction features and

by the new station buildings.

To the east, the ZVI will extend further along the railway corridor between the buildings and

vegetation that define it on either side. The buildings within Southall Depot (including a water

tower and carriage shed) will provide a degree of obstruction, although it is probably

reasonable to assume that these structures will be demolished at some point.

Potential sources of views of the station works, from locations north of the railway, may be


- Occupants of the Water Tower.

- Residents of Randolph Road and The Crescent;

- Users of The Crescent open space;

- Users of South Road bridge;


- Users of the Sikh Temple;

- Residents of Park Avenue and the southern sections of Avenue Road and Villiers Road;

- Occupants of business premises along the northern side of the railway;

- Users of the Merrick Road footbridge;

Potential sources of views of the works, from locations south of the railway, may be


- Occupants of business premises in Southbridge Road;

- Residents of Martins Court, Maypole Court and The Limes;

- Occupants of offices such as Kings House;

- Occupants of The Arches Business Centre;

- Users of Southall Community Centre;

- Occupants of Middlesex Business Centre and the Quaker Foods factory;



2.5 Sensitivity


Built-Up Areas

The industrial/business areas are of low sensitivity to change. This reflects their functional

character, and their robust pattern of relatively large-scale buildings and spaces. Features

associated with the railway construction works would be expected to be unremarkable within

this setting. New railway infrastructure is also unlikely to be particularly intrusive within a

context of existing industrial features.

The railway corridor is already locally prominent, due to the degree of visual and physical

severance it creates, together with infrastructure such as the road bridges and OHLE. As a

result, the sensitivity of those areas lying within the ZVI of the railway is reduced.

Sensitivity to change is by definition increased by the presence of Listed Buildings. Thus, the

sensitivity of the townscape becomes moderate to potentially high in the vicinity of the Water

Tower and the Manor House.



susceptible to adverse impacts due to the introduction of larger-scale features. The number

of potential receptors, coupled with the amenity value of views from dwellings and gardens,


Open Land

The areas of green space in the Yeading Brook and River Brent valleys are generally highly

sensitive to change, due to their potential degree of visual exposure and the contrast with

which new construction or infrastructural features may be perceived. However, this

sensitivity is mitigated in part by distance; neither area adjoins the railway corridor.

Open space that is separated from the railway corridor by buildings, or that is embedded

within the built-up area (e.g. The Crescent open space and Southall park) is less sensitive.

Sensitivity increases where open space adjoins the railway corridor, with little intervening

screening, as at Spencer Street.



The area includes several open sites, notably the gasworks, Southall West sidings, the

disused Southall Depot and a vacant site in Scott’s Road. These sites, whilst visually

exposed, are of low sensitivity. They are brownfield sites rather than green space, and are

likely to be redeveloped in the future.


Table W8-W9.1: Visual Receptors (Southall Station Works) below identifies the key receptors

who are likely to obtain views of the proposed temporary and permanent works, together with


works.

Table W8-W9.1: Visual Receptors for the Southall Station Works

Receptor


Type of View D

irect

Vi

ew

Obl

ique

Vi

ew

Tem

pora

ry

Wor

k Si

tes

Perm

anen

t W

orks

Sensitivity of

Receptors

1 Occupants of the Water Tower Upper floors High

2 Residents of Randolph Road + The Crescent


3 Users of The Crescent open space Ground Moderate

4 Users of South Road bridge Ground Low 5 Users of the station Ground Low 6 Users of the Sikh Temple Ground Moderate

7 Residents of Park Avenue/Avenue Road/ Villiers Road

Upper floors High

8 Occupants of business premises north of railway


9 Users of Merrick Road footbridge Ground Low

10 Occupants of business units in Southbridge Rd


11 Residents of Martins Court, Maypole Court + The Limes


12 Occupants of offices such as Kings House Upper floors Low

13 Occupants of The Arches Business Centre


14 Users of Southall Community Centre Ground Moderate

15 Occupants of Middlesex Business Centre + Quaker Foods







- Views from about 20 properties in Randolph Road/The Crescent. Views from about 10

properties in The Crescent will be directly towards South Road bridge, with little

screening.

- Views from about 50 properties in Park Avenue (west of Villiers Road)/Avenue

Road/Milan Road. Although many of these views will be direct, many of them will be

screened to varying degrees by intervening buildings.

- Views from about 30 properties in Park Avenue (central). Although these views may be

direct, most will be screened to varying degrees by vegetation (mainly in summer) and/or

by intervening buildings.

- Views from about 20 properties in Martin Court/Maypole Court. Trees along Merrick

Road will provide a substantial degree of screening in summer. The Arches Business

Centre will screen the eastern part of the work site.

A second, potentially sensitive group of receptors comprises users of public open space.

Although the major such spaces are located away from the railway corridor, one area – at

The Crescent – is sufficiently close to experience direct views of the works over short

distances.



be low.



activities.





Work will take place within the setting of the Grade II listed Water Tower, from which

permanent features such as the new station structures will also be visible. These impacts

will not fundamentally affect the character of this setting, in which the railway corridor, and

associated infrastructure, is already prominent. Neither will any key views of the Water

Tower be affected. The effect on its setting is therefore not considered to be significant.

The Manor House lies to the south outside the visual influence of the works.

The existing station building is locally (but not statutorily) listed. This building is to be

retained and refurbished, and its setting will be affected both by the construction works and

by the new station buildings. However, since the building is of local importance only, this

impact is not considered to be significant.

3.2 Conservation Areas There are no impacts on Conservation Areas within this route window.

3.3 Landscape / Townscape 3.3.1 Impact on Landscape / Townscape Features and Resources

There will be no physical impact on any features or areas of designated landscape /

townscape importance.

Both the construction works and the permanent features of the remodelled station will be

visible within the setting of The Crescent open space. However, this setting is influenced

most strongly by the adjoining buildings and streets (South Road), and the impact of the

works will at most be Moderate. The impacts are not significant.




The impacts of the temporary works on landscape / townscape character areas may be


- No impact on the Yeading Brook valley.

- A Minor impact on the Southall gasworks area, from which the works may be distantly

visible.

- A Moderate impact on the Southall character area. This impact will be confined in the

main to the southern parts of the area.

- No impact on the River Brent valley.

- A Moderate impact on the Railway Corridor..

- A Moderate impact on the Southall Green area, confined in the main to its northern

fringe.

- No impact on the Eastern Industrial Area.

These impacts are not significant.



- No impact on the Yeading Brook valley.

- A Minor impact on the Southall Gasworks area.

- A Moderate impact on the Southall character area, due to the remodelled station,

although its visual influence is unlikely to extend further north than Beaconsfield

Road/Park Avenue.

- No impact on the River Brent valley.

- A Moderate impact on the Railway Corridor. Although the remodelled station will

represent a significant change, the fundamental character of the corridor will remain.

- A Moderate impact on the Southall Green area, due to the remodelled station, although

its visual influence is unlikely to extend further south than Hortus Road.

- No impact on the Eastern Industrial Area.

These impacts are not significant.



3.4 Visual impacts

The Visual Appraisal Plans for Southall Station - Drawing No. 1E0316-W1E00-E00-F-00008

and for Southall West Sidings - Drawing No. 1E0316-W1E00- E00-F-00009 illustrate the

approximate Zone of Visual Influence for the proposed temporary and permanent works, and

identifies the principal locations from which views of the development would be obtained.


receptor group is identified in Table W8-W9.2: Potential Temporary Impacts on Receptors

(Southall Station Works).

Table W8-W9.2 :- Potential Temporary Impacts on Receptors (Southall Station)

Receptor


Sensitivity of

Receptors


Significance

1 Occupants of the Water Tower High Low NSIG

2 Occupants of about 10 residential properties in The Crescent High High SIG (-)

3 Occupants of about 30 residential properties in Randolph Road/The Crescent

High Low NSIG

4 Users of The Crescent open space Moderate Moderate NSIG

5 Users of South Road bridge Low High NSIG 6 Users of the station Low High NSIG 7 Users of the Sikh Temple Moderate Moderate NSIG

8

Occupants of approx. 50 residential properties in Park Avenue (west)/Avenue Rd/Milan Road

High High SIG (-)

9 Occupants of business premises between the railway and Park Avenue

Low High NSIG

10 Users of Merrick Road footbridge Low High NSIG

11 Residents of about 30 residential properties in Park Avenue (central)

High Low NSIG

12 Occupants of business units in Southbridge Road Low Moderate NSIG

13 Occupants of about 20 residential properties in Martins Court + Maypole Court

High High SIG (-)

14 Occupants of offices such as Kings House Low Moderate NSIG

15 Occupants of The Arches Business Centre Low High NSIG



Receptor


Sensitivity of

Receptors


Significance

16 Users of Southall Community Centre Moderate Moderate NSIG

17 Occupants of Middlesex Business Centre + Quaker Foods Low Moderate NSIG

Temporary significant effects are predicted for the occupants of approx. 80 residential

properties. This number of properties represents about two-thirds of the total number of

residential receptors likely to experience views of the works. Significance results in most

cases from the proximity of highly sensitive receptors to the works, with few intervening

features to provide screening. In mitigation, however, it should be noted that these effects

will be temporary, and will in many cases be confined to upper floors (which are unlikely to

be the main habitable rooms where the properties comprise terraced housing).

In all other cases, the predicted effects are not deemed to be significant. This is because

receptors are of low sensitivity (e.g. occupants of business premises), or because views are

over greater distances, are partially obstructed and/or are of smaller-scale works (e.g.

residential properties in the central section of Park Avenue).


group of receptors is identified in Table W8-W9.3: Potential Permanent Impacts on

Receptors (Southall Station).

Table W8-W9.3: Potential Permanent Impacts on Receptors (Southall Station)

Receptor


Sensitivity of

Receptors


Significance

1 Occupants of the Water Tower High Low NSIG

2 Occupants of about 10 residential properties in The Crescent. High Moderate NSIG

3 Occupants of about 15 residential properties in Randolph Road/The Crescent

High Low NSIG

4 Users of The Crescent open space Moderate Low NSIG

5 Users of South Road Bridge Low High NSIG 6 Users of the station Low High NSIG 7 Users of the Sikh Temple Moderate Moderate NSIG

8 Occupants of approx. 50 residential properties in Park High Low NSIG



Receptor


Sensitivity of

Receptors


Significance

Avenue (west)/Avenue Rd/Milan Road

9 Occupants of business premises between the railway and Park Avenue

Low Moderate NSIG

10 Users of Merrick Road footbridge Low Moderate NSIG

11 Residents of about 30 residential properties in Park Avenue (central)

High Low NSIG

12 Occupants of business units in Southbridge Road Low Moderate NSIG

13 Occupants of about 20 residential properties in Martins Court and Maypole Court

High Moderate NSIG

14 Occupants of offices such as Kings House Low Moderate NSIG

15 Occupants of The Arches Business Centre Low High NSIG

16 Users of Southall Community Centre Medium Low NSIG

17 Occupants of Middlesex Business Centre and Quaker Foods Low Low NSIG

No permanent significant effects on visual amenity have been identified. Although the

permanent features of the new station will be clearly visible from locations such as properties

in The Crescent, Park Avenue and Martins Court/Maypole Court, the character and extent of

these views will not change to a fundamental degree.

The existing station, South Road Bridge and buildings flanking the railway corridor are the

main influence on these views. The new ticket hall will be relatively prominent, as a visibly

modern building occupying a currently open site. However, its scale will be generally

compatible with that of the existing station building and other buildings in the vicinity. It will

not, for example, compete as a landmark with the water tower or Sunrise House. Neither is it

likely to obstruct views across the railway corridor, except perhaps from some properties in

the western section of Park Avenue.

Taken together, the new ticket hall, footbridge and platform canopies are likely to increase

the visibility of the station, but not to a degree that will change the character of views to a

significant degree.


above. After 15 years following completion the situation will remain the same.



4. Summary

4.1 Listed Buildings and their Setting There will be no material impact on the setting of the Water Tower. There are no other

impacts on listed buildings within this route window.

4.2 Conservation Areas No Conservation Areas are affected by the works in this route window.

4.3 Townscape

The construction works will be of substantial scale and will be visible within parts of the

Southall, Southall Green and Railway Corridor character areas. However, the character of

these areas is robust, and will not be affected to a significant degree. There are not

predicted to be any signifricant impacts either during construction or due to the permanent

works.

4.4 Visual Impacts The construction works are considered to have a temporary significant impact on the amenity

of about 80 residential properties. This reflects the proximity, likely prominence and duration

of the works, together with the sensitivity of these receptors. This number of properties

represents about two-thirds of the total number of residential receptors in this area. This

impact, however, will be temporary, and will in many cases be confined to views from upper

floors only.

The permanent works are not considered to have any significant effects on visual amenity.

This is because the new station buildings will be of a scale appropriate to their setting, and

will not change the character of views from nearby properties to a fundamental degree.

5. Summary tables

There are no significant impacts on listed buildings or conservation areas in this route

window, hence these tables are not included in the summary tables.



Predicted impacts on landscape / townscape character, the setting of listed buildings and

visual amenity are summarised in Table W8-W9.4: Summary Table of Temporary Impacts

and Table W8-W9.5: Summary Table of Permanent Impacts, including any committed

mitigation and residual impacts.



Tabl

e W

8-W

9.4:

Sum

mar

y Ta

ble

of T

empo

rary

Impa

cts

(Rou

te W

indo

ws

W8-

W9)

R

oute

Win

dow

s W

8-W

9 –

Tem

pora

ry Im

pact

s

Res

idua

l Im

pact

W

orks

and

pot

entia

l im

pact

Si

gnifi

canc

e M

itiga

tion

Des

crip

tion

Sign

ifica

nce

Phy

sica

l im

pact

of:

Con

stru

ctio

n pl

ant a

nd c

ompo

unds

N

ot S

igni

fican

tN

one

prop

osed

N

o pr

omin

ent b

uild

ings

or

vege

tatio

n to

be

lost

. N

ot S

igni

fican

t

Impa

ct o

n ch

arac

ter a

reas

O

vera

ll ch

arac

ter o

f rai

lway

cor

ridor

and

sur

roun

ding

ar

eas

wou

ld n

ot b

e af

fect

ed.

Not

Sig

nific

ant

Non

e pr

opos

ed.

Tem

pora

ry w

orks

wou

ld b

e vi

sibl

e w

ith ra

ilway

cor

ridor

+

adjo

inin

g ar

eas,

but

no

fund

amen

tal c

hang

e to

ch

arac

ter.

Not

Sig

nific

ant

Impa

ct o

n se

tting

of L

iste

d B

uild

ing

(S

outh

all W

ater

Tow

er)

Not

Sig

nific

ant

Non

e pr

opos

ed

Tem

pora

ry w

orks

wou

ld b

e vi

sibl

e, b

ut c

hara

cter

of

setti

ng u

ncha

nged

. N

ot S

igni

fican

t

Impa

ct o

n vi

sual

am

enity

of:

App

rox.

80

resi

dent

ial p

rope

rties

S

igni

fican

t N

one

prac

ticab

le

Non

e (e

ffect

will

dis

appe

ar

whe

n w

ork

com

plet

ed).

Sig

nific

ant

Impa

ct o

n vi

sual

am

enity

of:

Oth

er re

cept

ors

Not

Sig

nific

ant

Non

e pr

opos

ed.

As

abov

e.

Not

Sig

nific

ant



Tabl

e W

8-W

9.5:

Sum

mar

y Ta

ble

of P

erm

anen

t Im

pact

s (R

oute

Win

dow

s W

8-W

9)

R

oute

Win

dow

s W

8-W

9 –

Perm

anen

t Im

pact

s

Res

idua

l Im

pact

W

orks

and

pot

entia

l im

pact

Si

gnifi

canc

e M

itiga

tion

Des

crip

tion

Sign

ifica

nce

Phy

sica

l im

pact

of:

Dem

oliti

ons

and

new

stru

ctur

es.

Not

Sig

nific

ant

Non

e re

quire

d.

Rem

odel

led

stat

ion

will

re

pres

ent a

mod

ern

+ en

larg

ed

vers

ion

of e

xist

ing

feat

ures

. N

ot S

igni

fican

t

Phy

sica

l Im

pact

of:

Veg

etat

ion

loss

N

ot S

igni

fican

t N

one

prop

osed

. N

o si

gnifi

cant

veg

etat

ion

to b

e lo

st.

Not

Sig

nific

ant

Impa

ct o

n ch

arac

ter a

reas

In

crea

se in

vis

ual i

nflu

ence

of r

ailw

ay

infra

stru

ctur

e, b

ut fu

ndam

enta

l cha

ract

er o

f su

rrou

ndin

g ar

eas

will

be

unaf

fect

ed.

Not

Sig

nific

ant

Non

e pr

opos

ed

Rem

odel

led

stat

ion

will

re

pres

ent a

mod

ern

+ en

larg

ed

vers

ion

of e

xist

ing

feat

ures

. N

ot S

igni

fican

t

Impa

ct o

n se

tting

Lis

ted

Bui

ldin

g:

(Sou

thal

l Wat

er T

ower

) N

ot S

igni

fican

t N

one

requ

ired.

N

o m

ater

ial i

mpa

ct.

Not

Sig

nific

ant

Impa

ct o

n vi

sual

am

enity

of:

Loca

l res

iden

ts a

nd o

ther

rece

ptor

s.

Not

Sig

nific

ant

Non

e re

quire

d.

Cha

ract

er o

f vie

ws

tow

ards

st

atio

n w

ill n

ot c

hang

e fu

ndam

enta

lly.

Not

Sig

nific

ant



6. Assumptions - Temporary work sites will be returned to their previous condition and use, e.g. surfaced


shrubs.

- It is proposed that 3.6 metre high hoarding be erected to the boundary of the temporary

work sites adjoining the station and 2.4 metre high hoarding used surrounding the Park

Avenue work site.








7. References

- ES Route Window W8 – W9




Route Window W7 531

Route Window W7 Hanwell Station


Route Window W7 533


1.1 Permanent works 535 1.2 Temporary Works 535

2. Baseline Assessment 536 2.1 Local context 536 2.2 Listed Buildings and their setting 538 2.3 Conservation Areas 538 2.4 Townscape 538 2.5 Zone of Visual Influence 543 2.6 Sensitivity 545

3. Impact of the Scheme 548 3.1 Listed Buildings and their setting 548 3.2 Conservation Areas 549 3.3 Landscape / Townscape 550 3.4 Visual impacts 550 3.5 Cumulative Impacts 553




534 Route Window W7


Route Window W7 535

Route Window W7 Hanwell Station


1.1 Permanent works

Both platforms at Hanwell station will be extended westwards by about 65 m to

accommodate Crossrail trains. In the west of the route window, various minor track

modifications will be undertaken.

1.2 Temporary Works

The works at the station will take about one year and two months to complete. Construction

plant required for the works will include piling rigs, lighting rigs for night work, cranes,

compressors and generators.

Works will be undertaken from three worksites: one at Churchfields Gardens, located to the

north of the railway in the southeast corner of Churchfields Recreational Ground; one to the

east of Golden Manor on the north side of the railway; and one in a disused builders yard

accessed from Hanwell station’s forecourt, north of Hanwell station and the railway. Materials

will be taken to and from the site by road, with access from Church Road via Station

Approach and Golden Manor. There will be about two full lorry loads per day serving each of

the worksites during the whole construction period.


536 Route Window W7


Hanwell Station is located between Campbell Road and Station Approach, close to the

junction of Church Road and York Avenue within the London Borough of Ealing. The station

building is located on Campbell Road with the platforms located on viaduct approximately 6

metres above.

Hanwell Station

The station contains three existing platforms set on embankment relative to surrounding

areas to the north and south and approximately 6 metres above the surrounding roads. The

steep sides of the embankment are well vegetated to both northern and southern sides.


Route Window W7 537

Hanwell Station is a three storey station of mainly brick construction, and lies within a

residential neighbourhood to the east of the Brent Valley. The Brent Valley is an important

recreational corridor with sports grounds, golf courses and recreation grounds along both

sides of the River Brent. To the west of Brent Valley lies the intensively developed business

parks, hospitals and residential areas of Southall. To the north of the station lies the

residential area of Hanwell Green with established neighbourhoods with large houses and

gardens. To the south of the station lies the more densely developed area of Hanwell with

rows of terraces with small gardens and two schools. Campbell Road and Golden Manor are

essentially residential in nature with large Edwardian semi detached residences and some

‘art deco’ residences. To the south of the rail corridor the schools lead down to residential

areas and a park, known as Connelly Dell, to the west. Retail units are found along Church

Road. There are extensive areas of vegetation surrounding the station, particularly along the

steep embankments. To the west more extensive areas of vegetation are found across the

Brent Valley corridor.

Church Road connects with Uxbridge Road (A4020) to the south.

The nearest residential properties comprise 2-storey Edwardian semi detached properties

along Campbell Road and Golden Manor, about 25m north of the station; and two-storey

properties along York Avenue, about 30m to the south east. A mixture of detached

bungalows and two storey Edwardian detached and semi detached properties are found

along Alwyne Road and Manor Court Road, around Manor Court Green. Three and four

storey flatblocks are found on Greenford Avenue, about 100m to the east. Established

residential neighbourhoods are located to the north, south and east.

The nearest open space are Manor Court Green and Churchfields Recreation Ground

located about 100m to the west, and the Royal Borough of Kensington and Chelsea

Cemetery lies 300m to the east.

The Townscape Character Baseline Plan for Hanwell Station, Drawing No. 1E0416-W1E00-

E00-F-00007 identifies the locations of key buildings and landmarks in the local townscape

and illustrates local views, pedestrian and vehicular movement corridors, townscape


relate to the site and its surroundings. This baseline plan also illustrates the extent of the

proposed sites for both the temporary and permanent works.


538 Route Window W7


There is one Grade II listed building and one Grade I listed structure within the Limits of

Deviation (LOD) and/or the Limits of Land to be Acquired or Used (LLAU) for the project.

The Grade II listed building is Hanwell Station which was built in 1875-78 to the designs of

W. Lancaster Owen. The station is important, as it is the least altered example remaining of

the station rebuilding on this section of the line in the 1870s caused by quadrupling of the

tracks. The Hanwell Station listing includes the cast iron lamp-posts that extend along the

platforms. The Grade I listed structure is the Wharncliffe Viaduct which lies on the route of

the Great Western Railway.

There are several other listed buildings and structures locally. These include the Grade II

listed Hanwell Bridge, St. Mellitus Church on Church Road, 134 Church Road, Spring

Cottage at 99 Church Road, The Hermitage at 204 Church Road, Rectory Cottage at 135

Church Road, the Stable block at Brent Lodge Park on Church Road and the Grade II*

Church of St. Mary on Church Road. None of these buildings are within the approximate

Zone of Visual Influence of the works.

2.3 Conservation Areas The station is situated within the Hanwell Village Green Conservation Area and 100m to the

east of Churchfields and Hanwell Village Green Conservation Areas; St Marks Church and

Canal Conservation Area is located 500m to the south-west; and Hanwell Clock Tower

Conservation Area is located 300m to the south. One of the temporary work sites is located

within the south-eastern corner of Churchfields Conservation Area.

2.4 Townscape

2.4.1 Character Areas and Townscape Quality

The area may be divided into four character areas, reflecting their prevailing uses and built

pattern.


Route Window W7 539

Brent Lodge Park Character Area:

The Churchfields Recreation Ground lies to the north of the railway and was bought as public

open space in 1898. Brent Lodge Park forms part of Brent River Park, a major new park

created by the Borough of Ealing. It is 850 acres in size and is the nearest natural open

space to central London, west of Kensington Gardens.

The Wharncliffe Viaduct was built in 1838, crossing the southern tip of the park and bringing

a dramatic increase in population with the railway.

The area has a significantly different character to that found to the south of the railway. The

area includes the River Brent and at its lowest stretches the Grand Union Canal. It has a

significant ‘green’ character with the spire of Hanwell Church rising above the trees. The

impressive Wharncliffe Viaduct acts as a physical and visual gateway to the park from the

south. Open views of the viaduct are obtained from Brent Meadow.

The valley park is gently sloping and views from the park are contained by trees and

surrounding development. St Mary’s Church creates a major landmark and vista, and

contributes to an interesting visual composition with a number of small cottages, which

surround it.

The area adjacent to Churchfields has a unique character in relation to the wider area.

There is a small concentration of buildings of historical merit, including St Mary’s Church,

built in flint with stone dressings and a broach spire, which are visible from many parts of the

surrounding area. To the south lies Rectory Cottage (c1794) and further along Church Road

is White Cottage. Hermitage Cottage is particularly striking in comparison with the sprawling

1940’s suburban character of the wider area. Its early 19th century Gothic architecture, two

pointed windows, a quatrefoil and an ogee-arched door are all on a tiny scale.

The former Stable Block of Brent Lodge lies to the south (c1830), in yellow stock brick with

gauged arches and a central pediment. An old brick wall follows the path south from the

stables, leading to any early nineteenth century wrought iron decorative gateway,

presumably once part of the entrance drive to Brent Lodge.


540 Route Window W7

A footpath alongside the River Brent passes beneath the Wharncliffe viaduct. The long rear

gardens of houses in Half Acre Road slope down to the east bank of the river, and these

properties are included within the Churchfields Conservation Area to protect this aspect from

being compromised by modern development.

This is an area of high townscape quality.

The Ealing Hospital Character Area:

The Ealing Hospital is a sprawling complex of varying scale, architectural styles and

character to the south of Uxbridge Road. It reaches up to 9 floors, whilst there are some

single storey elements and everything in-between.

Some of the more recent developments within this character area are of a good architectural

merit with some bold features. However, some of the earlier 1960’s/1970’s Uxbridge Road

fronting blocks are rather stark and uninviting concrete clad structures with little townscape

merit. Overall, the incoherent, sprawling nature of the hospital provides a varied experience

of scale and character more reminiscent of that found in a small town. The scale of some of

the larger buildings is such that they are visible across the railway to Brent Lodge Park and

the wider area.

The Wharncliffe Viaduct provides a striking and historic feature from the eastern part of the

hospital and the adjacent Uxbridge Road, and framed views of the viaduct are obtained from

Brent Lodge Park. There is a wide belt of vegetation between this character area and the

railway, which helps enclose views of the railway from the houses and industrial facilities

further to the south.

This is an area of low townscape quality.

Brent Lodge Character Area:

Brent Lodge, originally known as Brent End Farm, arose from the division of Hanwell Park

Estate in 1782. Brent Lodge covers a largely residential area of two storey Victorian terraced,

semi detached and detached properties, with a number of modern low rise flatblock infill

developments.


Route Window W7 541

Buildings are generally of brick construction with pitched tile roofs.

Mature vegetation is a key feature, particularly in rear gardens, where there are many mature

trees. Front gardens tend to be small, particularly on Greenford Avenue. Whilst those on

adjoining roads tend to be larger with more vegetation.

There are few garages resulting in a large amount of on street parking, or parking in front

gardens.

There is a notable difference in road layout to either side of Greenford Avenue. The the west

roads wind in a circuitous fashion, along Campbell Road, Golden Manor, Church Road and

Manor Court Road; whilst to the east the roads follow straight avenues with a greater density

of development.

Hanwell and Cemeteries Character Areas: This is an area with significant residential character incorporating two Victorian cemeteries at

its heart, the Royal Borough of Kensington and Chelsea Cemetery and the larger City of

Westminster Cemetery to the south.

The City of Westminster Cemetery was founded in 1854 and the Kensington and Chelsea

Cemetery one year later in 1855 to accommodate for the overflowing churchyards and burial

grounds of London.

The layout of the Westminster Cemetery by Robert Jerrard follows a clear grid arrangement

on the Uxbridge Road frontage. It is surrounded by impressive decorative railings and gates

with Bath Stone piers.

Despite the large size of the cemeteries, one gets little impression of their size from Uxbridge

Road. This is particularly so in the case of the Kensington and Chelsea Cemetery, which is

accessed by a subtle gateway and linear pathway. It is bounded on both sides by tightly

packed residential, finally opening up into the cemetery before reaching the railway tracks.

Despite its leafy character, the Drayton Green railway associated works to the north are still

a dominant feature due to their massive scale.


542 Route Window W7

The area to the south of the railway is generally of mixed character, with post war estates,

modest 20th century terraces and modern infill development of variable quality, together

creating something of an incoherent character. St Mary’s Church on the junction of Uxbridge

Road and Church Road provide one of the few focal points.

Development is less tightly packed against the railway tracks than elsewhere, so the

elevated tracks are more of a dominant feature with a belt of trees and shrubs running

alongside the southern edge of the tracks along York Avenue.

Uxbridge Road again, provides the main focus of Hanwell, with concentrations of retail with

some residential. The character is generally variable both in terms of architecture and

condition of buildings but is consistently domestic in scale until it reaches the Ealing hospital

to the west.

This is an area of moderate townscape quality.

2.4.2 Key Landscape / Townscape Features and Resources

The W7 route window includes four Conservation Areas: St Marks Church and Canal

Conservation Area is located 500m to the south-west; Hanwell Clock Tower Conservation

Area is located 300m to the south; and Churchfields Conservation Area is located 100m to

the west. The station is located within Hanwell Village Green Conservation Area. Nine

buildings are notable for their distinctiveness as townscape features. The station itself is a

grade II Listed Building



and mature deciduous trees (mainly ash, sycamore, sweet chestnut and oak) which defines

the northern and southern sides of the Great Western Main Line (GWML) embankment.

Street trees and tree cover within gardens are also important local townscape features. A

number of the trees close to the Station and Viaduct are covered by a Tree Preservation

Order – TPO No 17 and 18.

Mature woodland, hedgerows and hedgerow trees occupy parts of the Brent Valley, with

ornamental planting in Manor Court Green and Churchfields Recreation Ground.


Route Window W7 543


There are no strategic views in the vicinity of the site. There are however local views from rail

users from the Wharncliffe viaduct, both to the north across Brent Lodge Park and to the

south across Hanwell and towards Ealing Hospital. There are also views from within Brent

Lodge Park towards Wharncliffe Viaduct. 2.4.4 Key Pedestrian / Vehicular Movement Corridors


Church Road and Uxbridge Road forming the most important links. The footpaths within

Churchfields Recreation Ground and across Brent Lodge Park are well used. Greenford

Avenue is a key vehicular route linking Uxbridge Road with Ruislip Road. There are a

number of cycle routes passing through the area.


There are no landscape planning designations in the vicinity of the main areas of the site,

although Churchfields Recreation Ground, including the location of a temporary work site, is

designated as ‘Key Open Space’.








The railway runs through the built-up area on embankment, passing over Church Road and

Golden Manor/Station Road, and on viaduct across the River Brent. In the vicinity of the

station, the embankment is approximately 6 metres high with the surrounding built areas

relatively flat.


544 Route Window W7

The presence of mature lineside vegetation along many sections of the embankment

generally restricts opportunities for direct views to track/platform level. From the north, the

station building on Campbell Road also prevents views of the platform area. The rail track on

embankment, the mature lineside vegetation and the proximity of buildings are the main

influences on views.


- To the West, along the railway corridor towards the vicinity of Wharncliffe Viaduct;

- To the North, principally by the sequence of residential properties and vegetation along

Campbell Road, Golden Manor, Alwyne Road and a short section of Manor Court Road;

- To the East, along the railway corridor to the vicinity of the Church Road bridge, and

along a short section of Campbell Road;

- To the South, by the mature lineside vegetation along the rail embankment.


- Users of Campbell Road;

- Residents of 35 Campbell Road;



- Residents of 1-8 Campbell Court, Campbell Road;


- Residents of 37-47 Campbell Road;


- Residents of Fern Bank, Golden Manor and 2-8 Campbell Road;


- Users of Golden Manor;

- Residents of 2 Golden Manor;

- Residents of 1 Golden Manor;

- Residents of 3-5 Golden Manor;

- Residents of 7-13 Golden Manor;

- Residents of Testwood Court, Golden Manor;

- Residents of 1-15 Manor Court Road;

- Residents of 2-10 Alwyne Road;

- Users of Manor Court Green;


Route Window W7 545

- Users of Churchfields Recreation Ground;

- Residents of 51-65 Church Road;

- Residents of 39 Church Road; and


2.6 Sensitivity


Hanwell Station is located within the Hanwell Village Green Conservation Area. The

temporary work site to the south of Manor Court Green lies within the Churchfields

Conservation Area. The station itself is Grade II Listed and Wharncliffe Viaduct to the west is

Grade 1 listed. There are two Conservation Areas across land to the north and west of

Golden Manor, which include a number of Listed Buildings.

The surrounding townscape is generally of high sensitivity to change. Established residential

areas cover much of the land on the northern side of the embankment with important areas

of open space beyond. The railway corridor is a significant influence, particularly due to

Wharncliffe Viaduct and the dense lineside vegetation, which prevents distant views from

both the north and the south. Views from the surrounding neighbourhoods to the north are

sensitive to the removal of lineside vegetation, as it will open up views of the rail corridor.

The immediate environs of the station and rail corridor to the north are dominated the quiet

suburban leafy neighbourhood. Urban fabric of this type is not able to accommodate a

substantial degree of change without detriment to its character.

Any significant loss of lineside vegetation which adjoin the rail corridor to both the north and

south would affect townscape character, and is an important influence on views during

summer.


Table W7.1: Visual Receptors (Hanwell Station) below identifies the key receptors which

would obtain views of the proposed temporary and proposed permanent works, together with


works.


546 Route Window W7

Table W7.1: Visual Receptors for the Hanwell Station Works

Receptor


Type of View

Dire

ct V

iew

Obl

ique

Vi

ew

Tem

pora

ry

Wor

k Si

tes

Perm

anen

t W

orks

Sensitivity of

Receptors

1 Users of Campbell Road Ground level Moderate

2 Residents of 35 Campbell Road

Ground level and upper floors High





5 Residents of 1-8 Campbell Court, Campbell Road




7 Residents of 37-47 Campbell Road


8 Residents of 10-20 Campbell Road


9 Residents of Fern Bank, Golden Manor and 2-8 Campbell Road


10 Residents of 1-13 Campbell Road Upper floors High

11 Users of Golden Manor Ground level Moderate

12 Residents of 2 Golden Manor Upper floors High

13 Residents of 1 Golden Manor


14 Residents of 3-5 Golden Manor


15 Residents of 7-13 Golden Manor


16 Residents of Testwood Court, Golden Manor


17 Residents of 1-15 Manor Court Road


18 Residents of 2-10 Alwyne Road Upper floors High

19 Users of Manor Court Green Ground level Moderate

20 Users of Churchfields Recreation Ground Ground level Moderate


Route Window W7 547

Receptor


Type of View

Dire

ct V

iew

Obl

ique

Vi

ew

Tem

pora

ry

Wor

k Si

tes

Perm

anen

t W

orks

Sensitivity of

Receptors

21 Residents of 51-65 Church Road Upper storeys High

22 Residents of 39 Church Road

Ground level and upper storeys

High


Local residents will be the most sensitive group of receptors and theoretically, approximately

70 residential properties could have views of the construction works.

The least obstructed views would be experienced by users of the station, users and residents

of Campbell Road and Golden Manor, and users of Manor Court Green. Many of these

receptors are considered to be of high sensitivity.


from the house and from nearby roads or the station).


to the impact of railway maintenance and construction activities..


548 Route Window W7


3.1 Listed Buildings and their setting There are two listed structures locally: Hanwell & Elthorne Station and the Wharncliffe

Viaduct.

3.1.1 Hanwell Station

It is proposed to demolish the platform end ramps at the country end in order to extend the

existing platform by 67m. The platform end ramps are part of the curtilage of Hanwell

Station, a Grade II listed building. The platform end ramps are not of historical or

architectural importance, therefore this impact is Not Significant (NSig). There is a potential

impact of damage to the Grade II listed lamp-posts on the existing platform due to the close

proximity of construction activities required to extend the existing platforms. The impact is

considered Significant (Sig.). In mitigation of this impact it is proposed to provide protective

measures to the lamp-posts and carry out demolition/excavation of existing platform end

ramps a safe distance away from the lamp-posts to avoid disrupting their foundations. The

residual impact is considered not significant (NSig.). If necessary, the affected lamp-posts

will be temporarily removed and stored during the works.

The new platform will be 3m wide, formed of either precast concrete slabs supported on

blockwork crosswalls or precast concrete crossheads on piled foundations. New station

furniture is proposed on the extended platforms. There is a potential visual impact on the

listed station due to the proposed station furniture on the extended platforms. This impact is

considered significant (Sig.) To mitigate this impact the location and design of the new

fixtures will be designed to be in keeping with the listed station. The residual impact is

considered Not Significant (NSig.)

The station is a single storey timber structure located in a central location within the rail

corridor. The building is largely out of view from surrounding areas because of the mature

lineside vegetation. The setting of the station building is dominated by the GWML. The

proposed platform extensions will affect the setting of the station building, mainly due to the

removal of lineside vegetation to the north-west, but also with the extensions themselves.

However, both the temporary and permanent works are considered to have a low impact on

the setting of Hanell Station. This will not be significant.


Route Window W7 549

3.1.2 Wharnecliffe Viaduct

There are no works proposed in proximity to the Wharncliffe Viaduct and therefore no direct

impacts on the viaduct.

Wharncliffe Viaduct, designed by Isambard Kingdom Brunel, was constructed in 1838 to

cross the River Brent. The viaduct is a key feature in views from footpaths along the River

Brent and from Churchfields Recreation Ground. The mature lineside vegetation is an

important element in the views of Wharncliffe Viaduct. The removal of lineside vegetation for

the temporary work site is unlikely to affect views of the viaduct from the south of the

structure. In views from the north, along the River Brent and Churchfields Recreation

Ground, it is unlikely that there will be a change in the view of the viaduct as a result. The

temporary and permanent works are therefore considered to have a negligible/no change

impact on the setting of Wharncliffe Viaduct

3.2 Conservation Areas The proposed access route and temporary worksite will require the removal of some of the

existing vegetation along the embankment to the south of Fern Bank and to the south of

Manor Court Green. This will include the removal of a number of mature trees and works

within the Churchfields Conservation Area. The proposed platform extension works to

Hanwell Station are also within the Conservation Area. The loss of vegetation will affect a

number of properties which lie within the Hanwell Village Conservation Area, with views

towards the Viaduct. The loss of vegetation will also extend the visual influence of the

temporary and permanent works to a few properties to the north of the station within the

Hanwell Green Conservation Area.

It is considered that the loss of vegetation will have a negligible impact on the setting of the

Conservation Area(s) and whilst the visual influence of the permanent work would extend

northwards, the works are relatively minor and would be seen in the context of the existing

GWML which dominates the Hanwell Village Green Conservation Area in this locality. It is

therefore considered that the impact on the Conservation Area would not be significant.


550 Route Window W7

3.3 Landscape / Townscape Construction features such as mobile cranes, piling rigs, HGVs, portacabins and hoardings

will be features around the station for the duration of construction. These features will be

prominent features within this quiet suburban area. Their overall level of impact is likely to be

moderate. The area is generally of high sensitivity to change, and construction features will

affect its character. Their effect is therefore considered to result in significant adverse

impact.

The most visible feature of the permanent works will be the new access stairs and the

removal of lineside vegetation, clearly visible along Golden Manor and from rear elevations

of Campbell Road. These features will be seen in the context of the existing station and

embankment along the northern side of the rail corridor, with which they will result in low

adverse impacts, and of the surrounding urban area. The overall impact on the character of

the townscape as a result of the permanent works is considered to be low, and the effect is

unlikely to be significant.

3.4 Visual impacts

The Visual Appraisal Plan for Hanwell Station Works Drawing No. 1E0316-WIE00-E00-F-


the proposed permanent works, and identifies the principal locations from which views of the



temporary duration, and the likelihood that nearby receptors will to a certain degree be


improvement.



(Hanwell Station).


Route Window W7 551

Table W7.2: Potential Temporary Impacts on Receptors (Hanwell Station)

Receptor (Close Views under 1 km

Sensitivity of

Receptors


Significance

1 Users of Campbell Road Moderate Moderate NSIG 2 Residents of 35 Campbell Road High Moderate SIG(-) 3 Residents of 24 Campbell Road High Moderate SIG(-) 4 Residents of 22 Campbell Road High Moderate SIG(-)

5 Residents of 1-8 Campbell Court, Campbell Road High Low NSIG

6 Residents of 27 Campbell Road High Low NSIG 7 Residents of 37-47 Campbell Road High Low NSIG 8 Residents of 10-20 Campbell Road High Low NSIG

9 Residents of Fern Bank, Golden Manor and 2-8 Campbell Road High Moderate-

High SIG(-)

10 Residents of 1-13 Campbell Road High Low NSIG 11 Users of Golden Manor Moderate Moderate NSIG 12 Residents of 2 Golden Manor High Moderate SIG(-) 13 Residents of 1 Golden Manor High Moderate SIG(-) 14 Residents of 3-5 Golden Manor High Moderate SIG(-) 15 Residents of 7-13 Golden Manor High Low NSIG

16 Residents of Testwood Court, Golden Manor High Negligible NSIG

17 Residents of 1-15 Manor Court Road High Negligible NSIG

18 Residents of 2-10 Alwyne Road High Negligible NSIG 19 Users of Manor Court Green Moderate Low NSIG

20 Users of Churchfields Recreation Ground Moderate Negligible NSIG

21 Residents of 51-65 Church Road High Negligible NSIG 22 Residents of 39 Church Road High Negligible NSIG

23 Residents of Kipling Court, Tennyson Road High Negligible NSIG




(Hanwell Station Works).


552 Route Window W7

Table W7.3: Potential Permanent Impacts on Receptors (Hanwell Station Works)

Receptor (Close Views under 1 km)

Sensitivity of

Receptors


Significance

1 Users of Campbell Road Moderate Negligible NSIG 2 Residents of 35 Campbell Road High Negligible NSIG 3 Residents of 24 Campbell Road High Negligible NSIG 4 Residents of 22 Campbell Road High Negligible NSIG

5 Residents of 1-8 Campbell Court, Campbell Road High Negligible NSIG

6 Residents of 27 Campbell Road High Negligible NSIG 7 Residents of 37-47 Campbell Road High Negligible NSIG 8 Residents of 10-20 Campbell Road High Negligible NSIG

9 Residents of Fern Bank, Golden Manor and 2-8 Campbell Road High Low NSIG

10 Residents of 1-13 Campbell Road High Negligible NSIG 11 Users of Golden Manor Moderate Low NSIG 12 Residents of 2 Golden Manor High Low NSIG 13 Residents of 1 Golden Manor High Negligible NSIG 14 Residents of 3-5 Golden Manor High Low NSIG 15 Residents of 7-13 Golden Manor High Negligible NSIG

16 Residents of Testwood Court, Golden Manor High Negligible NSIG

17 Residents of 1-15 Manor Court Road High Negligible NSIG

18 Residents of 2-10 Alwyne Road High Negligible NSIG 19 Users of Manor Court Green Moderate Negligible NSIG

20 Users of Churchfields Recreation Ground Moderate Negligible NSIG

21 Residents of 51-65 Church Road High Negligible NSIG 22 Residents of 39 Church Road High Negligible NSIG 23 Users of the station Low Negligible NSIG

The temporary works will be visible to a limited number of receptors, notably nearby

residents on the northern side of the rail corridor and users of the station. The magnitude of

visual change is considered to be moderate to high because of the proximity of the receptors

to the construction activities and proportion of the view affected. For residents of properties

on Golden Manor and Campbell Road it is considered that the impact will be significant

adverse. The degree of impact on other local residents will be mitigated by factors such as

the nature of the existing view, distance and obstruction, and is not considered to give rise to

significant effects.


Route Window W7 553

Permanent impacts on visual amenity for residents on Golden Manor and Campbell Road

are not considered to be significant. The highest degree of impact will be experienced by

users of the station and residents on Golden Manor and Campbell Road and are not

considered to be significant in this instance.

Local residents, who are the most sensitive receptors, will experience no more than a low

degree of impact; in most cases their views of the works will be in the context of existing

views across an established residential neighbourhood, will not be altered fundamentally,

apart from a small reduction in lineside vegetation, and are unlikely to be critical in amenity

terms. The net effect on their amenity is not considered to be significant.

The Year 1 predicted impacts are not considered to be significant for the reasons give above.

After 15 years following completion of the landscaping on the northern side of the rail

embankment will be maturing, and the impacts on residents on Golden Manor and Campbell

Road will continue to reduce.


The cumulative impacts of works within this route window will not occur due to the separation

distances between the works at Hanwell Station and track realignment works at Southall

near Uxbridge Road. There are no additional works such as utility diversions, which would

lead to cumulative impacts.


554 Route Window W7

4. Summary


At the Grade II listed Hanwell Station, there is a potential impact of damage to the Grade II

listed lamp-posts that form part of Hanwell Station due to the close proximity of construction

activities required for the extension of the existing platforms at the country end. The impact

is considered Significant (Sig.). The lamp-posts will be protected throughout the works and

construction activities will be carried out a safe distance from the lamp-posts. The residual

impact is Not Significant (NSig.).

The Grade I listed Wharncliffe Viaduct will not be affected by the proposed works.

The works in this route window will not result in any significant impact on the setting of either

of these listed structures.


Hanwell Station and its worksites lie within the Hanwell Village Green Conservation Area

whilst the Churchfields Gardens worksite is located within the Churchfields Conservation

Area. However, the loss of existing vegetation and undertaking works within the

Conservation Area are considered unlikely to result in significant impacts due to the minor

nature of the platform works and limited duration of the works themselves. The loss of

mature trees on the embankment will not fundamentally change Conservation Area or its

setting.

4.3 Townscape

The townscape assessment has identified temporary significant adverse impacts on the

character of the local townscape as a result of the introduction of construction features into

the high sensitivity townscape. There are no permanent impacts on townscape character.


Route Window W7 555

4.4 Visual Impacts The temporary construction work will result in significant adverse impacts on the visual

amenity of residents on Golden Manor and Campbell Road, due to the intrusion of

construction features into the views. These properties are close to the construction activities

and a large proportion of their view will be affected. The degree of impact for other local

residents will be mitigated by factors such as the nature of the existing view, distance and

obstruction, and these are not predicted to be significant.

The main sources of permanent impact will be the change in the arrangement of features at

the western end of the station. The net impact of this change will be to increase the

prominence of railway infrastructure, notably with the removal of lineside vegetation and the

extended platforms. It is assumed that the replacement landscaping will provide a similar

degree of screening to that which is experienced currently. The magnitude of change is

considered to be low to negligible, and will give not rise to any significant impacts on views.


556 Route Window W7

5. Summary tables Table W7.4 details the impact on listed buildings.

Predicted impacts on the setting of listed buildings, conservation areas, landscape /

townscape character and visual amenity are summarised in Table W7.5: Summary Table of

Temporary Impacts and Table W7.6: Summary Table of Permanent Impacts, including any



Route Window W7 557

Tabl

e W

7.4:

Lis

ted

Bui

ldin

gs -

Sche

dule

of I

mpa

cts

for R

oute

Win

dow

W7

Res

idua

l Im

pact

C

.R. N

o A

ddre

ssG

rade

Pr

opos

ed W

orks

Po

tent

ial I

mpa

ct

Sig.

Act

ion

Req

uire

d an

d M

itiga

tion

Des

crip

tion

Sig.

82

2 (W

7)

Han

wel

l S

tatio

n,

Sta

tion

Roa

d, W

7

II P

latfo

rms

at c

ount

ry e

nd

are

to b

e ex

tend

ed b

y 67

m.

New

pla

tform

to

cons

ist o

f pre

cast

co

ncre

te s

labs

sup

porte

d on

blo

ckw

ork

cros

swal

ls

or p

reca

st c

oncr

ete

cros

shea

ds o

n pi

led

foun

datio

ns. E

xist

ing

plat

form

end

ram

ps to

be

dem

olis

hed

to c

onst

ruct

pl

atfo

rm e

xten

sion

.

Pot

entia

l dam

age

to

lam

p-po

sts

on e

xist

ing

plat

form

s fro

m

cons

truct

ion

activ

ities

re

quire

d to

ext

end

exis

ting

plat

form

s.

Sig

. P

rovi

de p

rote

ctiv

e m

easu

res

to la

mp-

post

s an

d ca

rry

out

exca

vatio

ns a

saf

e di

stan

ce

away

from

lam

p-po

sts

to

avoi

d di

srup

ting

thei

r fo

unda

tions

. If

nece

ssar

y,

tem

pora

rily

rem

ove

the

lam

p-po

sts

that

will

be

affe

cted

dur

ing

the

wor

ks

and

rein

stat

e on

com

plet

ion.

No

sign

ifica

nt

resi

dual

impa

ct.

If la

mp

post

s ar

e m

oved

, thi

s w

ould

be

a te

mpo

rary

lo

ss o

f a li

sted

st

ruct

ure,

but

is

not c

onsi

dere

d to

be

sig

nific

ant.

NS

ig.

Dem

oliti

on o

f pla

tform

en

d ra

mps

in o

rder

to

exte

nd e

xist

ing

plat

form

s. T

he

plat

form

end

ram

ps

form

par

t of t

he

curti

lage

of t

he li

sted

st

atio

n bu

t are

not

of

hist

oric

al o

r ar

chite

ctur

al

impo

rtanc

e.

NS

ig.

Non

e ne

eded

. N

o si

gnifi

cant

re

sidu

al im

pact

. N

Sig

.

N

ew s

tatio

n fix

ture

s/fu

rnitu

re is

pr

opos

ed o

n th

e ex

tend

ed p

latfo

rms.

Pot

entia

l vis

ual i

mpa

ct

on th

e lis

ted

stat

ion.

S

ig.

Loca

tion

and

desi

gn o

f new

fix

ture

s/fu

rnitu

re to

be

in

keep

ing

with

the

liste

d st

atio

n.

No

sign

ifica

nt

resi

dual

impa

ct.

N

Sig

.


558 Route Window W7

R

esid

ual I

mpa

ct

C.R

. No

Add

ress

G

rade

Pr

opos

ed W

orks

Po

tent

ial I

mpa

ct

Sig.

Act

ion

Req

uire

d an

d M

itiga

tion

Des

crip

tion

Sig.

Pro

xim

ity to

wor

ksite

, st

orag

e ar

eas

and

cons

truct

ion

plan

t/veh

icle

s.

Mob

ile c

rane

may

ov

ersa

il la

mp-

post

s–

Ris

k of

falli

ng o

bjec

ts.

Sig

. C

arry

out

goo

d co

nstru

ctio

n pr

actic

e. A

void

ove

rsai

ling

of

the

liste

d st

atio

n an

d its

el

emen

ts.

No

sign

ifica

nt

resi

dual

impa

ct.

NS

ig.

Pot

entia

l dam

age

from

ve

hicl

e/pl

ant i

mpa

ct.

Sig

. P

ositi

on e

ntra

nce

to

wor

ksite

, tur

ning

poi

nts

and

vehi

cula

r rou

te a

way

from

st

atio

n.

No

sign

ifica

nt

resi

dual

impa

ct.

NS

ig.

823

(W7)

Wha

rncl

iffe

Via

duct

, S

outh

all/

Han

wel

l.

I N

o w

orks

pro

pose

d in

pr

oxim

ity to

via

duct

. N

one.

N

Sig

. N

one

need

ed.

Non

e.

NS

ig.


Route Window W7 559

Tabl

e W

7.5:

Sum

mar

y Ta

ble

of T

empo

rary

Impa

cts

(Rou

te W

indo

w W

7)

R

oute

Win

dow

W7–

Tem

pora

ry Im

pact

s

Res

idua

l Im

pact

W

orks

and

pot

entia

l im

pact

Si

gnifi

canc

e M

itiga

tion

Des

crip

tion

Sign

ifica

nce

Phy

sica

l im

pact

of:

Con

stru

ctio

n pl

ant a

nd a

ssoc

iate

d fe

atur

es.

Com

poun

ds o

utsi

de ra

ilway

cor

ridor

.

Not

S

igni

fican

t

Hoa

rdin

gs to

te

mpo

rary

wor

k si

tes

Low

Not

S

igni

fican

t

Impa

cts

on H

aven

Vill

age

Gre

en C

onse

rvat

ion

Are

a C

onst

ruct

ion

plan

t and

ass

ocia

ted

feat

ures

and

con

stru

ctio

n of

pla

tform

ext

ensi

ons

will

resu

lt in

low

impa

ct o

n th

e C

onse

rvat

ion

Are

a do

min

ated

by

GW

ML

in th

is lo

calit

y

Not

S

igni

fican

t

Hoa

rdin

gs to

te

mpo

rary

wor

k si

tes

Lo

w

Not

S

igni

fican

t

Impa

cts

on C

hurc

hfie

lds

Con

serv

atio

n A

rea

Rem

oval

of m

atur

e ve

geta

tion

from

rail

emba

nkm

ent f

or

tem

pora

ry w

ork

site

Not

S

igni

fican

t

Land

scap

ing

sche

me

for r

e-ve

geta

tion

of ra

il em

bank

men

t

Neg

ligib

le

Not

Sig

nific

ant

Impa

ct o

n ch

arac

ter a

reas

O

vera

ll ch

arac

ter o

f res

iden

tial n

eigh

bour

hood

will

be

fund

amen

tally

cha

nged

.

Sig

nific

ant

adve

rse

Hoa

rdin

g to

wor

k si

tes

Mod

erat

e S

igni

fican

t ad

vers

e

Impa

ct o

n Li

sted

Stru

ctur

es

Rem

oval

of l

ines

ide

vege

tatio

n an

d co

nstru

ctio

n w

orks

to

north

ern

side

of s

tatio

n w

ill re

sult

in lo

w im

pact

on

setti

ng o

f st

atio

n, a

nd n

eglig

ible

impa

ct o

n se

tting

of W

harn

cliff

e V

iadu

ct

Not

S

igni

fican

t

Land

scap

ing

sche

me

for r

e-ve

geta

tion

of ra

il em

bank

men

t

Neg

ligib

le/L

ow

Not

Sig

nific

ant

Impa

ct o

n vi

sual

am

enity

of a

ppro

xim

atel

y 12

resi

dent

ial

prop

ertie

s on

Cam

pbel

l Roa

d an

d G

olde

n M

anor

V

isua

l am

enity

will

be

expe

rienc

e a

mod

erat

e to

hig

h de

gree

of

cha

nge

Sig

nific

ant

adve

rse

Hoa

rdin

g to

wor

k si

tes

Mod

erat

e to

Hig

h S

igni

fican

t ad

vers

e

Impa

ct o

n vi

sual

am

enity

of o

ther

rece

ptor

s V

isua

l am

enity

will

be

expe

rienc

e a

low

to n

eglig

ible

deg

ree

of

chan

ge

Not

S

igni

fican

t H

oard

ing

to w

ork

site

s Lo

w to

Neg

ligib

le

Not

Sig

nific

ant


560 Route Window W7

Tabl

e W

7.6:

Sum

mar

y Ta

ble

of P

erm

anen

t Im

pact

s (R

oute

Win

dow

W7)

R

oute

Win

dow

W7

– Pe

rman

ent I

mpa

ct

R

esid

ual I

mpa

ct

Wor

ks a

nd p

oten

tial i

mpa

ct

Sign

ifica

nce

Miti

gatio

n D

escr

iptio

n Si

gnifi

canc

e Im

pact

on

Con

serv

atio

n A

reas

N

eglig

ible

incr

ease

in v

isua

l inf

luen

ce o

f ra

ilway

infra

stru

ctur

e an

d fu

ndam

enta

l ch

arac

ter o

f sur

roun

ding

are

a w

ill b

e un

affe

cted

.

Not

Sig

nific

ant

Non

e pr

opos

ed

Rol

e of

railw

ay

emba

nkm

ent a

nd v

iadu

ct

with

in C

onse

rvat

ion

Are

a re

mai

ns fu

ndam

enta

lly

unch

ange

d.

Not

Sig

nific

ant

Impa

ct o

n C

hara

cter

Are

as

New

acc

ess

stai

rs a

new

feat

ure

with

in

imm

edia

te to

wns

cape

Not

Sig

nific

ant

Con

stru

ct s

tairs

and

pat

h in

ap

prop

riate

mat

eria

ls a

nd

scre

en w

ith la

ndsc

apin

g

New

acc

ess

stai

rs b

lend

w

ith s

urro

undi

ng

tow

nsca

pe

Not

Sig

nific

ant

Impa

ct o

n Li

sted

Stru

ctur

es

Neg

ligib

le im

pact

s on

set

ting

of H

anw

ell

Sta

tion

and

Wha

rncl

iffe

Via

duct

Not

Sig

nific

ant

Con

stru

ct p

latfo

rms

and

raili

ngs

with

app

ropr

iate

m

ater

ials

Neg

lible

impa

cts

on

setti

ng o

f lis

ted

stru

ctur

es

Not

Sig

nific

ant

Impa

ct o

n vi

sual

am

enity

N

eglig

ible

to lo

w im

pact

on

visu

al a

men

ity

Not

Sig

nific

ant

New

land

scap

ing

to re

plac

e lin

esid

e ve

geta

tion

In y

ear 1

the

char

acte

r of

view

s, th

eref

ore

leve

l of

amen

ity, r

emai

ns la

rgel

y un

chan

ged.

By

year

15

the

land

scap

ing

wor

ks

will

be

mat

urin

g an

d co

ntin

ue to

miti

gate

vi

ews

of th

e G

WM

L em

bank

men

t.

Not

Sig

nific

ant


Route Window W7 561

6. Assumptions - It is assumed that the temporary works site will be landscaped and restored to its

previous use and condition, where possible.

- It is proposed that 3.6 metre high hoarding be erected to the boundary of the temporary

station work sites and 2.4m hoarding to the Churchfields Gardens worksite and

construction areas to mitigate the effects of the construction works.

- Desk-top studies and a number of site visits were undertaken during July and October

2004 and therefore this assessment was undertaken during the summer period when

vegetation was in leaf. However, when considering the landscape and visual impacts of

the scheme, an assessment of the potential winter situation has been estimated / taken

into account and ZVIs mapped on this basis.


562 Route Window W7





Route Window W6 563

Route Window W6 West Ealing Station


Route Window W6 565





4. Summary 584 4.1 Listed Buildings and their setting 584 4.2 Conservation Areas 584 4.3 Landscape / Townscape 584 4.4 Visual Impacts 584



566 Route Window W6


Route Window W6 567

Route Window W6 West Ealing Station

1. Description of the Works 1.1 Permanent Works

About 250m of new track will be introduced west of West Ealing station that will

accommodate the Greenford branch. Passengers using the Greenford branch will be

required to change at West Ealing, since through-services to and from Paddington will no

longer be available. Greenford services will use a new 50 m long bay platform, located on the

north side of the station over the alignment of the disused sidings.

The existing ticket hall located on the road overbridge at the east end of West Ealing station

will be converted to commercial use and a new facility, 5 m high and 28 m wide, will be

constructed on the north side of the station, adjacent to the taxi rank off Manor Road. This

will lead to a new footbridge which will have lift towers to provide access to the platforms.

To accommodate longer Crossrail trains, both platforms will be extended at the western end

by 65 m. New canopies will be constructed over part of the platforms. It will also be

necessary to relay the trackwork forming the junction with the Greenford branch.

1.2 Temporary Works


construction works at the new station will take about one year and nine months to complete.

Enabling works will include the diversion of utilities and services. Limited demolitions will also

be required, including the loading bay (milk dock), platform ramps, a commercial garage and

yard at 55-57 Manor Road.

The new station building will be of steel-framed construction with slabs formed from in-situ or

pre-cast concrete. The substructure will be piled. The roof will be constructed of pre-cast or

in-situ concrete slab. The construction of the new ticket hall will take approximately eleven

months to complete; the conversion and refurbishment of the existing ticket hall will take

about two months.

During the construction of the ticket hall, other station works will comprise:


Route Window W6 568

- extension of both relief line platforms;

- creation of the new track bed for the Greenford service and provision of trackworks;

- installation of new leads and crossovers for the Greenford track prior to signalling, testing

and commissioning of the new lines; and

- on completion of the trackwork, the construction of a new station footbridge will start; the

footbridge will be lifted into place by crane during a possession (line closure).

Plant and equipment required at the worksite will include lighting rigs, a bulldozer, vibrating

plate compactor, compressors, and generators.

Works will be carried out from the land between Manor Road and the new bay platform site

(formerly the old Milk Dock). All materials taken to and from the site will be by road from the

B452 Drayton Green Road via Manor Road. The worksite will be served by 14 lorries per day

during the 12 week peak construction period and typically by eight per day at other times.


Route Window W6 569


West Ealing Station is located between Manor Road and Alexandria Road at the junction of

Argyle Road, The Avenue and Drayton Green Road, within the London Borough of Ealing.

The station building is located on the overbridge with the platforms located below.

The station contains two existing platforms set in slight cutting relative to the surrounding

areas to the north, and on slight embankment relative to surrounding areas to the south and

approximately 4 metres below the small station building. The station platforms are separated

from Manor Road by a derelict former siding and small workshops. Manor Road is mainly

residential in nature with rows of Edwardian terraces, with commercial units at the eastern

end towards the junction with Argyle Road. At the western end an industrial estate lies

adjacent to the rail corridor. To the south of the rail corridor a Waitrose supermarket, car park

and light industrial units, some of which are currently being demolished, lead down to

Alexandria Road, which again, is predominantly residential. The railway overbridge contains

a number of single storey retail and commercial units. There is little vegetation surrounding

the station, although to the north of the station platforms regenerating scrub covers much of

the former sidings area.

Drayton Green Road connects with Uxbridge Road(A4020) to the south and Argyle Road

connects with Western Avenue (A40) to the north. There are retail and commercial units

along Argyle Road and The Avenue, and residential neighbourhoods to the north and south

of the station.

The nearest residential properties comprise 2-storey Edwardian terraced properties along

Manor Road along, about 25m north of the station, and three-storey properties along Aygyle

Road, about 30m to the north. Established residential neighbourhoods are located along

Manor Road and Drayton Road to the north, and Alexandria Road and Drayton Green Road

to the south.

The nearest open space is Dean Gardens located about 300m to the south, Drayton Green

lies about 350m to the north-west of the station, and the Royal Borough of Kensington and

Chelsea Cemetery lies 700m to the west.


Route Window W6 570

The Townscape Character Baseline Plan for West Ealing Station, Drawing No. 1E0416-


townscape and illustrates local views, pedestrian and vehicular movement corridors,


designations that relate to the site and its surroundings. This baseline plan also illustrates

the extent of the proposed sites for both the temporary and permanent works.


There are no listed buildings and structures within the approximate Zone of Visual Influence

(ZVI) of the temporary and permanent works. St John’s Church is a Grade II listed building,

located 400m south of the rail corridor.


The station is not situated within a Conservation Area, although Ealing Green Conservation

Area lies 400m to the south-east and Hanwell Cemeteries Conservation Area lies 700m to

the west.




pattern.

West Ealing Station (South) Character Area

This is an area with mixed character and uses. Uxbridge Road runs through the heart of the

area, almost parallel with the railway tracks to the north. Commercial premises dominate it,

though the character changes in terms of scale, massing and architecture along its east to

west axis.

The western end of Uxbridge Road is generally domestic in scale, and is predominantly

terraced. It lacks the more urban, dense character of the eastern part of this character area.


Route Window W6 571

The eastern end includes many large individual plots and large-scale buildings, up to eight

storeys high, and is more commercial in character than the western end. The large-scale

buildings are mostly post-1980’s though the area still retains something of its Victorian

character, with remnants of Victorian buildings disbursed across its length.

One gets little sense of the presence of the railway to the north of the character area due to

the residential buffer on the southern edge of the railway tracks. There are very few views of

the railway obtained from areas to the south of this buffer. The residential buildings in this

area have a mixed character. Modest late-Victorian terraces bound the edges and these

have little townscape merit, are somewhat rundown and are in poor repair. A brutalist

concrete post-war estate occupies the middle of the area. Again, this is in poor repair, and

its stark architecture and the incoherent layout of its blocks have a somewhat uninviting and

intimidating character. The blocks vary in scale but are up to six storeys high, and provide a

contrast with the domestic scale of the terraces. St John’s School and the Magistrates Court

lie adjacent to the estate. They are similar in both style and character and are generally of

poor townscape merit.

The character to the south of the western stretch of Uxbridge Road has a similar character to

that to the north, being a mix of modest domestic terraces and uninviting post war housing

disturbed in-between.

The domestic scale of the area makes the Drayton Green railway sheds at the intersection to

the north of the character area all the more powerful in visual terms. Their scale and bulk

loom over the area, despite the fact that views of the sheds are obscured by the tight

development alongside the railway.

The residential strip on the eastern stretch of Uxbridge Road towards Ealing Broadway has

much more townscape merit, comprising of large Victorian villas with large gardens. These

are predominantly semi-detached, with large detached villas backing onto the railway tracks

to the north. These villas and large gardens provide a visual barrier between the railway and

the wider area. This area of housing generally has a much more affluent character to the

somewhat run-down character of the area to the west of Drayton Gardens Road and

buildings in this area some fine period features.


Route Window W6 572

The only significant recent development of note is the Waitrose supermarket at the junction

of Alexandria Road and West Ealing Station. The car park for this store runs alongside the

railway and has an open character. Views may be obtained across this car park and the

railway towards West Ealing Station.


West Ealing Station (North) Character Area

The townscape to the north of the railway tracks has a much more consistent and coherent

character, being dominated by rows of Victorian terraces without the intrusion of the

uninviting post-war developments that are present in the area to the south.

Victorian villas dominate much of this area, with the more substantial houses lying to the east

towards Ealing Broadway. These villas are predominantly detached with small gardens to

the front and large gardens to the rear and have some good Victorian period features.

The long, linear and well-planned nature of the streets creates an attractive and permeable

townscape in contrast to the somewhat disjointed character to the south. For the most part,

this character is not compromised. However, the Telephone Exchange, located on a visually

prominent position to the north-east of the station, is out of scale and character with the wider

area. Its rather brutal concrete architecture compromises the quaint and otherwise

consistent Gordon Road street scene.

There is a small area of retail adjacent to West Ealing Station along The Avenue, which

creates something of a focus around the station. These retail facilities are housed in fine

three storey Victorian parades, which are more reminiscent of those found in Ealing Centre.

The townscape character becomes a little more disjointed near Drayton Green Station to the

north-west. The grander villas associated with the east of this area make way for more

domestic early 20th century red brick terraces, some post-war housing of moderate

townscape merit and some late twentieth century development of moderate townscape merit.

This later type of development is undistinguishable from many infill developments elsewhere,

using standard detailing and materials.


Route Window W6 573

Drayton Green itself is a large open space containing a running track. Its open character

permits views to the Drayton Green Railway Works which sit loom over the area, un-

compromised in their scale and massing.


Hanwell and Cemeteries Character Areas This is an area with significant residential character incorporating two Victorian cemeteries at

its heart, the Royal Borough of Kensington and Chelsea Cemetery and the larger City of

Westminster Cemetery to the south.

The City of Westminster Cemetery was founded in 1854 and the Kensington and Chelsea

Cemetery one year later in 1855 to accommodate for the overflowing churchyards and burial

grounds of London.

The layout of the Westminster Cemetery by Robert Jerrard follows a clear grid arrangement

on the Uxbridge Road frontage. It is surrounded by impressive decorative railings and gates

with Bath Stone piers.

Despite the large size of the cemeteries, one gets little impression of their size from Uxbridge

Road. This is particularly so in the case of the Kensington and Chelsea Cemetery, which is

accessed by a subtle gateway and linear pathway. It is bounded on both sides by tightly

packed residential, finally opening up into the cemetery before reaching the railway tracks.

Despite its leafy character, the Drayton Green railway associated works to the north are still a

dominant feature due to their massive scale.

The area to the south of the railway is generally of mixed character, with post war estates,

modest 20th century terraces and modern infill development of variable quality, together

creating something of an incoherent character. St Mary’s Church on the junction of Uxbridge

Road and Church Road provide one of the few focal points.

Development is less tightly packed against the railway tracks than elsewhere, so the elevated

tracks are more of a dominant feature with a belt of trees and shrubs running alongside the

southern edge of the tracks along York Avenue.


Route Window W6 574

Uxbridge Road again, provides the main focus of Hanwell, with concentrations of retail with

some residential. The character is generally variable both in terms of architecture and

condition of buildings but is consistently domestic in scale until it reaches the Ealing hospital

to the west.


Ealing Green Character Area

This area is located to the south of the Uxbridge Road. Ealing Green and the surrounding

area was developed as part of a rural retreat for the wealthy and aristocratic during the

seventeenth and eighteenth centuries.

The area is focused around Walpole Park, which was opened to the public in 1901. The

cedars on the lawn date back to the eighteenth century, as does the walled kitchen garden.

John Haverfield landscaped the gardens in 1800. The northern end of the park is particularly

quaint as a flint bridge and historic stone fragments provide interesting compositions.

The character area has a substantial village feel, retaining much of its early character. The

curving street scene of St. Mary’s Road has a mix of buildings of architectural and historical

interest. Bond Street is a good example of a coherent Edwardian streetscape.

Pitshanger Manor dominates the northern part of the green, with its striking elevation and

imposing red brick arch and pilasters gateway. The green narrows towards its southern edge

and is lined with buildings from the 18th century. It includes Ealing Studios on its western

side, to the south of this route window.



There are no significant landscape and townscape features in the vicinity of the site.

Sinclair House, a five storey post war office block, is an imposing office building located

immediately to the east of the station.


Route Window W6 575


notable vegetation in the immediate vicinity of the station comprises street trees (mainly ash)

which are found along both sides of Manor Road.

Scrub and immature trees occupy parts of the railway corridor adjoining the southern side of

Manor Road



2.4.4 Key Pedestrian / Vehicular Movement Corridors


Argyle Road/Drayton Green Road(B452), The Avenue and Uxbridge Road forming the most

important links.


There are no landscape planning designations in the vicinity of the site, although The Royal

Borough of Kensington and Chelsea Cemetery is designated by English Heritage as a Park

and Garden of Special Historic Interest and the Drayton Green sports ground to the north-

west of the site is designated as ‘Key Open Space’.






- The proximity, scale and use of nearby buildings.

The railway runs through the built-up area in a shallow cutting, passing beneath Argyle

Road/Drayton Green Road bridge and a pedestrian footbridge between Felix Road and

Drayton Green. In the vicinity of the station, the cutting gently rises up to Manor Road to the

north and is relatively level across the supermarket car park to the south.


Route Window W6 576

To the west the railway runs on slight embankment relative to ground levels to the south and

at a similar level to the north.


track/platform level, except from sections of Manor Road and from vantage points such as

the Sinclair House, offices on the upper floors of Waitrose supermarket and from buildings

which overlook the railway corridor. The rail track in cutting and the surrounding walls,

fences and buildings are the main influences on views, reinforced (in summer) by vegetation,

mainly to the north of the railway.


- To the West, along the railway corridor to the vicinity of the pedestrian footbridge and

works depot;

- To the North, principally by the sequence of residential properties, vegetation and

commercial units along Manor Road, Drayton Road and a short section of Argyle Road;

- To the East, along the railway corridor to the vicinity of the Argyle Road/Drayton Green

Road bridge;

- To the South, by the facades of properties along the southern side of the Alexandria

Road, between the Waitrose Supermarket and pedestrian footbridge.


- Users of Manor Road;

- Commercial/Retail properties, 1-4 Manor Road;

- PO Sorting Office, Manor Road;

- Residents of 11-26 Manor Road;

- Residents of 27-40 Manor Road;

- Users of Drayton Road;

- Residents of 28-32 Drayton Road;

- Commercial/Retail property, Hurley House, Argyle Road;

- Residents of 1-3 Argyle Road;

- Residents of 5-7 Argyle Road;

- Users of Argyle Road

- Commercial/Retail properties, 51-57 Manor Road;

- Users of Sinclair House;

- Users of Waitrose supermarket;


Route Window W6 577

- Commercial/Retail properties, 44-54 Drayton Green Road;

- Commercial/Retail property, Wilton House, Alexandria Road;

- Residents of 3-5 Alexandria Road;





- Residents of 3-43 Felix Road;

- Users of pedestrian footbridge between Felix Road and Manor Road; and


2.6 Sensitivity


West Ealing Station does not lie within any Conservation Areas and does not contain any

Listed Buildings.

The surrounding townscape is generally of low sensitivity to change. The railway corridor

and the station are already significant influences, and the area is therefore able to

accommodate further railway infrastructure without fundamentally affecting its character.

The immediate environs of the station are dominated by Waitrose supermarket and car park,

West Ealing Business Centre and Sinclair House. A local business park to the south of the

rail corridor was being demolished during summer 2004. Urban fabric of this type is able to

accommodate a substantial degree of change without detriment to its character.

However, any significant loss of street trees which adjoin the rail corridor to the north would

affect townscape character, since this is the most prominent vegetation in the immediate

area, and is an important influence on residential views during summer.

The residential areas located to the north (Manor Road, Drayton Road and Argyle Road) and

south (Alexandria Road and Drayton Green Road) are more sensitive to change, due to their

smaller scale built pattern.


Route Window W6 578


Table W6.1: Visual Receptors (West Ealing Station) below identifies the key receptors which



works.

Table W6.1 :- Visual Receptors for the West Ealing Station Works

Receptor


Type of View

Dire

ct V

iew

Obl

ique

Vi

ew

Tem

pora

ry

Wor

k Si

tes

Perm

anen

t W

orks

Sensitivity of

Receptors

1 Users of Manor Road Ground level Low

2 Commercial/Retail properties, 1-4 Manor Road

Ground level and upper floors

Moderate

3 PO Sorting Office, Manor Road


Moderate

4 Residents of 11-26 Manor Road


High

5 Residents of 27-40 Manor Road Ground level High

6 Users of Drayton Road Ground level Low

7 Residents of 28-32 Drayton Road


High

8 Commercial/Retail property, Hurley House, Argyle Road


Moderate

9 Residents of 1-3 Argyle Road

Upper floors High

10 Residents of 5-7 Argyle Road Upper floors High

11 Users of Argyle Road Ground level Low

12 Commercial/Retail properties, 51-57 Manor Road


13 Users of Sinclair House Upper floors Moderate

14 Users of Waitrose supermarket


Low

15 Commercial/Retail properties, 44-54 Drayton Green Road



Route Window W6 579

Receptor


Type of View

Dire

ct V

iew

Obl

ique

Vi

ew

Tem

pora

ry

Wor

k Si

tes

Perm

anen

t W

orks

Sensitivity of

Receptors

16 Commercial/Retail property, Wilton House, Alexandria Road

Upper floors Moderate

17 Residents of 3-5 Alexandria Road Upper floors High





22 Residents of 3-43 Felix Road Upper floors High

23 Users of pedestrian footbridge between Felix Road and Manor Road

Bridge level Low



50 residential properties could have views of the works for the station construction.

However, apart from views from properties along Manor Road and Drayton Road viewing

opportunities will in almost every case be confined to upper floors.

The least obstructed views would be experienced by users of the station, users and residents

of Manor Road and Drayton Road. Many of these receptors are considered to be of high

sensitivity.


from the workplace and from nearby roads or the station).


to the impact of railway maintenance and construction activities.


Route Window W6 580

3. Impact of the Scheme 3.1 Listed Buildings and their Setting





There will be no features of importance affected by the works to West Ealing Station. 57

Manor Road is a garage workshop of little architectural merit, and the loss of the building will

be of negligible impact on the local townscape.


townscape or the setting of any listed buildings.


will be features around the station for the duration of construction. These features will be

relatively insignificant within the busy rail corridor. Their overall level of impact is likely to be

moderate; at times it will be low, and at others potentially high (e.g. when cranes are lifting

the footbridge spans or canopies into place).

However, the area is generally of low sensitivity to change, and is able to accommodate

construction activities without fundamentally affecting its character. Their effect is therefore


The most visible feature of the permanent works will be the new ticket hall, platform

canopies, footbridge and new forecourt area with taxi rank and drop off area, clearly visible

along Manor Road and Drayton Road.

These features will be seen in the context of the existing station, garage workshop and

derelict land along the northern side of the rail corridor, with which they will result in moderate

beneficial impacts, and of the surrounding urban area. The ticket hall will be located towards

the eastern end of Manor Road, between Argyle Road and Drayton Road.


Route Window W6 581

The ticket hall will have a moderate beneficial impact on the character of the area

immediately surrounding the station due to the removal of areas of derelict land and run-

down garage area.

The overall permanent impact on the character of the townscape is considered to be low, and

the effect is not considered to be significant.

3.4 Visual impacts

The Visual Appraisal Plan for West Ealing Station Works Drawing No. 1E0316-WIE00-E00-F-







improvement.


receptor group is identified in Table W6.2: Potential Temporary Impacts on Receptors (West

Ealing Station).

Table W6.2 : Potential Temporary Impacts on Receptors (West Ealing Station)


Sensitivity of

Receptors


Significance

1 Users of Manor Road Low Moderate NSIG

2 Commercial/Retail properties, 1-4 Manor Road Moderate Moderate NSIG

3 PO Sorting Office, Manor Road Moderate Moderate NSIG 4 Residents of 11-26 Manor Road High Moderate SIG(-) 5 Residents of 27-40 Manor Road High Low NSIG 6 Users of Drayton Road Low Moderate NSIG 7 Residents of 28-32 Drayton Road High Low NSIG

8 Commercial/Retail property, Hurley House, Argyle Road Moderate Moderate NSIG

9 Residents of 1-3 Argyle Road High Moderate SIG(-) 10 Residents of 5-7 Argyle Road High Low NSIG


Route Window W6 582


Sensitivity of

Receptors


Significance

11 Users of Argyle Road Low Moderate NSIG


13 Users of Sinclair House Moderate Low NSIG 14 Users of Waitrose supermarket Low Low NSIG

15 Commercial/Retail properties, 44-54 Drayton Green Road Moderate Negligible NSIG

16 Commercial/Retail property, Wilton House, Alexandria Road Moderate Negligible NSIG

17 Residents of 3-5 Alexandria Road High Negligible NSIG 18 Residents of 13-19 Alexandria Road High Negligible NSIG 19 Residents of 21-31 Alexandria Road High Negligible NSIG 20 Residents of 35-37 Alexandria Road High Negligible NSIG 21 Residents of 14-38 Alexandria Road High Negligible NSIG 22 Residents of 3-43 Felix Road High Negligible NSIG

23 Users of pedestrian footbridge between Felix Road and Manor Road

Low Negligible NSIG




(West Ealing Station Works).

Table W6.3 :- Potential Permanent Impacts on Receptors (West Ealing Station Works)


Sensitivity of

Receptors


Significance

1 Users of Manor Road Low Moderate NSIG


3 PO Sorting Office, Manor Road Moderate Moderate NSIG 4 Residents of 11-26 Manor Road High Moderate SIG(-) 5 Residents of 27-40 Manor Road High Negligible NSIG 6 Users of Drayton Road Low Low NSIG 7 Residents of 28-32 Drayton Road High Negligible NSIG

8 Commercial/Retail property, Hurley House, Argyle Road Moderate Moderate NSIG

9 Residents of 1-3 Argyle Road High Moderate SIG(-) 10 Residents of 5-7 Argyle Road High Negligible NSIG 11 Users of Argyle Road Low Moderate NSIG

12 Commercial/Retail properties, 51-57 Manor Road Moderate Low NSIG

13 Users of Sinclair House Moderate Low NSIG


Route Window W6 583


Sensitivity of

Receptors


Significance

14 Users of Waitrose supermarket Low Low NSIG

15 Commercial/Retail properties, 44-54 Drayton Green Road Moderate Negligible NSIG

16 Commercial/Retail property, Wilton House, Alexandria Road Moderate Negligible NSIG

17 Residents of 3-5 Alexandria Road High Negligible NSIG 18 Residents of 13-19 Alexandria Road High Negligible NSIG 19 Residents of 21-31 Alexandria Road High Negligible NSIG 20 Residents of 35-37 Alexandria Road High Negligible NSIG 21 Residents of 14-38 Alexandria Road High Negligible NSIG 22 Residents of 3-43 Felix Road High Negligible NSIG

23 Users of pedestrian footbridge between Felix Road and Manor Road Low Negligible NSIG

Users of the station Low Moderate NSIG



additional work envisaged outside the rail corridor which would lead to cumulative impacts of

the scheme.


Route Window W6 584

4. Summary






Construction features will intrude into the setting of the station and the eastern limits of

Manor Road, but their effect is not considered to be significant due to the low sensitivity of

the station location and their temporary nature. Neither will they fundamentally alter the

overall character of the railway corridor or the adjoining areas, and are not regarded as a

significant effect on landscape / townscape.


station, which include ticket hall and forecourt area, new train line, platform extensions,

platform canopies and a new footbridge. These changes are considered to represent a

moderate impact on the local townscape, resulting in no significant adverse or beneficial

effect.

The wider impact on townscape will be no more than negligible, and will not alter the

character of the surrounding area to a significant degree. The impact on the eastward view

from the pedestrian footbridge between Felix Road and Manor Road will also be low and not

significant.

4.4 Visual Impacts

The works will be visible to a limited number of receptors, notably nearby residents on the

northern side of the rail corridor and users of the station. The magnitude of visual change is

considered to be moderate because of the proximity of the receptors to the construction

activities and proportion of the view affected. The magnitude is ameliorated to a degree

because of the existing view across the rail corridor with garage workshops and derelict


Route Window W6 585

sidings forming part of the view. For some receptors it is considered that the impact will be

significant. The degree of impact on other local residents will be mitigated by factors such as

the nature of the existing view, distance and obstruction, and is not considered to give rise to

significant effects.

Permanent impacts on visual amenity for residents on Manor Road and Argyle Road are

considered to be significant. The highest degree of impact will be experienced by users of

the station, users of Manor Road and occupants of commercial properties on Manor Road

and not considered to be significant.


degree of impact; in most cases their views of the works will be in the context of existing view

across a busy rail corridor, will not be altered fundamentally and are unlikely to be critical in

amenity terms. Those views, however, from along Manor Road and Drayton Road will

change with the introduction of a new ticket hall in the location of an existing garage

workshop. The views will change, not only with the new structure, but also with the

increased vehicular and pedestrian traffic along the eastern sections of Manor Road.


above, apart from the visual effects on a limited number of residential properties on Manor

Road and Argyle Road. After 15 years following completion of the works there would be no

changes to the townscape and visual impacts identified.


Route Window W6 586

5. Summary tables There will be no impacts on listed buildings, the setting of listed buildings or Conservation

Areas in this route window; hence these are not included in the summary tables.


W6.4: Summary Table of Temporary Impacts and Table W6.5: Summary Table of Permanent

Impacts, including any committed mitigation and residual impacts.


Route Window W6 587

Tabl

e W

6.4:

Sum

mar

y Ta

ble

of T

empo

rary

Impa

cts

(Rou

te W

indo

w W

6)

R

oute

Win

dow

W6

– Te

mpo

rary

Impa

cts

R

esid

ual I

mpa

ct

Wor

ks a

nd p

oten

tial i

mpa

ct

Sign

ifica

nce

Miti

gatio

n D

escr

iptio

n Si

gnifi

canc

e Im

pact

on

char

acte

r are

as

Ove

rall

char

acte

r of r

ailw

ay c

orrid

or a

nd s

urro

undi

ng

area

wou

ld n

ot b

e af

fect

ed.

Not

Sig

nific

ant

Non

e pr

opos

ed.

Low

N

ot S

igni

fican

t

Impa

ct o

n vi

sual

am

enity

of a

ppro

xim

atel

y 17

resi

dent

ial

prop

ertie

s on

Man

or R

oad

and

Arg

yle

Roa

d V

isua

l am

enity

will

be

expe

rienc

e a

mod

erat

e de

gree

of

chan

ge

Sig

nific

ant

adve

rse

Hoa

rdin

g to

de

mol

ition

are

as

Mod

erat

e S

igni

fican

t ad

vers

e

Impa

ct o

n vi

sual

am

enity

of o

ther

rece

ptor

s V

isua

l am

enity

will

be

expe

rienc

e a

low

to m

oder

ate

degr

ee o

f cha

nge

Not

Sig

nific

ant

Hoa

rdin

g to

de

mol

ition

are

as

Low

to N

eglig

ible

N

ot S

igni

fican

t


588 Route Window W6

Tabl

e W

6.5:

Sum

mar

y Ta

ble

of P

erm

anen

t Im

pact

s (R

oute

Win

dow

W6)

R

oute

Win

dow

W6

– Pe

rman

ent I

mpa

cts

R

esid

ual I

mpa

ct

Wor

ks a

nd p

oten

tial i

mpa

ct

Sign

ifica

nce

Miti

gatio

n D

escr

iptio

n Si

gnifi

canc

e Im

pact

on

char

acte

r are

as

Low

to m

oder

ate

incr

ease

in v

isua

l in

fluen

ce o

f rai

lway

infra

stru

ctur

e, b

ut

fund

amen

tal c

hara

cter

of s

urro

undi

ng a

rea

will

be

unaf

fect

ed.

Not

Sig

nific

ant

Non

e pr

opos

ed

Rol

e of

sta

tion

rem

ains

fu

ndam

enta

lly u

ncha

nged

. N

ot S

igni

fican

t

Impa

ct o

n vi

sual

am

enity

of a

ppro

xim

atel

y 17

resi

dent

ial p

rope

rties

. M

oder

ate

impa

ct o

n vi

sual

am

enity

Sig

nific

ant

adve

rse

Non

e pr

opos

ed

In y

ear 1

the

char

acte

r of v

iew

s fu

ndam

enta

lly c

hang

ed. I

n ye

ar

15 th

e ch

arac

ter o

f vie

ws

rem

ains

fund

amen

tally

ch

ange

d.

Sig

nific

ant

adve

rse

Impa

ct o

n vi

sual

am

enity

of o

ther

rece

ptor

s.N

eglig

ible

to m

oder

ate

impa

ct o

n vi

sual

am

enity

N

ot S

igni

fican

t N

one

prop

osed

In y

ear 1

the

char

acte

r of

view

s, th

eref

ore

leve

l of

amen

ity, r

emai

ns la

rgel

y un

chan

ged.

No

chan

ge in

yea

r 15

.

Not

Sig

nific

ant


Route Window W6 589

6. Assumptions

- Assume loss of one street tree on Manor Road as a result of the works

- It is assumed that 3.6 metre high hoarding would be used around the boundary of the

temporary works site to mitigate the demolition works and reduce the visual effects during


- Desk-top studies and a number of site visits were undertaken during June 2004 and






590 Route Window W6

7. References





Route Window W5 591

Route Window W5 Ealing Broadway Station


Route Window W5 593








Route Window W5 594


Route Window W5 595

Route Window W5 Ealing Broadway Station


1.1 Permanent Works

To accommodate longer Crossrail trains at Ealing Broadway station, platforms one to four

will be extended at their eastern ends by between about 10 m and 40 m. Additional shelters

will be provided on these platforms.

A new ticket hall, 8 m high and 40 m wide, will be constructed on the site of the existing retail

units south of Villiers House. It will replace the existing facility, which will be converted to

storage and commercial use.

The ticket hall will lead to a new passenger footbridge, which will provide stairs and step-free

access (via three lifts and three escalators) to national rail and Underground platforms. An

interchange and escape footbridge will also be provided at the eastern end of the national rail

platforms.

1.2 Temporary Works


construction of the new ticket hall, platform extensions and the interchange and emergency

escape bridge will take place over approximately two years.

Enabling works will include the diversion of utilities and services. It will be necessary to

demolish the existing ramps to all main line platforms, shop units facing Haven Green, the

existing link bridge and stairs, the shelter and canopy to platform two/three, and the waiting

shelter and block building on platform one.

The sequence of works will be as follows:

- extension of the eastbound relief platform;

- extension of the westbound relief platform¸ eastbound main platform and westbound

main platforms;

- foundations for the platforms will be constructed at the same time as those for the new

emergency escape footbridge; and


Route Window W5 596

- on completion of all the platform extensions, the new emergency escape footbridge will

be installed.

On completion of the platform works, the new ticket hall and the new station overbridge will

be constructed. The foundations for the overbridge will be piled and the staircases will be of

steel construction with pre-cast concrete treads. The overbridge will be constructed, then lifts

and escalators installed. The new station will be of steel-framed construction and slabs

formed from in-situ or pre-cast concrete. The substructure will be piled. The roof will be

constructed of pre-cast or in-situ concrete slab. The existing ticket hall and passenger routes

will stay open during the construction of the new station.

Final works at the station will include installing the new emergency escape footbridge to the

east of the station and upgrading the existing station forecourt.

Plant and equipment required at the worksite will include a mobile crane, excavators,

compressors, and generators. Works will be carried out from three main worksites:

- Haven Green worksite located north of the railway just off The Broadway within an area

of common land used as recreational open space. Four lorries per day will serve the

worksite, including the during 12 week construction peak.

- Ealing Broadway Station Forecourt worksite located east of The Broadway. The worksite

occupies the southwest corner of the of the Station forecourt. The worksite will be served

by four lorries per day during the 31 week peak construction period and typically by two

per day at other times.

- Ealing Broadway Station Worksite South located south of the railway, immediately off

The Mall. Two lorries per day will serve the worksite, including during the 12 week

construction peak.

All materials taken to and from the site will be by road with access from the A4020 Uxbridge

Road.


Route Window W5 597


2.1 Local context

Ealing Broadway Station is located below Villiers House at the junction of Haven Green and

The Broadway, close to Ealing Town Centre, within the London Borough of Ealing. Ealing

Station is a major west London interchange. The station building is located on the ground

floor of Villiers House with the platforms located in cutting below.

The station contains four existing main line platforms and underground platforms for the

District and Central Lines, set in slight cutting relative to the surrounding areas. The station

platforms are separated from Haven Green and The Broadway by the station forecourt and

the eleven storey Villiers House. Ealing is densely built up with the main shopping areas

located to the south of the station. The station includes a forecourt which faces the south-

eastern corner of Haven Green. Because of the forecourt area the station building is largely

out of view from sections of The Broadway and Haven Green due to the screening effects of

existing buildings. The current station frontage has a number of single storey retail units to

both sides of the station entrance. The rail corridor is heavily vegetated on both sides to the

east of the station. Mature street trees are a feature of Haven Green and the centre of

Ealing.

Haven Green connects with The Broadway and New Broadway/The Mall (A4020) to the

south, which is a major west London road with residential, retail and commercial units. The

centre of Ealing is principally retail and commercial, with residential areas close to the centre.

The nearest residential properties comprise four storey block of flats along Hamilton Road,

25m south of the station platforms, two/three storey detached properties along Madeley

Road, about 80m north of the station; and two to eight-storey properties fronting Haven

Green, about 200m to the west. To the north of the rail corridor residential areas are

generally located at a greater distance from the rail corridor due to larger rear gardens and a

wide belt of vegetation.

The nearest open space is Haven Green, which lies about 25m to the west of the station.

Ealing Common and Walpole Park, both large areas of designated key open space, lie 400

metres to the south-east and 500 metres to the south-west respectively.


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The Townscape Character Baseline Plan for Ealing Broadway Station, Drawing No. 1E0416-







There is one listed building within the approximate Zone of Visual Influence (ZVI) of the

temporary and permanent works. 36 Haven Green is a Grade II listed building, located 50 m

north of the station. A number of listed buildings lie along Ealing Village, to the north of the

rail corridor. However, the dense woodland cover along the northern side of the rail corridor

prevents clear views in the summer months.


The station is not situated within a Conservation Area, although two Conservation Areas lie

immediately to the south and north-west of the station: Ealing Town Centre and Haven

Green Conservation Areas.



The area may be divided into seven character areas, reflecting their prevailing uses and built

pattern.

Ealing Town Centre Character Area:

Ealing town centre contains a number of purpose built shopping parades, dating from the late

nineteenth century, along Uxbridge Road, High Street and Spring Bridge Road. The late

twentieth century Ealing Broadway Centre and Arcadia Centre date from the mid 1980s.

The commercial core is focussed around The Broadway, High Street and The Mall. The

Broadway has a different character to the rest of the centre being broad, straight and

coherent. It also has a modern character whilst The Mall and High Street still retain some of


Route Window W5 599

their Victorian/Edwardian character. The Broadway and The Mall form an interesting

townscape with a number of landmark buildings. The old gothic town hall dominates The

Broadway, with its decadent and striking façade and tower. In addition, there are some fine

Victorian and Edwardian frontages as well as contemporary developments such as the

Ealing Broadway Centre and Waterglade Centre. These buildings and associated streets

generally form a coherent townscape. The spire of Christ Church forms a striking landmark,

set back from road junction with High Street and New Broadway, with its spire punctuating

the skyline.

Views may be obtained from The Broadway and High Street to the green open spaces of

Walpole Park and Haven Green. These spaces make a welcome reprise from the more

urban character in the core of this area.

Bond Street, which runs south of the Broadway towards Ealing Green, provides a coherent

Edwardian streetscape of red brick with stone dressings.

There is little sense of the presence of the railway from the retail core of this area, as it is

virtually hidden behind the buildings of the Broadway, and passes underneath part of it.

However, it is clearly seen from a number of areas within the residential district to the north,

particularly from Haven Green. There is a substantial amount of vegetation on the southern

edge of the railway, which helps enclose views of the railway from the housing further to the

south.

The railway runs under Ealing Broadway station, and, for the most part, is well hidden from

the wider area. The Broadway gently slopes up towards the station.

Villiers House has been built on top of Ealing Broadway Station and is the most substantial

building in the area in terms of scale. It is eleven storeys high and is out of scale and

character with the surrounding area. The small 1950’s parade of shops opposite, also lacks

the character of much of the wider area and together with the station they somewhat detract

from the quality of the local townscape.

The original station sits adjacent to the modern station and is in stark contrast to the new

station, with its quaint Victorian stonework, domestic scale and classical character. It is

occupied by three retail units, but still retains its railway character and contributes to the

townscape more so than its contemporary replacement.


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The railway tracks are generally well hidden from the wider area with residential development

lining its northern edge and retail units backing onto its southern edge. However, there are

some breaks in the buildings, allowing glimpsed views of the tracks from locations such as

the car park to the south of Haven Green, just west of the station.

Access between the areas to the north and the south of the railway tracks is concentrated

around Ealing Broadway station with two pedestrian and vehicle links across the tracks.

Connections across the railway are limited elsewhere, with the nearest links being at West

Ealing Station to the west and Hanger Lane to the east.

This is an area of moderate townscape quality

Ealing Common Character Area:

Ealing Common is a significant open space bounded by Hanger Lane to the east and

Uxbridge Road to the north. It generally has an open character but has some fine avenues

of chestnut trees dating from the Victorian era.

The common is mostly fronted by large townhouses with significant townscape character,

with varied architecture including some gothic style houses, some larger ‘Italianate’ style

houses to the south and two pretty cul-de-sacs of artisan houses, circa 1880.

The northern edge of the common is more coherent in townscape terms, with a largely intact

Victorian character along Uxbridge Road. This road is dominated by heavy traffic flows and

this somewhat compromises its residential character.

Residential development is dominant to the north of the common. This area comprises

Victorian villas and terraces of good townscape merit, creating a coherent and attractive

suburban character.

This is an area of high townscape quality

West Ealing Character Area:

Historically, the area developed around the Castlebar Road area, beginning in the 1870's

with the development of the Wood Estate, and the development of new roads such as St.


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Stephen’s Road and Edgehill Road. The Grange Estate, to the north of the character area,

was built in two phases between 1963 and 1966.

Most of the residential estates are comprised of simple, three storey terraces, arranged to

enclose attractively scaled, inward looking spaces. These spaces are largely screened from

the surrounding roads by walls and landscaping.

A number of older, larger houses are found in the area, many of which date from the late

nineteenth century, and are found in terraces, generally to the south of the character area.

There are also a large number of detached Victorian villa style properties throughout the

area, which contribute to its significant residential character.

A large number of Victorian terraces have their backs directly facing to the railway. These

buildings have a significant physical and visual relationship with the railway and they enclose

the railway to some extent from the wider townscape. There are substantial numbers of

trees and shrubs, either along the northern edge of the railway or in the rear gardens of

these terraces. This vegetation helps to enclose views of the railway from these properties.

Ealing Village is located in the south-eastern corner of this character area, adjacent to the rail

corridor. These listed buildings comprise art-deco blocks of flats and recreational facilities,

including a small lido and tennis court.


Ealing Green Character Area:

This area is located to the south of the Uxbridge Road. Ealing Green and the surrounding

area was developed as part of a rural retreat for the wealthy and aristocratic during the

seventeenth and eighteenth centuries.

The area is focused around Walpole Park, which was opened to the public in 1901. The

cedars on the lawn date back to the eighteenth century, as does the walled kitchen garden.

John Haverfield landscaped the gardens in 1800. The northern end of the park is particularly

quaint as a flint bridge and historic stone fragments provide interesting compositions.


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The character area has a substantial village feel, retaining much of its early character. The

curving street scene of St. Mary’s Road has a mix of buildings of architectural and historical

interest. Bond Street is a good example of a coherent Edwardian streetscape.

Pitshanger Manor dominates the northern part of the green, with its striking elevation and

imposing red brick arch and pilasters gateway. The green narrows towards its southern

edge and is lined with buildings from the 18th century. It includes Ealing Studios on its

western side, to the south of this route window.


West Ealing Station (North) Character Area:

The townscape to the north of the railway tracks has a much more consistent and coherent

character, being dominated by rows of Victorian terraces without the intrusion of the

uninviting post-war developments that are present in the area to the south.

Victorian villas dominate much of this area, with the more substantial houses lying to the east

towards Ealing Broadway. These villas are predominantly detached with small gardens to

the front and large gardens to the rear and have some good Victorian period features.

The long, linear and well-planned nature of the streets creates an attractive and permeable

townscape in contrast to the somewhat disjointed character to the south. For the most part,

this character is not compromised. However, the Telephone Exchange, located on a visually

prominent position to the north-east of the station, is out of scale and character with the wider

area. Its rather brutal concrete architecture compromises the quaint and otherwise

consistent Gordon Road street scene.

There is a small area of retail adjacent to West Ealing Station along The Avenue, which

creates something of a focus around the station. These retail facilities are housed in fine

three storey Victorian parades, which are more reminiscent of those found in Ealing Centre.

The townscape character becomes a little more disjointed near Drayton Green Station to the

north-west. The grander villas associated with the east of this area make way for more

domestic early 20th century red brick terraces, some post-war housing of moderate

townscape merit and some late twentieth century development of moderate townscape merit.


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This later type of development is undistinguishable from many infill developments elsewhere,

using standard detailing and materials.

Drayton Green itself is a large open space containing a running track. Its open character

permits views to the Drayton Green Railway Works which sit loom over the area, un-

compromised in their scale and massing.


Acton Main Line (South) Character Area:

This is an area of residential development of mainly Victorian detached and semi detached

two storey houses fronting roads and avenues. Many have large front and back gardens with

extensive mature tree cover. Buildings are finished in painted render or brick with tiled roofs.

The southern end of Horn Lane is occupied by a number of small shops. These are

predominantly Victorian parades, up to four storeys high, and retain some attractive original

details. Rows of attractive Victorian terraces are on both sides of the road. These, together

with some opulent Victorian Villas and more modest terraced housing, generally form a

consistent and coherent townscape. This townscape has a domestic scale and is generally

no more than two floors high, although there are some more substantial three storey

townhouses to the north. The area generally has good open space provision and has

something of an affluent character in comparison to the area to the north of the railway.


North Ealing Character Area:

This is an area of mainly residential development to the north of the rail corridor.

North Ealing Station is one of the more attractive and quaint Victorian stations with some

good period features. It is tucked away in a leafy corner on the western edge of this

character area and it is somewhat hidden from the wider area to its location and mature tree

planting.

The Hanger Hill Garden Estate Conservation Area to the east of the station has something of

a mixed character, with Victorian terraces of good townscape merit, sitting alongside 1960’s


Route Window W5 604

and 1970’s social housing blocks up to six storeys high on larger plots and in a landscape

setting, predominately of grass.

The Ellen Wilkinson School occupies a substantial plot to the south of the station, being of

varied scale and massing. It is up to four storeys high in parts but there are also some single

storey elements. The architecture is typical of late 1960’s / 1970’s school architecture, being

rather bland and un-engaging. However, it occupies a visually prominent plot in relation to

the railway tracks and the station, being enclosed by the tracks on its western and south-

western edges.

A large number of intersecting railway tracks pass through this area. However, these are

sunken, so for the most part have a minimal impact on the townscape.



There are a number of significant landscape and townscape features in the vicinity of the

site, including Haven Green and Ealing Town Centre Conservation Areas.

Villiers House, an eleven storey late twentieth century office block, is an imposing building

located immediately above the station.

Haven Green is an important townscape feature which contains a large open green area with

mature deciduous tree cover, footpaths and seating areas and provides a sense of

tranquillity, close to Ealing town centre.

There are a number of listed buildings and structures in the vicinity of the site including 35

Haven Green, Ealing Village and The Polish Catholic Church on Windsor Road.


notable vegetation in the immediate vicinity of the station comprises a mature deciduous

trees across Haven Green. Extensive mature tree cover is also found across Ealing

Common and Walpole Park. Street trees are found across Ealing town centre, most notably

along The Mall and Longfield Avenue.


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The well established residential areas have extensive areas of mature vegetation, particularly

in rear gardens.

Mature scrub and mature trees occupy parts of the railway corridor adjoining Madeley Road

and Ealing Village to the north, and The Mall and Hamilton Road to the south.


There are no strategic views in the vicinity of the site, although local views across Haven

Green are important.



The Mall/New Broadway/Uxbridge Road(A4020), Hanger Lane(A406), Haven Green/The

Broadway, High Street(B455) and Madeley Road forming the most important links.


Haven Green is located 25m to the north-west of the site and is designated as ‘Key Open

Space’.




- The relationship of the station to the surrounding area;



- The size and type of nearby vegetation

The railway runs through the built-up area in a shallow cutting, passing beneath Hanger

Lane, The Broadway, Spring Bridge Road and Longfield Avenue road bridges. In the vicinity

of the station, the cutting rises up to The Mall and Hamilton Road to the south and Madeley

Road to the north. To the west the railway continues in cutting beneath the road overbridges

and a multi-storey car park structure.


Route Window W5 606

The lower elevation of the railway combined with extensive woodland cover, particularly to

the east of the station, generally restricts opportunities for direct views to track/platform level,

except from vantage points such as from Villiers House and from upper storeys of buildings

which overlook the railway corridor. The rail track in cutting and the surrounding buildings

are the main influences on views, reinforced (in summer) by vegetation, on both sides of the

rail corridor.


- To the West, across Haven Green and The Broadway and along the rail corridor to the

Broadway road bridge;

- To the North, principally by vegetation along the northern side of the rail corridor and rear

elevations of properties along Madeley Road and Ealing Village;

- To the East, along the railway corridor to the vicinity of the Hanger Lane road bridge;

- To the South, principally by vegetation along the southern side of the rail corridor and

rear elevations of properties on The Mall and Hamilton Road, and across areas of The

Mall in the vicinity of Hamilton Road and North Gate Avenue.


- Workers at Villiers House;

- Retail units 34-48 Haven Green;

- Retail units 49 Haven Green;

- Users of Ealing Squash and Fitness Club, Haven Green;

- Retail units 31-33 Haven Green;

- Surgery, 27 Haven Green;

- Residents in 1-34 Greenlaw Court;

- Residents in ‘The Studio’ Mount Park Road;

- Residents of 20-24 Haven Green;

- Residents of 2-160 Haven Green Court;

- Parishioners of Haven Green Baptist Church;




Route Window W5 607

- Clientele of ‘The Haven’, 1a Haven Green;

- Users of Haven Green;

- Users of Haven Green Car Park;

- Retail units 2-12 Spring Bridge Road;

- Users of bus interchange/taxi rank, Haven Green;

- Retail units 1-8 Central Chambers, The Broadway;

- Retail units 9-10 Central Chambers, The Broadway;

- Retail Units 41-42 The Broadway;

- Retail Units 35-39 The Broadway;

- Clientele of PH, 43 The Broadway;

- Retail units 70-71 The Mall;

- Clientele of the Feathers P.H., The Broadway;

- Workers at Natwest Bank, The Mall;

- Workers at commercial/retail units 1-20 The Mall;

- Workers at commercial office block(former DHSS), 21 The Mall;

- Residents at 1-22 College Court, Hamilton Road;

- Residents at 1-24 Hazel Court, Hamilton Road;

- Workers at commercial officeblock, 52-53 The Mall;

- Clientele of ‘The Bell’ P.H., 52 The Mall;

- Workers at 51 The Mall;

- Workers at 45-48 The Mall;

- Residents at 2-42 Madeley Road;

- Residents at 1-48 Ealing Village; and


2.6 Sensitivity


Ealing Broadway Station does not lie within any Conservation Areas and do not contain any

Listed Buildings. However, the station does lie adjacent to two Conservation Areas: Haven

Green and Ealing Town Centre. One listed building, 35 Haven Green, lies opposite a

temporary work site.

The surrounding townscape is generally of high sensitivity to change. The railway corridor

and the station platforms are largely out of view from much of the surrounding townscape.


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However, the station entrance building is located in a prominent location in the south-eastern

corner of Haven Green.

The immediate environs of the station are dominated by a single large-scale office block

known as Villiers House, the station forecourt and shops and the busy urban centre of

Ealing. Much of central Ealing is covered by Conservation Area status and includes a

number of listed buildings. Urban fabric of this type is not able to accommodate major

change without potential detriment to its character.

Haven Green is a particularly important area of open space with extensive areas of mature

tree cover. The integrity of this space is particularly sensitive to the loss of trees.

Any significant loss of the trees which adjoin the rail corridor to both the south and north

would also affect townscape character, since this is the most prominent vegetation to the

station platforms, and is an important influence on views during summer.

The residential areas located to the south (Inglis Road and Hamilton Road), north (Madeley

Road, Ealing Village and Waldegrave Road) are particularly sensitive to change, due to their



Table W5.1: Visual Receptors (Ealing Broadway Station) below identifies the key receptors

which would obtain views of the proposed temporary and proposed permanent works,


or permanent works.

Table W5.1: Visual Receptors for the Ealing Broadway Station Works

Receptor


Type of View

Dire

ct

View

O

bliq

ue

View

Tem

pora

ry

Wor

k Si

tes

Perm

anen

t W

ork

Site

s

Sensitivity of

Receptors

1 Workers at Villiers House Upper floors Low

2 Retail units 34-48 Haven Green

Ground level and upper floors Low

3 Retail units 49 Haven Green



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Receptor


Type of View

Dire

ct

View

O

bliq

ue

View

Tem

pora

ry

Wor

k Si

tes

Perm

anen

t W

ork

Site

s

Sensitivity of

Receptors

4 Users of Ealing Squash and Fitness Club, Haven Green

Upper floors Low

5 Retail units 31-33 Haven Green


6 Surgery, 27 Haven Green Ground level and upper floors Low

7 Residents in 1-34 Greenlaw Court


8 Residents in ‘The Studio’ Mount Park Road


9 Residents of 20-24 Haven Green


10 Residents of 2-160 Haven Green Court


11 Parishioners of Haven Green Baptist Church Ground level Moderate





14 Clientele of ‘The Haven’, 1a Haven Green

Ground level and upper floors Moderate

15 Users of Haven Green Ground level Moderate

16 Users of Haven Green Car Park Ground level Low

17 Retail units 2-12 Spring Bridge Road Upper floors Low

18 Users of bus interchange/taxi rank, Haven Green

Ground level Low

19 Retail units 1-8 Central Chambers, The Broadway


20 Retail units 9-10 Central Chambers, The Broadway


21 Retail Units 41-42 The Broadway


22 Retail Units 35-39 The Broadway


23 Clientele of PH, 43 The Broadway

Ground level and upper floors Moderate

24 Retail units 70-71 The Mall Upper floors Low

25 Clientele of the Feathers P.H., The Broadway Upper floors Moderate

26 Workers at Natwest Bank, The Mall Upper floors Low

27 Workers at commercial/retail units 1-20 The Mall

Upper floors Low


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Receptor


Type of View

Dire

ct

View

O

bliq

ue

View

Tem

pora

ry

Wor

k Si

tes

Perm

anen

t W

ork

Site

s

Sensitivity of

Receptors

28 Workers at commercial office block(former DHSS), 21 The Mall


29 Residents at 1-22 College Court, Hamilton Road


30 Residents at 1-24 Hazel Court, Hamilton Road Upper floors High

31 Workers at commercial office block, 52-53 The Mall

Upper floors Low

32 Clientele of ‘The Bell’ P.H., 52 The Mall Ground level Moderate

33 Workers at 51 The Mall Ground level and upper floors Low

34 Workers at 45-48 The Mall Upper floors Low

35 Residents at 2-42 Madeley Road Upper floors High

36 Residents at 1-48 Ealing Village Upper floors High

37 Users of the station Platform level Low


325 residential properties could have winter-time views of the works to the station. However,

viewing opportunities will, in the vicinity of Haven Green, be restricted to either ground floor

or second storey and above views due to the screening effects of mature tree cover; and

viewing opportunities from Madeley Road and Ealing Village will be limited to second floor

and above views due to the mature vegetation along the rail corridor.

The least obstructed views would be experienced by users of the station, users of Haven

Green, residents in College Court, retail units on Haven Green and The Broadway. Few of

these receptors are considered to be of high sensitivity.




to the impact of railway maintenance and construction activities and also to town centre

works involving redevelopment sites.


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3.1 Listed Buildings and their Setting 3.1.1 Noise Insulation

There are no direct physical impacts on listed buildings in this route window. Construction

works on Haven Green will result in a low impact on the setting of 35 Haven Green, but this

is not considered to be significant. There are no other impacts on the setting of listed

buildings.


One temporary work site is located within Haven Green, both a Conservation Area and a

designated area of ‘key open space’ and access to this worksite will require the removal of

one small Yew tree. This worksite, together with the temporary work site in the station

forecourt, will have an adverse impact on the setting of Haven Green, throughout the

construction works. This is likely to have a moderate impact on the setting of Haven Green

and is considered to be a significant impact on the Conservation Area. The permanent works

would result in no change to the setting of Haven Green Conservation Area.

A smaller construction site located to the north of The Mall, partly lies within Ealing Town

Centre Conservation Area. The works are likely to result in the removal of some lineside

vegetation, but will be partially screened by 21 The Mall and College Court, and unlikely to

have a significant impact on the setting of Ealing Town Centre Conservation Area.


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The demolition of Ealing Broadway Station and the replacement with a new structure may

result in beneficial impacts to the area of Haven Green. The existing station building is of little

architectural merit and does little to add to the setting of Haven Green. The new station

building structure may lead to beneficial impacts however these are unlikely to be significant.

Construction features such as cranes, piling rigs, HGVs, portacabins and hoardings will be

features around the station, Haven Green and to the north of College Court for the duration

of construction. These construction elements will be significant features, particularly around

Haven Green and The Broadway. The works to the north of College Court are relatively

minor, and located alongside the existing busy rail corridor and unlikely to result in significant

impacts on the local character area.

The impacts will be particularly high within the Haven Green area of Ealing Town Centre

Character Area during the temporary construction works. Their overall level of impact will

vary; at times it will be low, and at others high (e.g. when demolition works to the existing

station take place and when cranes are lifting structural beams or canopies into place).

The area is generally of high sensitivity to change, and major construction activity will affect

its character. Their effect is therefore considered to be significant adverse throughout the

temporary works.

The most visible features of the permanent works will be the new station building structure,

which will provide a new elevation to the south-eastern corner of Haven Green. The building

is likely to be a relatively minor feature except from the immediate environs of Haven Green

and The Broadway. The station improvements will also include platform extensions, new

canopies and a new footbridge at the eastern limits. Many of these features will be out of

view, within the rail corridor, except from vantage points from upper floor views along The

Mall, the western limits of Hamilton Road and minor views from upper storeys of properties

along Madeley Road.


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These features will be seen in the context both of the existing station and rail corridor, with

which they will be visually consistent, and of the surrounding urban area. They will have no

more than a low impact on the character of the area immediately surrounding the station.

The overall permanent impact on the character of the townscape is considered to be low,

and the effect is unlikely to be significant.

3.4 Visual impacts

The degree of impact is considered to be high and consequently result in significant impact

for many receptors around the forecourt including retail units and Haven Green area. This is

because many views will be direct views of demolition and construction works. Hoardings will

do little to reduce views of many of the activities around the station. More distant views from

the edge of Haven Green reduce to moderate or low/negligible, partly because of the

increase in distance and the reduced proportion of view affected, but also because of the

screening effects of mature tree cover.

Views from sensitive residential properties along the north and south sides of the rail corridor

are largely prevented due to lineside vegetation. However, residents in College Court will

experience a moderate degree of change due to the location of the temporary work site

within the car park area. For other receptors along either side of the rail corridor although

many of these receptors are considered to be highly sensitive to visual change, the existing

views from these properties will experience only a relatively small degree of change and

none of the affected views are critical to their amenity.


moderate to low in all cases due to the following:

- From College Court although views will be direct, they have an existing view over the rail

corridor with regular rail activity including maintenance and construction works; and

- From properties with views of the station works, most views will be oblique and/or

obstructed by intervening buildings or vegetation, and also have existing views across

busy transport routes.


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The greatest degree of visual change will be on users of Haven Green and from retail units

opposite the existing station forecourt area, resulting in temporary adverse impacts.

The main sources of permanent impact will be the new station building and change in the

arrangement of features at the station. The net impact of this change will be to slightly

increase the prominence of station building, and also the station infrastructure notably with

the introduction of a new footbridge and extended platforms. The overall role of the station

within the local townscape will become more prominent, but this will affect just a small area

of Haven Green and The Broadway.

The magnitude of change is considered to be negligible to moderate, and therefore even with

a large number of highly sensitive residential properties will not give rise to significant effects.

The most sensitive receptors will be affected as follows:

- Residents around Haven Green will have oblique views of the new station building, which

will also be partly screened by surrounding buildings including Villiers House. Haven

Green will remain the prominent feature in the view;

- Residents along Madeley Road and Ealing Village are only likely to see the top of the

new pedestrian footbridge, platform canopies, and this in views that are oblique and

constricted; and

- Residents along Hamilton Road are only likely to see the top of the new pedestrian

footbridge, and platform canopies, and this in views that are oblique and constricted.

The impact on these views is considered to be no more than Low. Since the fundamental

character of these views will not change, and since they are unlikely to be critical to the

amenity of those who experience them, the effect is not considered to be significant.

The Visual Appraisal Plan for Ealing Broadway Station Drawing No. 1E0316-WIE00-E00-F-







improvement.


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receptor group is identified in Table W5.2: Potential Temporary Impacts on Receptors (Ealing

Broadway Station).

Table W5.2: Potential Temporary Impacts on Receptors (Ealing Broadway Station)


Sensitivity of

Receptors


Significance

1 Workers at Villiers House Low Moderate NSIG 2 Retail units 34-48 Haven Green Low Moderate NSIG 3 Retail units 49 Haven Green Low High SIG(-)

4 Users of Ealing Squash and Fitness Club, Haven Green Low Low NSIG

5 Retail units 31-33 Haven Green Low Low NSIG 6 Surgery, 27 Haven Green Low Low NSIG 7 Residents in 1-34 Greenlaw Court High Moderate SIG(-)

8 Residents in ‘The Studio’ Mount Park Road High Low NSIG

9 Residents of 20-24 Haven Green High Moderate SIG(-)

10 Residents of 2-160 Haven Green Court High Low NSIG

11 Parishioners of Haven Green Baptist Church Moderate Negligible NSIG

12 Residents of 11-13 Haven Green High Negligible NSIG 13 Residents of 1-10 Haven Green High Low NSIG

14 Clientele of ‘The Haven’, 1a Haven Green Moderate Negligible NSIG

15 Users of Haven Green Moderate High SIG(-) 16 Users of Haven Green Car Park Low Low NSIG 17 Retail units 2-12 Spring Bridge Road Low Negligible NSIG

18 Users of bus interchange/taxi rank, Haven Green Low High SIG(-)

19 Retail units 1-8 Central Chambers, The Broadway Low High SIG(-)

20 Retail units 9-10 Central Chambers, The Broadway Low Moderate NSIG

21 Retail Units 41-42 The Broadway Low High SIG(-) 22 Retail Units 35-39 The Broadway Low Moderate NSIG 23 Clientele of PH, 43 The Broadway Moderate Low NSIG 24 Retail units 70-71 The Mall Low Low NSIG

25 Clientele of the Feathers P.H., The Broadway Moderate High SIG(-)

26 Workers at Natwest Bank, The Mall Low Moderate NSIG

27 Workers at commercial/retail units 1-20 The Mall Low Moderate NSIG

28 Workers at commercial office block (former DHSS), 21 The Mall Low Moderate NSIG

29 Residents at 1-22 College Court, Hamilton Road High Moderate SIG(-)


Route Window W5 616


Sensitivity of

Receptors


Significance

30 Residents at 1-24 Hazel Court, Hamilton Road High Low NSIG

31 Workers at commercial officeblock, 52-53 The Mall Low Low NSIG

32 Clientele of ‘The Bell’ P.H., 52 The Mall Moderate Low NSIG

33 Workers at 51 The Mall Low Low NSIG 34 Workers at 45-48 The Mall Low Negligible NSIG 35 Residents at 2-42 Madeley Road High Low NSIG 36 Residents at 1-48 Ealing Village High Low NSIG 37 Users of the station Low High NSIG



(Ealing Broadway Station).

Table W5.3: Potential Permanent Impacts on Receptors (Ealing Broadway Station)

Receptor

(Close Views under 1 km)

Sensitivity of

Receptors


Significance

1 Workers at Villiers House Low Low NSIG 2 Retail units 34-48 Haven Green Low Negligible NSIG 3 Retail units 49 Haven Green Low Moderate NSIG

4 Users of Ealing Squash and Fitness Club, Haven Green Low Negligible NSIG

5 Retail units 31-33 Haven Green Low Negligible NSIG 6 Surgery, 27 Haven Green Low Negligible NSIG

7 Residents in 1-34 Greenlaw Court High Negligible NSIG

8 Residents in ‘The Studio’ Mount Park Road High Negligible NSIG

9 Residents of 20-24 Haven Green High Negligible NSIG

10 Residents of 2-160 Haven Green Court High Negligible NSIG

11 Parishioners of Haven Green Baptist Church Moderate Negligible NSIG

12 Residents of 11-13 Haven Green High Negligible NSIG 13 Residents of 1-10 Haven Green High Negligible NSIG

14 Clientele of ‘The Haven’, 1a Haven Green Moderate Negligible NSIG

15 Users of Haven Green Moderate Moderate NSIG 16 Users of Haven Green Car Park Low Negligible NSIG


Route Window W5 617

Receptor


Sensitivity of

Receptors


Significance

17 Retail units 2-12 Spring Bridge Road Low Negligible NSIG

18 Users of bus interchange/taxi rank, Haven Green Low Moderate NSIG

19 Retail units 1-8 Central Chambers, The Broadway Low Moderate NSIG

20 Retail units 9-10 Central Chambers, The Broadway Low Low NSIG

21 Retail Units 41-42 The Broadway Low Moderate NSIG 22 Retail Units 35-39 The Broadway Low Low NSIG

23 Clientele of PH, 43 The Broadway Moderate Negligible NSIG

24 Retail units 70-71 The Mall Low Negligible NSIG

25 Clientele of the Feathers P.H., The Broadway Moderate Moderate NSIG

26 Workers at Natwest Bank, The Mall Low Low NSIG

27 Workers at commercial/retail units 1-20 The Mall Low Low NSIG

28 Workers at commercial office block (former DHSS), 21 The Mall

Low Low NSIG

29 Residents at 1-22 College Court, Hamilton Road High Low NSIG

30 Residents at 1-24 Hazel Court, Hamilton Road High Negligible NSIG

31 Workers at commercial office block, 52-53 The Mall Low Negligible NSIG

32 Clientele of ‘The Bell’ P.H., 52 The Mall Moderate Negligible NSIG

33 Workers at 51 The Mall Low Negligible NSIG 34 Workers at 45-48 The Mall Low Negligible NSIG 35 Residents at 2-42 Madeley Road High Negligible NSIG 36 Residents at 1-48 Ealing Village High Negligible NSIG 37 Users of the station Low Moderate NSIG 3.5 Cumulative Impacts



scheme.

Within the W5 Route Window works associated with the Acton Diveunder have been

assessed comprehensively within Acton Mainline Station, Diveunder and Yard Report

Number IE0316-W1E00-00025 (Route Window W4). Both the temporary works associated


Route Window W5 618

with Diveunder construction and the permanent works will be visible from viewpoints within

the rail corridor. Only views from receptors on Ealing Broadway Station will gain views of

both works at Ealing Station and the new Diveunder. It is considered that the magnitude of

cumulative impacts of both temporary and permanent works will be negligible and not

significant.


Route Window W5 619

4. Summary


There are no direct residual impacts on listed buildings or their setting. Potential impacts

from installation of noise insulation at Ealing Village and 36 Haven Green will be mitigated as

set out in Section 3.3.1.


There will be temporary significant impacts on the Haven Green Conservation Area as a

result of the construction activities in Haven Green. This impact will not persist into the

operational phase. There will be no other impacts on Conservation Areas.


The construction activities within the rail corridor will not fundamentally alter the overall

character of the railway corridor or of the adjoining areas, and are not regarded as a

significant effect on landscape / townscape. However, the temporary loss of open space in

Haven Green is considered to be a significant impact on landscape / townscape.


station, which include a new station structure, platform extensions, new platform canopies

and a new footbridge. These changes are considered to represent a negligible beneficial

impact on the local townscape, resulting in no significant adverse or beneficial effect.

The wider impact on townscape will also be no more than negligible, and will not alter the

character of the surrounding area to a significant degree. The impact on the views across

the Haven Green will also be low and not significant.

The townscape and visual impact assessment has identified significant adverse impacts on

townscape / landscape resources in the high sensitivity townscape as a result of the

temporary construction works. The townscape assessment has not identified any significant

adverse impacts as a result of the permanent work. The new station will be a minor feature

and will be seen in the context of the existing station and rail corridor.


Route Window W5 620

4.4 Visual Impact The works will be visible to a substantial number of receptors, notably nearby shoppers,

workers, residents and users of the station. Although the residential receptors are

considered to be highly sensitive, the magnitude of visual change will not be great because

many receptors are located at the opposite side of Haven Green and have intervening tree

cover filtering views, whilst those properties along either side of the rail corridor have an

existing view across a busy rail corridor and the effect on them will not be significant. The

degree of impact on local residents will be mitigated by factors such as the nature of the

existing view, distance and obstruction, and for many will not give rise to significant effects.

Just views from residents at Greenlaw Court and 20-24 Haven Green, and from residents at

College Court are considered to result in adverse significant impacts. Those residential

receptors on the northern side of Haven Green do not have the same degree of screening

because of less tree cover across the northern limits of Haven Green, resulting in more open

views of the temporary work site and construction activities beyond. At College Court the

proximity of the temporary work site from the receptors will result in a greater degree of

impact throughout the construction works.

Permanent impacts on visual amenity are not considered to be significant. The highest

degree of impact will be experienced by users of the station, and not considered to be

significant.


degree of impact; in most cases their views of the work will be in the context of existing view

across a busy rail corridor, will not be altered fundamentally and are unlikely to be critical in

amenity terms. The net effect of their amenity is therefore not considered to be significant.



townscape and visual impacts.

5. Summary tables Table W5.4 details the impacts on listed buildings.

Predicted impacts on the setting of listed buildings, conservation areas, landscape /

townscape and visual amenity are summarised in Table W5.5 – Summary Table of

Temporary Impacts and Table W5.6 – Summary Table of Permanent Impacts, including any



Route Window W5 621

Tabl

e W

5.4:

Impa

cts

on L

iste

d B

uild

ings

- R

oute

Win

dow

W5

Res

idua

l Im

pact

C

.R.

No

Add

ress

G

rade

Pr

opos

ed

Wor

ks

Pote

ntia

l Im

pact

Si

g.

Act

ion

Req

uire

d an

d M

itiga

tion

Des

crip

tion

Sig.

81

1 (W

5)

Eal

ing

Villa

ge:

Han

gar

Lane

-Nor

th

Circ

ular

R

oad

(Fla

t B

lock

s A

- H)

II W

ork

to th

e ra

ilway

trac

ks

sout

h of

the

Eal

ing

Villa

ge.

No

sign

ifica

nt im

pact

N

Sig

. N

one

need

ed

No

sign

ifica

nt

resi

dual

im

pact

.

NS

ig.

816

36 H

aven

G

reen

, W5-

D.L

. Lew

is

the

Che

mis

t

II C

onst

ruct

ion

wor

ks a

t Eal

ing

Bro

adw

ay

Sta

tion.

No

sign

ifica

nt im

pact

N

Sig

. N

one

need

ed.

No

sign

ifica

nt

resi

dual

im

pact

.

NS

ig.


622 Route Window W5

Tabl

e W

5.5:

Sum

mar

y Ta

ble

of T

empo

rary

Impa

cts

(Rou

te W

indo

w W

5)

R

oute

Win

dow

W5

– Te

mpo

rary

Impa

cts

R

esid

ual I

mpa

ct

Wor

ks a

nd p

oten

tial i

mpa

ct

Sign

ifica

nce

Miti

gatio

n D

escr

iptio

n Si

gnifi

canc

e Im

pact

on

setti

ng o

f Gra

de II

Lis

ted

build

ing:

35

Hav

en

Gre

en

Tem

pora

ry w

ork

com

poun

d lo

cate

d on

Hav

en G

reen

op

posi

te fr

onta

ge o

f lis

ted

build

ing

Not

sig

nific

ant

Hoa

rdin

g to

te

mpo

rary

wor

k si

te

Min

or im

pact

on

setti

ng o

f lis

ted

build

ing,

loca

ted

acro

ss b

usy

road

N

ot S

igni

fican

t

Impa

ct o

n H

aven

Gre

en C

onse

rvat

ion

Area

Lo

cal c

hara

cter

Hav

en G

reen

Con

serv

atio

n A

rea

wou

ld b

e af

fect

ed b

y te

mpo

rary

wor

k si

te a

nd m

ajor

eng

inee

ring

wor

ks in

the

sout

h-ea

ster

n co

rner

.

Sig

nific

ant

adve

rse

Non

e pr

opos

ed.

Maj

or e

ngin

eerin

g w

orks

taki

ng

plac

e w

ithin

sou

th-e

aste

rn

corn

er o

f Hav

en G

reen

Sig

nific

ant

adve

rse

Impa

ct o

n E

alin

g To

wn

Cen

tre C

onse

rvat

ion

Are

a O

vera

ll ch

arac

ter o

f Eal

ing

Tow

n C

entre

Con

serv

atio

n A

rea

wou

ld n

ot b

e af

fect

ed.

Not

Sig

nific

ant

Non

e pr

opos

ed

Min

imal

N

ot S

igni

fican

t

Impa

ct o

n La

ndsc

ape

/ Tow

nsca

pe C

hara

cter

Te

mpo

rary

maj

or e

ngin

eerin

g w

orks

with

in E

alin

g to

wn

cent

re

Sig

nific

ant

adve

rse

Hoa

rdin

g to

te

mpo

rary

wor

k si

tes

in H

aven

Gre

en a

nd

Col

lege

Cou

rt.

Loca

tion

of h

oard

ing

to b

e ag

reed

with

ar

boric

ultu

ralis

t to

ensu

re s

urvi

val o

f m

atur

e tre

e sp

ecie

s

Maj

or e

ngin

eerin

g w

orks

taki

ng

plac

e cl

ose

to E

alin

g To

wn

Cen

tre

Tem

pora

ry lo

ss o

f ope

n sp

ace

in H

aven

Gre

en a

nd c

ar p

arki

ng

area

to C

olle

ge C

ourt

Sig

nific

ant

adve

rse

Impa

ct o

n vi

sual

am

enity

of a

ppro

xim

atel

y 40

resi

dent

ial

prop

ertie

s/fla

ts o

n H

aven

Gre

en

Vis

ual a

men

ity w

ill b

e ex

perie

nce

a m

oder

ate

degr

ee o

f ch

ange

as

a re

sult

of te

mpo

rary

wor

k si

te a

cros

s ea

ster

n lim

its o

f Hav

en G

reen

Sig

nific

ant

adve

rse

Hoa

rdin

g to

te

mpo

rary

wor

k si

te

Vie

ws

of te

mpo

rary

wor

k si

te

acro

ss H

aven

Gre

en

Sig

nific

ant

adve

rse

Impa

ct o

n vi

sual

am

enity

of a

ppro

xim

atel

y 33

resi

dent

ial

flats

at C

olle

ge C

ourt,

Ham

ilton

Roa

d V

isua

l am

enity

will

be

expe

rienc

e a

mod

erat

e de

gree

of

chan

ge a

s a

resu

lt of

tem

pora

ry w

ork

site

with

in c

ar p

ark

Sig

nific

ant

adve

rse

Hoa

rdin

g to

te

mpo

rary

wor

k si

te

Vie

ws

of te

mpo

rary

wor

k si

te

and

cons

truct

ion

wor

ks w

ithin

ra

il co

rrid

or

Sig

nific

ant

adve

rse

Impa

ct o

n vi

sual

am

enity

of o

ther

rece

ptor

s V

isua

l am

enity

will

be

expe

rienc

e a

low

to m

oder

ate

degr

ee

of c

hang

e N

ot S

igni

fican

t N

one

prop

osed

.

Min

imal

. N

ot S

igni

fican

t


Route Window W5 623

Tabl

e W

5.6:

Sum

mar

y Ta

ble

of P

erm

anen

t Im

pact

s (R

oute

Win

dow

W5)

R

oute

Win

dow

W5

– Pe

rman

ent I

mpa

cts

R

esid

ual I

mpa

ct

Wor

ks a

nd p

oten

tial i

mpa

ct

Sign

ifica

nce

Miti

gatio

n D

escr

iptio

n Si

gnifi

canc

e Im

pact

on

setti

ng o

f Gra

de II

Lis

ted

build

ing:

35

Hav

en G

reen

N

o ch

ange

to s

ettin

g of

Lis

ted

Bui

ldin

g

Not

si

gnifi

cant

N

one

prop

osed

S

ettin

g of

list

ed b

uild

ing

rem

ains

fund

amen

tally

un

chan

ged.

N

ot S

igni

fican

t

Impa

ct o

n H

aven

Gre

en C

onse

rvat

ion

Are

a

New

sta

tion

stru

ctur

e lo

cate

d be

yond

sou

th-

east

ern

corn

er o

f Hav

en G

reen

Not

S

igni

fican

t N

one

prop

osed

S

ettin

g of

Con

serv

atio

n A

rea

rem

ains

fund

amen

tally

un

chan

ged.

N

ot S

igni

fican

t

Impa

ct o

n E

alin

g To

wn

Cen

tre C

onse

rvat

ion

Are

a O

vera

ll ch

arac

ter o

f Eal

ing

Tow

n C

entre

C

onse

rvat

ion

Are

a w

ould

not

be

affe

cted

.

Not

S

igni

fican

t N

one

prop

osed

S

ettin

g of

Con

serv

atio

n A

rea

rem

ains

fund

amen

tally

un

chan

ged.

N

ot S

igni

fican

t

Impa

ct o

n La

ndsc

ape

/ Tow

nsca

pe C

hara

cter

N

ew s

tatio

n st

ruct

ure

with

in to

wn

cent

re

Not

S

igni

fican

t N

one

prop

osed

R

ole

of s

tatio

n re

mai

ns

fund

amen

tally

unc

hang

ed.

Not

Sig

nific

ant

Impa

ct o

n vi

sual

am

enity

V

isua

l am

enity

will

be

expe

rienc

e m

oder

ate

to

negl

igib

le d

egre

e of

cha

nge

as a

resu

lt of

new

st

atio

n bu

ildin

g an

d ne

w p

latfo

rm in

frast

ruct

ure

Not

S

igni

fican

t N

one

prop

osed

C

hara

cter

of v

iew

s, th

eref

ore

leve

l of a

men

ity, r

emai

ns

fund

amen

tally

unc

hang

ed.

Not

Sig

nific

ant


624 Route Window W5

6. Assumptions - It is assumed that the temporary works sites will be landscaped and restored to their

previous condition

- It is assumed that no damage will be effected on mature trees within Haven Green.

- It is assumed that 3.6 metre high hoarding would be used around the boundary of the

temporary work sites to mitigate the demolition works and reduce the visual effects during








Route Window W5 625

7. References





626 Route Window W5


Route Window W4 627

Route Window W4 Acton Main Line Station and Yard


Route Window W4 629






5. Summary Tables 659 6. Summary Tables Error! Bookmark not defined. 7. Assumptions 662 8. References 663


Route Window W4 630


Route Window W4 631

Route Window W4 Acton Main Line Station and Yard

1. Description of the Works 1.1 Permanent Works

Acton Rail Underpass

A new rail underpass will be constructed to make train paths available for freight trains going

to and from Acton Yard without disrupting Crossrail and other services. This will take the

eastbound relief line beneath the tracks that connect with Acton Yard. The ramp for the

underpass will commence at a point where the Central Underground line diverges from the

GWML, to the west of Noel Road bridge. Beyond the underpass, a further ramp will take the

relief line back to ground level immediately to the west of Acton Main Line station. The track

remodelling will require some demolitions within Acton Yard.

The two goods lines and the three depot reception lines will need to be realigned

considerably to the north of their current location to accommodate the rail underpass. This in

turn will require that other sidings and facilities (used by EWS or their tenants) be moved

northwards. The precise location of this relocation has not yet been agreed with EWS.

Although it is likely that the recreational land north of Acton Yard will only be used

temporarily, this is not certain. The assessment has therefore assumed that some permanent

land take will be required from this.

Acton Main Line Station

A new ticket hall, 5 m high and 30 m wide, will be constructed at 267 Horn Lane to the south

of the existing station. The existing facility on Horn Lane bridge may be converted to

commercial use. The new ticket hall will lead to a new footbridge, which will provide lift

access to each platform. New 35 m long canopies will be provided along the platforms in

place of the existing platform shelters. Platforms three and four will be extended westwards

by 57 m and 33 m respectively to accommodate Crossrail trains.


Route Window W4 632

1.2 Temporary Works

Construction - Acton Main Line Station


construction of the platform extensions, a new station footbridge new ticket hall and platform

refurbishment will take place over a total period of approximately 15 months.

Before the main works commence it will be necessary to demolish 267 Horn Lane, and to

break out and remove existing surfaces and platform end ramps.

Construction of the platform extension will be in line with the methodology described above,

in Section 4 of the Introduction to this Volume. Towards the completion of the platform

extensions, the construction of the new footbridge and lifts (from the new ticket hall to the

bridge and also between the footbridge and platforms) will commence. The foundations for

the bridge piers and staircases will be set within the existing platform. The staircase of the

footbridge will be of steel construction. These works will be completed after about five

months.

During these works, construction of a new ticket hall at 267 Horn Lane will be carried out on

the south side of the railway. The building will be of steelframed construction with slabs

formed from in-situ or pre-cast concrete. The substructure will be piled. The roof will be

constructed of pre-cast or in-situ concrete slab. The construction of the ticket hall will take

approximately 10 months to complete.

The construction plant and equipment required for the works at Acton Main Line station will

include a road-rail multi-purpose plant, crawlers, mobile cranes, compressors, generators

and vibrating compactors.

Work will be undertaken from two main worksites. Acton Main Line station worksite is located

south of the existing main line station, adjacent to the railway and extends into the north-

bound carriageway of Horn Lane. Four lorries per day will access the worksite, including

during the 14 week construction peak. The Acton Main Line station worksite west is located

to the west of the station on the north side of the railway, bounded to the north by Acton

Yard. It will be served by four lorries per day during the nine week peak of construction, and

by two at other times. All materials taken to and from the sites will be transported by road

with access from the A40 Western Avenue via Horn Lane.


Route Window W4 633

Construction - Acton Yard


construction works at Acton Yard will take place over a total period of approximately four

years.

To create the space for the new underpass, the existing facilities in Acton Yard will be

remodelled. This requires all of the facilities to be moved northwards. The opportunity will be

taken to rationalise the yard where possible and remodel the facilities to improve the layout

and efficiency within the yard.

Once the existing railway tracks have been moved away from the footprint of the proposed

underpass, the underpass box will be constructed using bored piled walling with in-situ

concrete invert and cover slabs. The underpass ramps leading into and out of the box will be

constructed using bored pile walls with capping beams and an in situ concrete invert slab.

The construction of the western ramp will start approximately 270 m east of the overbridge at

Hanger Lane. The tracks on the eastern ramp will tie into the existing alignment at Acton

Main Line station. Noel Road overbridge may have to be stabilised by incremental jacking

while the western dive under ramp is constructed. This will require temporary diversion and

protection of utilities and some periods of bridge closure. On completion of the underpass,

the existing eastbound relief line will be realigned to the north to pass through the box.

Acton Yard will be used as a worksite at different stages for the construction of the

underpass and the associated track work. Acton Yard will, however, remain operational,

albeit requiring temporary and permanent relocation of some of its facilities. Structural, civil

and excavated materials will be moved by road with primary access from Horn Lane.

Secondary access in association with the works in the vicinity of the Noel Road bridge will be

required from Noel Road, with access from the north via Horn Lane and Noel Road. The

works at Acton yard will be served by 60 lorries per day during the 61 week peak

construction period and typically by 50 per day at other times. Of the 60 lorries, only 15 per

day are expected during the peak period at the Noel Road access. Materials for trackwork

will largely be transported to the yard by rail.


Route Window W4 634


Acton Main Line Station is located on Horn Lane (A4000), close to the junction with Friary

Road, within the London Borough of Ealing. The station building is located on the Horn Lane

overbridge with the platforms located below.

The station contains four existing platforms set in cutting relative to the surrounding areas to

the south and approximately 4 metres below the small station building. The station platforms

are separated from Horn Lane by a builders yard and flatblock development. To the north of

the rail corridor the area is relatively flat and includes extensive stabling sidings extending to

the west, materials storage, areas of light industrial use and recreation grounds beyond.

There is little vegetation surrounding the station, although to the west a densely vegetated

embankment with mature tree cover provides screening for residential areas along Lynton

Road. To the west of the stabling sidings lineside vegetation assist in reducing views of the

rail corridor.

Horn Lane connects with Westway (A40) to the north and with Steyne Road to the south.

There are retail and commercial units along Horn Lane, and residential neighbourhoods to

the north, south, east and west of the station, with stabling sidings to the west and industrial

area to the north.

The nearest residential properties comprise a 7-storey block of flats along Horn Lane (Acton

House), about 25m south of the station; and three-storey properties at Friary Park Court, off

Friary Lane, about 50m to the south-east. More established residential neighbourhoods are

located along the southern side of the rail corridor along Lynton Road, Oakley Avenue,

Bloomsbury Close, Inglis Road and Hamilton Road. To the north of the rail corridor

residential areas are generally located at a greater distance from the rail corridor due to

intervening sports grounds and schools, except for Noel Road and Waldegrave Road.

The nearest open space comprises a sports ground, about 100m north of the station,

separating residential areas from the rail sidings, and the grounds of Ellen Wilkinson High

School located to the north of the rail corridor.

The Townscape Character Baseline Plan for Acton Main Line Station, Drawing No. 1E0416-




Route Window W4 635






(ZVI) of the temporary and permanent works. North Ealing Station is a Grade II listed

building, located 250 m north of the rail corridor. 2.3 Conservation Areas

The station is not situated within a Conservation Area, although two Conservation Areas lie

1km and 1.2km to the west: Hanger Hill and Creffield Conservation Areas.



The area can be divided into five character areas, reflecting their prevailing uses and built

pattern.

Acton Main Line (South) Character Area:

This is an area of residential development of mainly Victorian detached and semi detached

two storey houses fronting roads and avenues. Many have large front and back gardens with

extensive mature tree cover. Buildings are finished in painted render or brick with tiled roofs.

The southern end of Horn Lane is occupied by a number of small shops. These are

predominantly Victorian parades, up to four storeys high, and retain some attractive original

details. Rows of attractive Victorian terraces are on both sides of the road. These, together

with some opulent Victorian Villas and more modest terraced housing, generally form a

consistent and coherent townscape. This townscape has a domestic scale and is generally

no more than two floors high, although there are some more substantial three storey

townhouses to the north. The area generally has good open space provision and has

something of an affluent character in comparison to the area to the north of the railway.

The physical mass of Victorian terraces along Lynton Road prevents views of the rail corridor

from the south. This is an area of high townscape quality.


Route Window W4 636

Acton Main Line (North) Character Area:

This is an area of residential development to the north of the station with a rundown

character of Victorian terraces and post war housing estates. With few street trees, the

majority of trees are found in areas of open space, such as North Acton Playing Field and

also along railway embankments. The small front gardens result in a predominance of on

street parking.

The area forms a buffer between the light commercial and industrial areas around Westwood

Park Trading Estate, Western Avenue Business Park and Frogmore Industrial Estate to the

north and north-east and the more affluent and attractive area of Ealing to the west.

The Action Freight Yard is on the northern edge of the mainline railway. Sports fields and

allotment gardens to the north of the railway have strong visual links with the railway on

account of their open character. The railway lines and freight yard are visually prominent in

this area. This is an area of moderate townscape quality.

North Ealing Character Area:

This is an area of mainly residential development to the north of the rail corridor.

North Ealing Station is an attractive Edwardian station with some good period features. It is

tucked away in a leafy corner on the western edge of this character area and it is somewhat

hidden from the wider area to its location and mature tree planting.

The Hanger Hill Garden Estate Conservation Area to the east of the station has something of

a mixed character, with Victorian terraces of good townscape merit, sitting alongside 1960’s

and 1970’s social housing blocks up to six storeys high on larger plots and in a landscape

setting, predominately of grass.

The Ellen Wilkinson School occupies a substantial plot to the south of the station, being of

varied scale and massing. It is up to four storeys high in parts but there are also some single

storey elements. The architecture is typical of late 1960’s / 1970’s school architecture, being

rather bland and un-engaging. However, it occupies a visually prominent plot in relation to

the railway tracks and the station, being enclosed by the tracks on its western and south-

western edges.


Route Window W4 637

A large number of intersecting railway tracks pass through this area. However, these are

sunken, so for the most part have a minimal impact on the townscape.


East Acton Character Area:

This is an area of largely residential development to the south of the Great Western Main

Line (GWML) in planned cottage style estates built around the 1930’s and 1940’s. The area

has something of a village character, with its quaint domestic architecture. The local centre

creates a focus with its elevated parade of shops. The architecture of the shopping area is

consistent with the wider estates being red brick and domestic in character. This rather

quaint suburban character is somewhat compromised by the presence of Western

Avenue/Westway which runs to the south of the retail core. This creates a visually

intimidating and noisy physical and psychological barrier in the local area.

The Brunel Road / Telford Way Industrial Estate is a small light industrial estate to the north

of the area. This estate comprises a mixture of low-rise 1930’s office buildings of some

architectural merit, with elements of art deco styling, and some later 20th century

developments, which are somewhat faceless and lack the character of the earlier buildings.

The railway lines are elevated in this area. They visually dominate the northern edge of the

estate and create a visual barrier to the wider area.

Despite the tracks being elevated across the length of this character area, they are, for the

most part, hidden from view to the wider area by the tightly packed residential and small

scale industrial developments adjacent to them. One only really gets a sense of their

presence from the railway bridges over the roadways.


North Acton Character Area:

This is an area of commercial and industrial development, located to the north of the GWML.

North Acton station and the adjacent railway tracks are located in cutting, so provide only a

minimal contribution to the surrounding townscape.

The area directly to the north of North Acton Station is currently undergoing substantial re-

development. The station is overlooked by a recently built Holiday Inn that looms above it. It

is five storeys high and is covered in white cladding with red brick across the ground floor


Route Window W4 638

elevations. The building lacks character, but occupies a prominent position overlooking the

rail corridor. A mixed-use residential and commercial development is currently being built to

the north of the Holiday Inn.

The area around the station is dominated by light industrial and commercial uses with some

office development. The development to the north is a relatively recent construction

comprising predominantly bulky plastic and metal clad commercial units. These have little

character and contribute little to the townscape.

Despite the introduction of new development, the area still has something of a run-down

character and contributes to an incoherent and disjointed townscape.



Although there are no significant landscape and townscape features in the vicinity of the site,

the garden city townscape of Hanger Hill is an important townscape resource.

Acton House, a seven storey post war office block, is an imposing building located

immediately to the south of the station.

Ellen Wilkinson High School and Twyford High School Sports Grounds, North Acton Playing

Fields and the sports grounds to the south of Noel Road are important townscape features

providing extensive recreational areas.



and mature deciduous trees (mainly ash and sycamore) which defines the southern edge of

the rail corridor.

Lines of mature and semi mature deciduous trees (mainly poplar) form parts of the southern

edges of sports grounds to the north of the rail corridor.

Mature scrub and immature trees occupy parts of the railway corridor adjoining Noel Road

and Churchill Gardens


Route Window W4 639


There are no strategic views in the vicinity of the site. 2.4.4 Key Pedestrian / Vehicular Movement Corridors


Horn Lane (A4000), Western Avenue (A40), Friary Road, Noel Road and Creffield Road

forming the most important links.

There are no landscape planning designations in the vicinity of the site, although the sports

ground to the north of the site is designated as ‘Key Open Space’.







- The size and type of nearby vegetation

The railway runs through the built-up area in a shallow cutting, passing beneath Horn Lane,

Noel Road and Hanger Lane road bridges. In the vicinity of the station, the cutting gently

rises up to Horn Lane to the south and is relatively level across the sidings and recreation

ground to the north. To the west the railway continues in cutting up to 4 metres by the road

and rail overbridges.


track/platform level, except from the railway overbridge on Horn Lane and from vantage

points such as the Acton House, the builders merchant on Horn Lane and from buildings

which overlook the railway corridor. The rail track in cutting and the surrounding buildings

are the main influences on views, reinforced (in summer) by vegetation, mainly to the south

of the railway.


Route Window W4 640


- To the West, along the railway corridor to the Hanger Lane bridge. Track realignment will

however take place to the west of the bridge, and its ZVI is likely to extend westwards to

the rear of properties in Hamilton Road;

- To the North, partly by the cutting slope along parts of the northern side of the rail

corridor, but principally by the combination of residential properties, vegetation from

Hanger Lane in the west to Horn Lane in the east;

- To the East, along the railway corridor to the east of the Horn Lane bridge and sections of

Horn Lane, Emanuel Avenue and Friary Road;

- To the South, by the rear facades and garden walls of properties along the southern side

of the rail corridor, including Horn Lane, Lynton Road, Oakley Avenue, Inglis Road and

Hamilton Road.


- Residents at 1-6 Friary Park Court, Friary Road;

- Residents at 13-18 Friary Park Court, Friary Road;

- Commercial/Retail properties, 218-220 Horn Lane;

- Commercial/Retail properties, 212-216 Horn Lane;

- Users of Horn Lane;

- Residents of 2-12 Emanuel Avenue;

- Users of Emanuel Avenue;

- Residents of large flats (Acton House), on Horn Lane;

- Users of timber yard, Horn Lane;

- Users of Horn Lane bridge;

- Users of public house, 222 Horn Lane

- Users of Horn Lane Metals and storage yard;

- Residents of 8-14 Lynton Terrace, Lynton Road; and


In addition, views of the dive-under and track realignment work sites may be experienced by:

- Residents of 1-6 Walter Court, Lynton Road;


Route Window W4 641

- Residents of 1-18 Bromley Lodge, Lynton Road;

- Residents of 1-6 Avon Court, Lynton Road;

- Residents of 17 Lynton Road;

- Residents of Marion Court, Lynton Road;

- Residents of 21-33 Lynton Road;

- Residents of 35-167 Lynton Road;

- Residents of 98-100 Twyford Avenue;

- Users of Twyford Avenue/Noel Road bridge;

- Residents of 41-51 Oakley Avenue;

- Residents of 1-18 Oakley House, Oakley Avenue;

- Residents of 1-19 Oakley Avenue;

- Residents of 1-5 Addison Court, Oakley Avenue;

- Residents of 1-4 Redhall Terrace;

- Residents of 1-80 Bloomsbury Close;

- Residents of 1-18 Embassy Court, Inglis Road;

- Residents of 19-23 Inglis Road;

- Residents of 1-15 Hollywood Court, Inglis Road;

- Residents of 1-13 Inglis Road;

- Residents of 23 Hanger Lane;


- Residents of 19-53 Hamilton Road;


- Residents of 26-27 Hanger Lane;

- Residents of 2-52 Waldegrave Road;

- Users of the Ellen Wilkinson High School;

- Residents of 13-18 Thanet Court, Queens Drive;

- Residents of 13-24 Rutland Court, Queens Drive;

- Residents of 13-18 Oxford Court, Queens Drive;

- Residents of 198-200 Noel Road;


- Residents of 6-20 Churchill Gardens;

- Residents of 22a-24d Churchill Gardens;

- Residents of 27-51 Churchill Gardens;

- Users of West Acton Primary School;


- Users of sports ground (Noel Road);

- Residents of 16-18 Alwyn Gardens;

- Residents of 1-8 Alwyn Gardens;


Route Window W4 642


- Residents of 8-12 Lowfield Road;

- Residents of 14-62 Lowfield Road; and

- Residents of 224-236 Horn Lane.

2.6 Sensitivity


Acton Main Line Station and the location of the dive-under works do not lie within any

Conservation Areas and do not contain any Listed Buildings.

The surrounding townscape is generally of low sensitivity to change. The railway corridor,

the station and the sidings are already significant influences, and the area is therefore able to

accommodate further railway infrastructure without fundamentally affecting its character.

The immediate environs of the station are dominated by a single large-scale blocks of flats

and rail sidings separated by largely functional spaces (roads, service yards). Urban fabric of

this type is able to accommodate a substantial degree of change without detriment to its

character.

However, any significant loss of the trees which adjoin the rail corridor to both the south and

north would affect townscape character, since this is the most prominent vegetation in the

immediate area, and is an important influence on views during summer. Any loss of

recreational open space, particularly to the north of the rail corridor will also affect townscape

character, as they provide a buffer between rear gardens and the rail corridor.

The residential areas located to the south (Friary Road, Emanuel Avenue, Lynton Road,

Oakley Avenue, Inglis Road and Hamilton Road), north (Waldegrave Road, Queens Drive,

Noel Road, Churchill Gardens and Lowfield Road) are more sensitive to change, due to their


2.6.2 Sensitivity Of Visual Receptors To Change

Table W4.1: Visual Receptors (Acton Main Line Station and Yard Works) below identifies the

key receptors which would obtain views of the proposed temporary and proposed permanent




Route Window W4 643

Table W4.1: Visual Receptors for the Acton Main Line Station and Yard Works

Receptor


Type of View

Dire

ct V

iew

Obl

ique

Vi

ew

Tem

pora

ry

Wor

k Si

tes

Perm

anen

t W

orks

Sensitivity of

Receptors

1 Residents at 1-6 Friary Park Court, Friary Road Upper floors High

2 Residents at 13-18 Friary Park Court, Friary Road Upper floors High

3 Commercial/Retail properties, 218-220 Horn Lane (Station works only)


Moderate



Moderate

5 Users of Horn Lane (Station works only)

Ground level Low

6 Residents of 2-12 Emanuel Avenue (Station works only)


High

7 Users of Emanuel Avenue (Station works only)

Ground level Low

8 Residents of large flats (Acton House) on Horn Lane Upper floors High

9 Users of timber yard, Horn Lane (Station works only) Upper floors Low

10 Users of Horn Lane bridge Ground Low

11 Users of public house, 222 Horn Lane (Station works only)


12 Users of Horn Lane Metals and storage yard

Ground Low

13 Residents of 8-14 Lynton Terrace, Lynton Road (Station works only)

Upper floors High

14 Users of the station Platform level Low

15

Residents of 1-6 Walter Court, Lynton Road (dive-under and track realignment works only)

Upper floors High

16

Residents of 1-18 Bromley Lodge, Lynton Road (dive-under and track realignment works only)

Upper floors High

17 Residents of 1-6 Avon Court, Lynton Road (dive-under and track realignment works only)

Upper floors High


Route Window W4 644

Receptor


Type of View

Dire

ct V

iew

Obl

ique

Vie

w

Tem

pora

ry

Wor

k Si

tes

Perm

anen

t W

orks

Sensitivity of

Receptors

18 Residents of 17 Lynton Road (dive-under and track realignment works only)

Upper floors High

19 Residents of Marion Court, Lynton Road (dive-under and track realignment works only)

Upper floors High

20 Residents of 21-33 Lynton Road (dive-under and track realignment works only)

Upper floors High


Upper floors High

22 Residents of 98-100 Twyford Avenue (dive-under and track realignment works only)

Upper floors High

23

Users of Twyford Avenue/Noel Road bridge (dive-under and track realignment works only)

Ground Low

24 Residents of 41-51 Oakley Avenue (dive-under and track realignment works only)

Upper floors High

25

Residents of 1-18 Oakley House, Oakley Avenue (dive-under and track realignment works only)

Upper floors High


Upper floors High

27

Residents of 1-5 Addison Court, Oakley Avenue (dive-under and track realignment works only)

Upper floors High

28 Residents of 1-4 Redhall Terrace (dive-under and track realignment works only)

Upper floors High

29

Residents of 1-80 Bloomsbury Close (dive-under and track realignment works only)

Upper floors High

30

Residents of 1-18 Embassy Court, Inglis Road (dive-under and track realignment works only)

Upper floors High


Route Window W4 645

Receptor


Type of View

Dire

ct V

iew

Obl

ique

Vie

w

Tem

pora

ry

Wor

k Si

tes

Perm

anen

t W

orks

Sensitivity of

Receptors

32 Residents of 1-15 Hollywood Court, Inglis Road (dive-under and track realignment works only)

Upper floors High

33 Residents of 1-13 Inglis Road (dive-under and track realignment works only)

Upper floors High

34 Residents of 23 Hanger Lane (dive-under and track realignment works only)

Upper floors High


Upper floors High

36 Residents of 19-53 Hamilton Road (dive-under and track realignment works only)

Upper floors High



High

38 Residents of 26-27 Hanger Lane (dive-under and track realignment works only)

Upper floors High

39 Residents of 2-52 Waldegrave Road (dive-under and track realignment works only)

Upper floors High

40 Users of the Ellen Wilkinson High School (dive-under and track realignment works only)

Ground and upper floors Moderate

41 Residents of 13-18 Thanet Court, Queens Drive (dive-under and track realignment works only)

Upper floors High

42 Residents of 13-24 Rutland Court, Queens Drive (dive-under and track realignment works only)

Upper floors High

43 Residents of 13-18 Oxford Court, Queens Drive (dive-under and track realignment works only)

Upper floors High

44 Residents of 198-200 Noel Road (dive-under and track realignment works only)

Upper floors High


Upper floors High

47 Residents of 22a-24d Churchill Gardens (dive-under and track realignment works only)

Upper floors High


Route Window W4 646

Receptor


Type of View

Dire

ct V

iew

Obl

ique

Vie

w

Tem

pora

ry

Wor

k Si

tes

Perm

anen

t W

orks

Sensitivity of

Receptors

48 Residents of 27-51 Churchill Gardens (dive-under and track realignment works only)

Upper floors High

49 Users of West Acton Primary School


50 Residents of 167-191 Noel Road Upper floors High

51 Users of sports ground(Noel Road)


52 Residents of 16-18 Alwyn Gardens Upper floors High

53 Residents of 1-8 Alwyn Gardens Upper floors High

54 Residents of 113-149 Noel Road Upper floors High

55 Residents of 8-12 Lowfield Road Upper floors High

56 Residents of 14-62 Lowfield Road Upper floors High

57 Residents of 224 – 236 Horn Lane Upper floors High


350 residential properties could have winter-time views of the works for the track realignment

and dive-under construction, whilst approximately 50 residential properties could have winter-

time views of the works to the station. However:

- viewing opportunities will in almost every case be confined to upper floors; and

- most viewing opportunities from properties at the eastern end of Lynton Avenue and the

eastern end of Churchill Gardens would be lost during summer.

The least obstructed views would be experienced by users of the station, residents along

Lynton Road, Oakley Avenue, Inglis Road, Waldegrave Road, Churchill Gardens and

Lowfield Road. Many of these receptors are considered to be of high sensitivity.






Route Window W4 647







3.3.1 Impacts on Designated Landscape / Townscape Resources

There will be few features of importance affected by the works to Acton Mainline Station and

yard. The station itself is of little architectural merit, and the loss of the existing brick ticket

hall will be of low impact. 267 Horn Lane is a two storey office unit of partial brick

construction which provides little quality to the local townscape. The loss of 267 Horn Lane

would result in low beneficial impact on the local townscape. The majority of the works to the

dive-under and freight yard will take place within the railway corridor, including the temporary

work site and infrastructure at Acton Yard. It is considered that the loss of recreational open

space/playing fields and allotments to the north of the station will result in the permanent loss

of designated ‘Community Open Space’ and will result in significant adverse impacts.


townscape.



will be features around the station and sidings for the duration of construction. These

features will be relatively insignificant within the busy rail corridor, alongside existing areas of


Route Window W4 648

materials storage and portacabins along Horn Lane. The temporary work site across the

existing sports ground and allotments to the south of Lowfield Road will result in a relatively

high magnitude of change. Within the rail corridor their overall level of impact is likely to vary;

at times it will be low, and at others potentially high (e.g. when cranes are lifting the

footbridge spans or canopies into place).

However, the area is generally of low sensitivity to change, and is able to accommodate

construction features without fundamentally affecting its character. However the loss of an

area of open space is a fundamental change which will result in a significant impact on

landscape.

The most visible feature of the permanent works will be the new ticket hall, clearly visible

along a short section of Horn Lane, Friary Road and Emanuel Avenue and the extended

stabling sidings which will be visible from properties along Lowfield Road. The dive-under will

be a relatively minor feature and largely out of view within the existing rail corridor.

These features will be seen in the context both of the existing station and rail corridor and the

surrounding urban area with which they will be visually consistent. The ticket hall will be

located in a prominent location at the junction of Horn Lane and Friary Road and provide a

clearer definition of Action Main Line Station in the local townscape. The ticket hall will have

a moderate beneficial impact on the character of the area immediately surrounding the

station.

The overall impact at Acton Yard on the character of the townscape is considered to be high

due to the loss of the playing fields but the effect of the station works in unlikely to be

significant.

3.4 Visual impacts

The Visual Appraisal Plan for Acton Main Line Station Diveunder and Yard Works Drawing

No. 1E0316-WIE00-E00-F-00004 illustrates the approximate Zone of Visual Influence for the

proposed temporary and the proposed permanent works, and identifies the principal

locations from which views of the development would be obtained.




Route Window W4 649


improvement.


receptor group is identified in Table W4.2: Potential Temporary Impacts on Receptors (Acton

Main Line Station Diveunder and Yard Works). This table includes impacts associated with

both works to the station and to the dive-under; separate reference is made to these where

necessary.

Table W4.2: Potential Temporary Impacts on Receptors (Acton Main Line Station and Yard Works)


Sensitivity of

Receptors


Significance

1 Residents at 1-6 Friary Park Court, Friary Road (Station works only) High Low NSIG

2 Residents at 13-18 Friary Park Court, Friary Road (Station works only)

High Low NSIG

3 Commercial/Retail properties, 218-220 Horn Lane (Station works only) Moderate Low NSIG

4 Commercial/Retail properties, 212-216 Horn Lane (Station works only) Moderate Low NSIG

5 Users of Horn Lane (Station works only) Low Moderate NSIG

6 Residents of 2-12 Emanuel Avenue (Station works only) High Negligible NSIG

7 Users of Emanuel Avenue (Station works only) Low Moderate NSIG

8 Residents of large flats (Acton House) on Horn Lane High Low NSIG

9 Users of timber yard, Horn Lane (Station works only) Low Low NSIG

10 Users of Horn Lane bridge Low Moderate NSIG

11 Users of public house, 222 Horn Lane (Station works only) Moderate Low NSIG

12 Users of Horn Lane Metals and storage yard Low Low NSIG

13 Residents of 8-14 Lynton Terrace, Lynton Road (Station works only) High Low NSIG


15 Residents of 1-6 Walter Court, Lynton Road (dive-under and track realignment works only)


16 Residents of 1-18 Bromley Lodge, Lynton Road (dive-under and track realignment works only)



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Sensitivity of

Receptors


Significance








High Low NSIG


High Low NSIG


High Low NSIG

23 Users of Twyford Avenue/Noel Road bridge (dive-under and track realignment works only)

Low Low NSIG


High Low NSIG

25 Residents of 1-18 Oakley House, Oakley Avenue (dive-under and track realignment works only)

High Low NSIG


High Low NSIG

27 Residents of 1-5 Addison Court, Oakley Avenue (dive-under and track realignment works only)

High Low NSIG

28 Residents of 1-4 Redhall Terrace (dive-under and track realignment works only)

High Low NSIG

29 Residents of 1-80 Bloomsbury Close (dive-under and track realignment works only)

High Low NSIG

30 Residents of 1-18 Embassy Court, Inglis Road (dive-under and track realignment works only)

High Low NSIG


High Low NSIG


High Low NSIG


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Significance

33 Residents of 1-13 Inglis Road (dive -under and track realignment works only)

High Low NSIG

34 Residents of 23 Hanger Lane (dive-under and track realignment works only) High Low NSIG





38 Residents of 26-27 Hanger Lane (dive-under and track realignment works only) High Low NSIG


High Low NSIG


Moderate Negligible NSIG







44 Residents of 198-200 Noel Road (dive-under and track realignment works only) High Low NSIG

45 Residents of 263-275 Noel Road (dive-under and track realignment works only) High Low NSIG



47 Residents of 22a-24d Churchill Gardens (dive-under and track realignment works only)




49 Users of West Acton Primary School Moderate Low NSIG 50 Residents of 167-191 Noel Road High Negligible NSIG 51 Users of sports ground (Noel Road) Moderate Low NSIG 52 Residents of 16-18 Alwyn Gardens High Low NSIG


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Sensitivity of

Receptors


Significance

54 Residents of 113-149 Noel Road High Low NSIG 55 Residents of 8-12 Lowfield Road High Low NSIG 56 Residents of 14-62 Lowfield Road High Moderate SIG(-) 57 Residents of 224-236 Horn Lane High Low NSIG



(Acton Main Line Station Dive-under and Yard Works).

Table W4.3: Potential Permanent Impacts on Receptors (Acton Main Line Station Dive -under and Yard Works)

Receptor

(Close Views under 1 km

Sensitivity of

Receptors


Significance


High Low NSIG




Moderate Moderate NSIG


Moderate Low NSIG

5 Users of Horn Lane (Station works only) Low Moderate NSIG

6 Residents of 2-12 Emanuel Avenue (Station works only) High Negligible NSIG

7 Users of Emanuel Avenue (Station works only) Low Moderate NSIG

8 Residents of large flatblock(Acton House), Horn Lane High Negligible NSIG

9 Users of timber yard, Horn Lane (Station works only) Low Negligible NSIG

10 Users of Horn Lane bridge Low Negligible NSIG

11 Users of public house, 222 Horn Lane (Station works only) Moderate Negligible NSIG

12 Users of Horn Lane Metals and storage yard Low Negligible NSIG

13 Residents of 8-14 Lynton Terrace, Lynton Road (Station works only) High Negligible NSIG

14 Users of the station Low Negligible NSIG


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Receptor


Sensitivity of

Receptors


Significance

15 Residents of 1-6 Walter Court, Lynton Road (dive-under and track realignment works only)


16 Residents of 1-18 Bromley Lodge, Lynton Road (dive-under and track realignment works only)














23 Users of Twyford Avenue/Noel Road bridge (dive-under and track realignment works only)

Low Negligible NSIG

24 Residents of 41-51 Oakley Avenue(dive-under and track realignment works only)


25 Residents of 1-18 Oakley House, Oakley Avenue(dive-under and track realignment works only)


26 Residents of 1-19 Oakley Avenue(dive-under and track realignment works only)


27 Residents of 1-5 Addison Court, Oakley Avenue(dive-under and track realignment works only)


28 Residents of 1-4 Redhall Terrace(dive-under and track realignment works only)


29 Residents of 1-80 Bloomsbury Close (dive-under and track realignment works only)


30

Residents of 1-18 Embassy Court, Inglis Road (dive-under and track realignment works only)



Route Window W4 654

Receptor


Sensitivity of

Receptors


Significance















38 Residents of 26-27 Hanger Lane (dive-under and track realignment works only)



















Route Window W4 655

Receptor


Sensitivity of

Receptors


Significance



49 Users of West Acton Primary School Moderate Negligible NSIG

50 Residents of 167-191 Noel Road High Negligible NSIG

51 Users of sports ground (Noel Road) Moderate Negligible NSIG

52 Residents of 16-18 Alwyn Gardens High Negligible NSIG

53 Residents of 1-8 Alwyn Gardens High Negligible NSIG 54 Residents of 113-149 Noel Road High Negligible NSIG 55 Residents of 8-12 Lowfield Road High Negligible NSIG 56 Residents of 14-62 Lowfield Road High Moderate SIG (-) 56 Residents of 224-236 Horn Lane High Low NSIG

In relation to the temporary works, the degree of impact is considered to be low for many

receptors on both sides of the rail corridor. This is partly because the majority of works will be

in cutting and out of view from many receptors, but also because of the nature of the existing

view, which already includes prominent rail activity. Although many of these receptors are

considered to be highly sensitive to visual change, the existing views from these properties

will experience only a relatively small degree of change and none of the affected views are

critical to their amenity.


low in almost all cases. This is because:

From properties along Lynton Road, Oakley Avenue, Inglis Road, Waldegrave Road, Noel

Road and Churchill Gardens although views will be direct, they have an existing view over

the rail corridor with regular rail activity including maintenance and construction works; and

From properties with views of the station works, most views will be oblique and/or obstructed

by intervening buildings or vegetation, and also have existing views across rail sidings and

builders yards.

However, approximately 24 properties along the southern side of Lowfield Road will

experience a moderate degree of change throughout the temporary works, and result in

significant adverse impacts.


Route Window W4 656

The main sources of permanent impact will be the change in the arrangement of features at

the station, the new stabling siding to the south of Lowfield Road and the new dive-under

either side of Twyford Avenue/Noel Road bridge. The net impact of this change will be to

slightly increase the prominence of railway infrastructure, notably with the introduction of a

new ticket hall, footbridge, extended platforms, new sidings and the dive-under. The overall

role of the station within the local townscape will become more prominent, as will the

character of the views that it influences.

The magnitude of change is considered to be mainly low to negligible. However residents

along the southern side of Lowfield Road will have their current view across recreational land

replaced with a new stabling siding. It is considered that the magnitude of visual change is

moderate and result in permanent significant adverse impacts. Other sensitive receptors will

be affected as follows:

- Residents on Friary Road will see the new ticket hall and forecourt area;

- Residents in Acton House are only likely to see the top of the new ticket hall, pedestrian

footbridge, and platform extension, and this in views that are oblique and constricted;

- Residents of Lynton Road and Oakley Avenue may gain minor views of the dive-under.

The impact on these views is considered to be mainly negligible, except for views, which

include the new ticket hall which are considered to be low to moderate.

The fundamental character of views will not change, and since they are unlikely to be critical

to the amenity of those who experience them, the effect is not considered to be significant.


above, apart from 24 properties along the southern side of Lowfield Road. After 15 years

following completion of the works there would be no changes to the townscape and visual

impacts.



additional works outside the rail corridor which lead to cumulative impacts of the scheme.


Route Window W4 657

4. Summary


There are no listed buildings, features or areas of designated townscape in the immediate

vicinity of the works. The nearest such features (e.g. North Ealing Station and Hanger Lane

Conservation Area) lie outside the ZVI for the works. Acton House is a local landmark, and

there are no key local views.




Construction features will intrude into the setting of the station, but their effect is not

considered to be significant due to the low sensitivity of the station location and their

temporary nature. Neither will they fundamentally alter the overall character of the railway

corridor or of the adjoining areas, and are not regarded as a significant effect on landscape /

townscape.


station, which include platform extensions and a new footbridge, and the new diveunder and

extended tracks in the freight yard. These changes are considered to represent a negligible

impact on the local townscape, resulting in no significant adverse or beneficial effect.

The wider impact on townscape will be no more than negligible, and will not alter the

character of the surrounding area to a significant degree. The impact on the westward view

from Horn Lane bridge will also be moderate and no significant.

The assessment has not identified any significant impacts of particular importance on

landscape / townscape resources. However, there will be significant temporary and

permanent impacts at Acton Yard due to the loss of open space.


Route Window W4 658

4.4 Visual Impacts

The townscape and visual impact assessment has not identified any adverse impacts of

particular importance on visual amenity receptors as a result of either the temporary or

permanent work. It has, however, identified significant adverse impacts on visual amenity

receptors to the north of the rail corridor as a result of both the temporary and permanent.


Route Window W4 659

5. Summary Tables


Areas in this route window, hence these are not included in the summary tables.





660 Route Window W4

Tabl

e W

4.4:

Sum

mar

y Ta

ble

of T

empo

rary

Impa

cts

(Rou

te W

indo

w W

4)

R

oute

Win

dow

W4

– Te

mpo

rary

Impa

cts

R

esid

ual I

mpa

ct

Wor

ks a

nd p

oten

tial i

mpa

ct

Sign

ifica

nce

Miti

gatio

n D

escr

iptio

n Si

gnifi

canc

e Im

pact

on

char

acte

r are

as

Ove

rall

char

acte

r of r

ailw

ay c

orrid

or a

nd s

urro

undi

ng

area

wou

ld n

ot b

e af

fect

ed a

part

from

the

loss

of

recr

eatio

nal o

pen

spac

e.

Sig

nific

ant

Non

e id

entif

ied

at th

is s

tage

. M

inim

al.

Sig

nific

ant

adve

rse

Impa

ct o

n vi

sual

am

enity

of a

ppro

xim

atel

y 24

resi

dent

ial

prop

ertie

s on

Low

field

Roa

d V

isua

l am

enity

will

be

expe

rienc

e a

mod

erat

e de

gree

of

chan

ge

Sig

nific

ant

adve

rse

Hoa

rdin

g to

te

mpo

rary

wor

k si

te

Min

imal

. S

igni

fican

t ad

vers

e

Impa

ct o

n vi

sual

am

enity

of o

ther

rece

ptor

s V

isua

l am

enity

will

be

expe

rienc

e a

low

to m

oder

ate

degr

ee o

f cha

nge

Not

Sig

nific

ant

Hoa

rdin

g to

de

mol

ition

are

as

Min

imal

. N

ot S

igni

fican

t


Route Window W4 661

Tabl

e W

4.5:

Sum

mar

y Ta

ble

of P

erm

anen

t Im

pact

s (R

oute

Win

dow

W4)

Rou

te W

indo

w W

4 –

Perm

anen

t Im

pact

s

Res

idua

l Im

pact

W

orks

and

pot

entia

l im

pact

Si

gnifi

canc

e M

itiga

tion

Des

crip

tion

Sign

ifica

nce

Impa

ct o

n ch

arac

ter a

reas

Lo

w to

mod

erat

e in

crea

se in

vis

ual i

nflu

ence

of r

ailw

ay

infra

stru

ctur

e, b

ut fu

ndam

enta

l cha

ract

er o

f sur

roun

ding

ar

ea w

ill b

e un

affe

cted

apa

rt fro

m lo

ss o

f rec

reat

iona

l op

en s

pace

Not

Sig

nific

ant

Non

e id

entif

ied

at th

is s

tage

.

Rol

e of

sta

tion

rem

ains

fu

ndam

enta

lly u

ncha

nged

ap

art f

rom

loss

of

recr

eatio

nal a

nd o

pen

spac

e.

Sig

nific

ant

adve

rse

Impa

ct o

n vi

sual

am

enity

of a

ppro

xim

atel

y 24

resi

dent

ial

prop

ertie

s

Mod

erat

e im

pact

on

visu

al a

men

ity

Sig

nific

ant

adve

rse

Non

e pr

opos

ed

Cur

rent

vie

w a

cros

s re

crea

tiona

l ope

n sp

ace

repl

aced

with

vie

w o

f new

ra

il si

ding

Sig

nific

ant

adve

rse

Impa

ct o

n vi

sual

am

enity

of o

ther

rece

ptor

s.

Low

to n

eglig

ible

impa

ct o

n vi

sual

am

enity

N

ot S

igni

fican

t N

one

prop

osed

In y

ear 1

the

char

acte

r of

view

s, th

eref

ore

leve

l of

amen

ity, r

emai

ns la

rgel

y un

chan

ged.

No

chan

ge in

ye

ar 1

5.

Not

Sig

nific

ant


662 Route Window W4

6. Assumptions

In assessing the scheme proposals the following assumptions have been taken into account:

- Assumed line of tree around the periphery of sport field will be retained.

- It is proposed that 2.4 3.6metre high hoarding would be used to mitigate the demolition

works during the construction phase.







Route Window W4 663

7. References





664 Route Window W4


Route Window W3 665

Route Window W3 Old Oak Common Depot


Route Window W3 667



2. Baseline Assessment 671 2.1 Local context 671 2.2 Listed Buildings and their Setting 672 2.3 Conservation Areas 672 2.4 Zone of Visual Influence 676 2.5 Sensitivity 677





668 Route Window W3


Route Window W3 669

Route Window W3 Old Oak Common Depot


1.1 Permanent Works

The permanent works will consist of fourteen new Crossrail stabling sidings within the site of

Old Oak Common depot, of which 12 will be 250 m long and two will be 130 m long. A further

siding incorporating a train washing facility will also be provided. The sidings will be overhead

electrified and located between the existing English Welsh and Scottish and First Great

Western depots on a section of land known as the Coronation Sidings. The site will also

include a staff accommodation building.

A new electrical feeder station at Old Oak Common will be located north of the railway,

opposite Wells House Road.

1.2 Temporary Works

Duration of Works

Subject to possession, planning requirements and excluding final commissioning, the

construction of the new stabling sidings and carriage washing facility at Old Oak Common

will take place over a three-year period. Following the layout of some sidings, the site will be

used as a tunnel fit-out depot. After completion of the tunnelling works the remaining sidings

and staff facilities will be constructed.

Enabling Works

Prior to commencing the main works it will be necessary to undertake demolitions of minor

structures, site clearance and utilities diversions. Following this will be construction of

temporary facilities to support the Royal Oak tunnelling site, including tracks and buffer

stops, materials storage and handling areas, and accommodation.


670 Route Window W3

Main Works

The main works will involve:

- preparation of the track formation of the new stabling sidings;

- laying of the new track work for the 14 new sidings, involving installation of plain line rail,

switches and crossings, buffer stops and top ballast;

- construction of a walkway before installation of a new track and a train wash plant,

including adjacent roadway; and

- construction and installation of signal and lighting columns, the completion of road works

in and around the sidings and the connection, and testing and commissioning of the new

track and railway systems.

OHLE will be installed along the route to accommodate the new Crossrail layout.

The configuration of the English Welsh and Scottish tracks will be modified accordingly to

accommodate the new Crossrail layout.


Works at Old Oak Common are to be carried out from Coronation sidings within the existing

footprint area of the depot. Track work materials will generally be brought into the site by rail,

using appropriate existing track work as a railhead. Excavated/demolition materials and civil

and structural materials (steel and concrete) will be transported into and out of the site by

road using the existing depot access on Old Oak Common Lane. Up to 32 lorries per day will

access the site during the four week construction peak, with around four at other times.


Route Window W3 671


2.1 Local context

Old Oak Common is an extensive railway site and comprises stabling sidings, engine sheds

and workshops located between Wormwood Scrubs Park, the Grand Union Canal, Scrubs

Lane and Old Oak Common Lane. It lies within the London Borough of Hammersmith and

Fulham.

The site area consists of a small part of the Old Oak Common Stabling Sidings adjoining the

existing Great Western Main Line on a 3-4 metre embankment, above Wormwood Scrubs

Park. The site lies adjacent to industrial estates to the north and east, a small residential area

to the west, and Wormwood Scrubs Park to the south. A canal towpath follows the Grand

Union Canal along the northern edge of Old Oak Common. This section of the GWML has

few vehicular crossing points, with an overbridge at Scrubs Lane (A219), and an underbridge

at Old Oak Common Lane. The surrounding roads are partly commercial with extensive

areas of industrial estates. There is little vegetation across the sidings area, although the

vegetation is a key feature along the perimeter of the site.

Scrubs Lane (A219) connects with Westway (A40) to the south and Old Oak Common Lane

connects with Old Oak Lane/Victoria Lane (A4000) to the north. There are retail, commercial

and residential units along Old Oak Lane and retail and commercial units along Scrubs Lane.

The nearest residential properties comprise 3-storey 1970s blocks of flats located in the

north-western corner of Old Oak Common, about 10m north of the main access road from

Old Oak Common Lane. A small-established residential neighbourhood is located along

Wells House Road to the south-west, and modern blocks of flats on Shaftesbury Gardens to

the west.

The nearest open space is the extensive Wormwood Scrubs Park, located to the south of

Old Oak Common. St May’s Cemetery and Little Wormwood Scrubs Recreation Ground are

both located to the east of Scrubs Lane, on the northern and southern sides of the rail

corridor respectively.


672 Route Window W3

The Townscape Character Baseline Plan for Old Oak Common, Drawing No. 1E0416-








(ZVI) of the temporary and permanent works.


The site is not situated within a Conservation Area, although the Grand Union Canal

Conservation Area runs along the north-eastern edge. Wormholt and Old Oak Conservation

Area lies to the west of Wormwood Scrubs Park.Landscape / Townscape



pattern.

Wormwood Scrubs Park and Prison Character Area:

Wormwood Scrubs Park, a significant area of open space, lies adjacent to the substantial

Oak Common depot and associated workshops. The park marks a transition between the

more urban character of Ladbroke Grove and Notting Hill to the east and the consistent

suburban character of the mid-19th century planned estates to the west.

Wormwood Scrubs Park is the largest public open space in the London Borough of

Hammersmith and Fulham. The land now occupied by Wormwood Scrubs Park was

originally part of the Great Middlesex Forest, and known as Wormholt Wood. Much of the

woodland had disappeared by the mid-18th century, when the area became known as

Wormers Scrubs. By the beginning of the 19th century, the site was in either arable or

pastured use, although there was already a tradition of both recreational and military use.


Route Window W3 673

In the mid 1980's the GLC, which managed Wormwood Scrubs Park at the time, established

native tree and shrub planting in a number of areas, mainly around the periphery of the park.

These have now grown up into scrub and immature woodland, adding considerable interest

to the landscape, whilst also providing cover for a variety of birds.

The impact of the vast open space is all the more dramatic when approaching from the more

urbanised east. It offers a welcome and surprising reprise from the tightly packed urban

grain of Notting Hill and Ladbroke Grove.

The western edge of the Scrubs is bounded by the Old Oak Common Depot, with its large

bulky sheds and workshops. It tends to visually enclose the northern edge of the park, and

has an adverse affect on its vast open, green character. The park is almost entirely open in

character, with any substantial tree planting restricted to its boundaries and to a small central

area.

Wormwood Scrubs prison was built between 1875 and 1891. During World War II the prison

was used by the War Department. In 1994, a new hospital wing was completed and in 1996,

two of the four wings of the building were refurbished to modern standards, and a fifth wing

completed.

The prisons architecture is rather bleak and intimidating, and this is typical of Victorian

prisons. It stands alone in terms of scale and character alongside the more domestic

architecture found in the area with the exception of Queen Charlotte’s Hospital, which sits

alongside it. The hospital is comparable only in scale and massing as its contemporary

architecture is both softer and much more welcoming than that of the prison.

This is a townscape of low quality.

Oak Common Depot Character Area:

The railway works to the north are all the more prominent given the open character of

Wormwood Scrubs Park. The vast scale and bulk of the sheds dominate the northern

skyline and create a visual and physical barrier to the wider area. With exception of an office

block further to the west, this is the only real intrusion to the open, green character of the

park.


674 Route Window W3

The depot also bounds the Grand Union Canal, which acts as a buffer between the depot

and Wythe Road Industrial Estate. Open views of the main depot may be obtained by

walking along the towpath of the Grand Union Canal.

This is a townscape of low quality.

East Acton Character Area:

This is an area of largely residential development to the south of the GWML in planned

cottage style estates built around the 1930’s and 1940’s. The area has something of a village

character, with its quaint domestic architecture. The local centre creates a focus with its

elevated parade of shops. The architecture of the shopping area is consistent with the wider

estates being red brick and domestic in character. This rather quaint suburban character is

somewhat compromised by the presence of Western Avenue/Westway which runs to the

south of the retail core. This creates a visually intimidating and noisy physical and

psychological barrier in the local area.

A small light industrial estate to the north of the area. This estate comprises a mixture of

low-rise 1930’s office buildings of some architectural merit, with elements of art deco styling,

and some later 20th century developments, which are somewhat faceless and lack the

character of the earlier buildings. The railway lines are elevated in this area. They visually

dominate the northern edge of the estate and create a visual barrier to the wider area.

Despite the tracks being elevated across the length of this character area, they are, for the

most part, hidden from view to the wider area by the tightly packed residential and small

scale industrial developments adjacent to them. One only really gets a sense of their

presence from the railway bridges over the roadways.


North Acton Character Area:

This is an area of commercial and industrial development, located to the north of the GWML.

North Acton station and the adjacent railway tracks are located in cutting, so provide only a

minimal contribution to the surrounding townscape.


Route Window W3 675

The area directly to the north of North Acton Station is currently undergoing substantial re-

development. The station is overlooked by a recently built Holiday Inn that looms above it. It

is five storeys high and is covered in white cladding with red brick across the ground floor

elevations. The building lacks character, but occupies a prominent position overlooking the

rail corridor. A mixed-use residential and commercial development is currently being built to

the north of the Holiday Inn.

The area around the station is dominated by light industrial and commercial uses with some

office development. The development to the north is a relatively recent construction

comprising predominantly bulky plastic and metal clad commercial units. These have little

character and contribute little to the townscape.

Despite the introduction of new development, the area still has something of a run-down

character and contributes to an incoherent and disjointed townscape.



Although there are no significant landscape and townscape features within the site, both the

Grand Union Canal and Wormwood Scrubs Park are important recreational resources.

The large engine sheds and the North Pole International Depot are imposing structures

within the railway corridor, and contribute to the locally industrial townscape. Overhead

gantries and telecommunications masts are also locally important features.


notable vegetation in the immediate vicinity of the site comprises woodland along southern

edges of the Grand Union Canal, including Old Oak Common Nature Reserve. Recent

woodland planting has taken place across parts of Wormwood Scrubs Park.


There are no strategic views in the vicinity of the site. Views across the site can be gained

from sections of Old Oak Common Lane and the Grand Union Canal. The open nature of

Wormwood Scrubs Park allows expansive views of distant structures and towerblocks.


676 Route Window W3



Scrubs Lane and Old Oak Lane and Old Oak Common Lane forming the most important

links. The towpath along the southern side of the Grand Union Canal and cyclepaths around

Wormwood Scrubs Park are important corridors for pedestrians and cyclists.


There are no landscape planning designations in the vicinity of the site, although Wormwood

Scrubs park is designated as ‘Key Open Space’.




- The relationship of the sidings to the surrounding area;


- The proximity, scale and use of nearby buildings and engine sheds.

The GWML runs through the built-up area in a shallow cutting relative to the Grand Union

Canal, passing beneath Scrubs Lane road bridge and on viaduct across Old Oak Common

Lane. In the vicinity of the sidings ground levels are relatively flat, with the ground rising up

to Old Oak Common Lane to the north-west. To the north-east levels within Hythe Road

Industrial Estate are slightly higher than those within the stabling yards. To the south the

ground levels drop down to Wormwood Scrubs Park.

The elevation of the sidings generally restricts opportunities for direct views from areas of

Wormwood Scrubs Park.


- To the West, by engine sheds and buildings along the western side of the stabling yard;

- To the North, by the Grand Union Canal and units within the Hythe Road industrial

Estate;


Route Window W3 677

- To the East, along the railway corridor to the vicinity of the Scrubs Lane road bridge;

- To the South, by the North Pole International Depot, the vegetated embankment and the

change in ground levels down to Wormwood Scrubs Park.

The main potential sources of views of the work sites may be summarised as follows:

- Users of Old Oak Common Lane;

- Residents in St Mungo’s, Sutherland Housing Association flats within north-west corner

of site;

- Workers within Old Oak Common Stabling Yard;

- Workers in industrial units, Old Oak Common Lane;

- Residents of 55-62 Shaftesbury Gardens;



- Workers in Hythe Road Industrial Estate;

- Users of Grand Union Canal Towpath;

- Users of Old Oak Common Nature Reserve;

- Residents on Wells House Road; and

- Rail users.

2.5 Sensitivity


Old Oak Common does not lie within any Conservation Areas and does not contain any

Listed Buildings.

The surrounding townscape is generally of low sensitivity to change. The stabling yard,

engine sheds and rail infrastructure are already significant influences, and the area is

therefore able to accommodate further railway infrastructure without fundamentally affecting

its character.

The immediate environs of the stabling yard is dominated by a series of large scale engine

sheds. Urban fabric of this type is able to accommodate a substantial degree of change

without detriment to its character.


678 Route Window W3

The residential areas located to the west (St Mungo’s, Shaftesbury Gardens and Wells

House Road) are more sensitive to change, due to their smaller scale built pattern.


Table W3.1: Visual Receptors (Old Oak Common) below identifies the key receptors which



works.

Table W3.1 :- Visual Receptors for the Old Oak Common Works

Receptor


Type of View

Dire

ct V

iew

Obl

ique

Vi

ew

Tem

pora

ry

Wor

k Si

tes

Perm

anen

t W

ork

Site

s

Sensitivity of

Receptors

1 Users of Old Oak Common Lane Ground level Low

2 Residents in St Mungo’s Upper floors High

3 Workers within Oak Common Stabling Yard Ground level Low

4 Workers in industrial units, Old Oak Common Lane


Low

5 Residents of 55-62 Shaftesbury Gardens Upper floors High



8 Workers in Hythe Road Industrial Estate Upper floors Low

9 Users of Grand Union Canal Towpath Ground level Moderate

10 Users of Old Oak Common Nature Reserve Ground level Moderate

11 Residents on Wells House Road Ground level High

12 Rail users Embankment level Low

Local residents will be the most sensitive group of receptors but few would have direct views

of the works for the stabling construction. However:

- Apart from views from residents in St Mungo’s no residents will have direct views of the

works;


Route Window W3 679

- All receptors identified already have views across the existing stabling yard areas; and

- The vast majority of receptors have a low sensitivity.

The least obstructed views would be experienced by workers within the Old Oak Common

Stabling Yard and recreational users of Grand Union Canal Towpath, neither of which are

considered to be of high sensitivity.






680 Route Window W3





The visual influence of the works will extend into the Grand Union Canal Conservation Area,

but the impact both during construction and permanent works is considered to be negligible,

because of the nature of the existing view.


There will be no features of importance affected by the works to Old Oak Common.

Construction features such as mobile cranes, piling rigs, HGVs and portacabins will be

features around the stabling yard for the duration of construction. These features will be

relatively insignificant within the busy stabling yard. Their overall level of impact is likely to be

negligible and will not result in significant impacts.

The most visible feature of the permanent works will be the train wash, and this will be an

insignificant feature within Old Oak Common Stabling yard. It will be visible from sections of

the Grand Union Canal towpath, the footbridge over the canal, areas of Old Oak Common

Nature Reserve and from Hythe Road Industrial Estate.

This building will be seen in the context of the existing structures within the stabling yard and

will not result in adverse impacts.

The overall impact on the character of the townscape is considered to be no change, and the

effect is not significant.


Route Window W3 681

3.4 Visual impacts

The Visual Appraisal Plan for Old Oak Common Works Drawing No. 1E0316-WIE00-E00-F-







improvement.


receptor group is identified in Table W3.2: Potential Temporary Impacts on Receptors (Old

Oak Common).

Table W3.2: Potential Temporary Impacts on Receptors (Old Oak Common)


Sensitivity of

Receptors


Significance

1 Users of Old Oak Common Lane Low Negligible NSIG

2 Residents in St Mungo’s High Negligible NSIG

3 Workers within Oak Common Stabling Yard Low Negligible NSIG

4 Workers in industrial units, Old Oak Common Lane Low Negligible NSIG

5 Residents of 55-62 Shaftesbury Gardens High Negligible NSIG



8 Workers in Hythe Road Industrial Estate Low Negligible NSIG

9 Users of Grand Union Canal Towpath Moderate Negligible NSIG

10 Users of Old Oak Common Nature Reserve Moderate Negligible NSIG

11 Residents on Wells House Road High Negligible NSIG 12 Rail users Low Negligible NSIG


682 Route Window W3



(Old Oak Common Works).

Table W3.3: Potential Permanent Impacts on Receptors (Old Oak Common Works)

Receptor


Sensitivity of

Receptors


Significance

1 Users of Old Oak Common Lane Low Negligible NSIG

2 Residents in St Mungo’s High Negligible NSIG

3 Workers within Oak Common Stabling Yard Low Negligible NSIG

4 Workers in industrial units, Old Oak Common Lane Low Negligible NSIG




8 Workers in Hythe Road Industrial Estate Low Negligible NSIG

9 Users of Grand Union Canal Towpath Moderate Negligible NSIG

10 Users of Old Oak Common Nature Reserve Moderate Negligible NSIG

11 Residents on Wells House Road High Negligible NSIG 12 Rail users Low Negligible NSIG

The degree of impact is considered to be negligible for all surrounding receptors. This is

because the majority of works will be largely out of view from many receptors, with the site

located towards the centre of the stabling yard. Those which have views, will generally be

restricted due to intervening engine sheds and rolling stock. For those receptors that do gain

a view the works will be in the context of a heavily used rail yard.

The main sources of permanent impact will be the new train wash structure. There will be no

increase in prominence of railway infrastructure, and the existing character of the stabling

yard will remain unchanged.

The magnitude of change is considered to be negligible, and will not give rise to any



Route Window W3 683

The Year 1 predicted impacts are not considered to be significant. After 15 years following

completion of the works there would be no changes to the townscape and visual impacts.


The proposed Stablings Works are located within a small area of the Old Oak Common

Stabling Sidings and therefore there will be no cumulative impacts of the works within this

route window.


684 Route Window W3

4. Summary






Construction features will not alter the overall character of the stabling yard or of the

adjoining areas, and are not regarded as a significant effect on landscape / townscape.

The permanent impact of the works will be due primarily to the new train wash structure.

These changes are considered to represent no impact on the local townscape, resulting in no

significant adverse or beneficial effect.

4.4 Visual Impacts

The construction works will not be prominent, but a minor feature. The works will be visible

to a limited number of receptors. The magnitude of visual change is considered to be

negligible because of the proximity of the receptors to the construction activities, the existing

view across the stabling yard and proportion of the view affected. The degree of impact is

not considered to give rise to significant effects.

Permanent impacts on visual amenity for local residents are not considered to be significant.

Local residents, who are the most sensitive receptors, will experience no more than a

negligible degree of impact; in all cases, their views of the works will be in the context of

existing view across a busy stabling yard, will not be altered fundamentally and are unlikely

to be critical in amenity terms.

The Year 1 predicted impacts are not considered to be significant. After 15 years following

completion of the works there would be no changes to the townscape and visual impacts.


Route Window W3 685

5. Summary Tables


Areas in this route window, hence these are not included within the summary tables.





686 Route Window W3

Tabl

e W

3.4:

Sum

mar

y Ta

ble

of T

empo

rary

Impa

cts

(Rou

te W

indo

w W

3)

R

oute

Win

dow

W3

– Te

mpo

rary

Impa

cts

R

esid

ual I

mpa

ct

Wor

ks a

nd p

oten

tial i

mpa

ct

Sign

ifica

nce

Miti

gatio

n D

escr

iptio

n Si

gnifi

canc

e Im

pact

on

char

acte

r are

as

Ove

rall

char

acte

r of r

ailw

ay c

orrid

or a

nd s

urro

undi

ng

area

wou

ld n

ot b

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Tabl

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3.5:

Sum

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of P

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pact

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oute

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Route Window W3 687

6. Assumptions

In assessing the scheme proposals, the following assumptions have been taken into

account:







688 Route Window W3





Route Window W2 689

Route Window W2 Canal Way


Route Window W2 691

Contents

1. Description of the Works 693 2. Assessment and Impacts 694


692 Route Window W2


Route Window W2 693

Route Window W2 Canal Way

1. Description of the Works The four tracks in the GWML corridor currently increase to six at Ladbroke Grove (in Route

Window W1). In order to provide space for a reversing facility at Westbourne Park, this four-

six track widening location will need to be moved eastwards to Subway Junction, east of

Westbourne Park. The remaining two (northern) tracks between Ladbroke Grove and

Westbourne Park will be used by Crossrail for movement of empty stock between Old Oak

Common depot and the Westbourne Park train reversing facility.

As part of these works, the track layout at Canal Way will be modified to permit Crossrail

services to access Old Oak Common depot and to reduce conflict with other services

accessing the depot. This will require installation of a series of crossovers between the relief

lines and the Crossrail lines leading to the depot, and reinstatement of a second track over

the Engine & Carriage Line flyover. Testing and commissioning of the new track layout will

be undertaken on completion of the main works. Subject to possession planning

requirements, the works involved with this will take place over a period of about seven

months.

Construction plant required for these works will include excavators, bulldozers, mobile

cranes, rail-mounted cranes, rail saws and drilling equipment. All works will take place within

the existing railway corridor, with materials taken to and from the works by rail.


694 Route Window W2


No significant impacts will occur with respect to landscape/townscape, built heritage or visual

amenity. No detailed assessment has therefore been undertaken.


Route Window W1 695

Route Window W1 Portobello Junction


Route Window W1 697



2. Baseline Assessment 700 2.1 Local context 700 2.2 Listed Buildings and their Settings 701 2.3 Conservation Areas 701 2.4 Landscape / Townscape 701 2.5 Zone of Visual Influence 704 2.6 Sensitivity 706


4. Summary 715 4.1 Listed Buildings 715 4.2 Setting of Listed Buildings 715 4.3 Conservation Areas 715 4.4 Townscape 715 4.5 Visual Impacts 716



698 Route Window W1


Route Window W1 699

Route Window W1 Portobello Junction 1. Description of the Works

1.1 Permanent Works

As described for Route Window W2, in order to provide space for a reversing facility at

Westbourne Park the four-six track widening location will need to be moved eastwards to

Subway Junction, east of Westbourne Park. The works will require the removal of existing

tracks, the laying of new tracks, crossovers and turnouts, and the provision of new signalling.

The final arrangement will result in the northern pair of tracks being used by Crossrail for

empty stock movements to and from Old Oak Common depot; the middle pair of tracks will

be used as the relief lines; and the southern pair of tracks will be used as the main lines.

1.2 Temporary Works

Much of the works will be undertaken during possessions, typically of either 16 or 52 hours

duration. However, the most significant elements of the track remodelling and re-signalling

will require a two week blockade of all lines into Paddington station, together with restrictions

in the use of some lines during the weeks before and after this.

During these works, the track layout at Portobello Junction will be modified to permit

Crossrail services to cross between the dedicated Crossrail lines and the GWML relief lines.

The works will involve the installation of a series of crossovers. This will allow flexibility for

some relief line services to be routed into Paddington without conflicting with Crossrail

services.

Plant and equipment required at the worksite will include excavators, bulldozers, mobile

cranes, rail-mounted cranes, rail saws and drilling equipment. Works will be carried out from

within the rail corridor and, with only limited access available to lorries, almost all materials

will be taken to and from the works by rail.


700 Route Window W1


2.1 Local context

The section of the Crossrail line running through the W1 route window, passes through an

area known as Ladbroke Grove and Portobello Junction, to the south of Kensal New Town.

It lies within the London Borough of Kensington and Chelsea.

The site consists of an 850m stretch of the existing Great Western Main Line (GWML)

located on a 4 metre cutting, roughly between Ladbroke Grove overbridge to the north-west

and Barley Shotts Business Park to the south-east. The site lies within an intensively used

rail corridor adjacent to existing residential areas and commercial estates on both sides of

the track. The railway corridor is relatively narrow at this location. This section of the GWML

has two vehicular crossing points, with an overbridges at Ladbroke Grove (B450) and

Portobello Bridge (Golborne Road). There is little vegetation within the rail corridor and apart

from street trees, vegetation is not a key feature within this route window.

Ladbroke Grove (B450) connects with Harrow Road(A404) to the north and the Notting Hill

area to the south. There are retail, commercial and residential units along Ladbroke Grove.

Golborne Road is a distributor road which passes through a largely residential area.

Westway (A40) is a major arterial route into central London which is located on an elevated

structure just to the south and east of the route window.

The nearest residential properties comprise 3-5-storey flatblocks located on either side of the

rail corridor on Wornington Road, St Ervan’s Road, Manchester Drive, Southam Street,

Canal Way and Elkstone Road. The area is notable as a result of a number of high-rise

tower blocks to the north of the rail corridor, particularly to the east around Westbourne

Green. Trellick Tower is a multi-storey residential concrete tower block located to the north of

the rail corridor, off Golborne Road.

There are few areas of open space close to the rail corridor, apart from playgrounds on

Elkstone Road, Southern Row and Wornington Gardens. Meanwhile Gardens, a designated

area of key open space, is located along the southern side of the Grand Union Canal, north

of Elkstone Road.


Route Window W1 701

The Townscape Character Baseline Plan for Ladbroke Grove, Drawing No. 1E0416-W1E00-

E00-F-00001 identifies the locations of key buildings and landmarks in the local townscape

and illustrates local views, pedestrian and vehicular movement corridors, townscape


relate to the site and its surroundings. This baseline plan also illustrates the extent of the

proposed sites for both the temporary and permanent works.

2.2 Listed Buildings and their Settings

There is one listed building within the approximate Zone of Visual Influence (ZVI) of the

temporary and permanent works. This is the Grade II* listed building, Kensal House, a

notable example of 1930s social housing. This lies north to the existing railway track on the

boundary of Route Windows W1 and W2.


The site is not situated within a Conservation Area. Two Conservation Areas however lie

within the W1 route window. These are Oxford Gardens Conservation Area, 200m to the

south; and Queens Park Conservation Area, 325 metres to the north.



The area may be divided into two character areas, reflecting their prevailing uses and built

pattern.

Ladbroke Grove Character Area

The area to the south of the railway lines is dominated by the St Quintin Estate. This area

was formerly part of the Manor of Notting Barns Farm, owned by Thomas Darby of Sunbury.

Notting Barns was inaccessible from the rest of London before construction of the railway

and only a small number of houses were built in the area.

The development of Cambridge Gardens and Oxford Gardens, to the west of Ladbroke

Grove, took place between 1869 and 1870.


702 Route Window W1

Planned estates dominate this character area, with the general layout being wide formal

streets, often tree-lined lined, with some 20th century infill development.

The St Quintin Estate contains many fine stucco and brick Victorian terraces. Several

hundred two-storey redbrick family houses were also built in terraces or pairs between 1891

and 1905 in the areas now known as Oxford Gardens, Finstock Road, Wallingford Avenue,

Balliol Road, Highlever Road, Kingsbridge Road and Kelfield Avenue. The remainder of the

area was developed between 1914-18 by Kensington Borough Council.

Whilst the buildings in this character area are generally elegant, the condition of the buildings

varies across the area. Those properties along Ladbroke Grove, for example, have not been

maintained to the standard of some of the other terraces.

There is a stark contrast between the fine elegant townhouses compared to the hustle and

bustle and clutter of Portobello Road, which has a unique and vibrant character.

A large number of streets are tree lined. These trees add an important visual element to the

street-scene, the dense canopy’s having something of a softening effect.

This is a townscape of moderate quality

Kensal Town Character Area

The parish of Kensal, though on the northern boundary of Kensington, belonged to Chelsea

and had done so since medieval times. Kensal New Town, as it became known, was not

developed until the mid-19th century when a small community grew up between the Grand

Union Canal and the railway. Employment was provided by the railway, the adjacent gas

works and the new Kensal Green Cemetery.

The area to the north of the Harrow Road became a model housing estate in the 1870’s

when the extensive Queen’s Park Estate was erected by the Artisan’s Laborer’s and General

Dwelling Company. The London Government Act of 1899 – which also created metropolitan

boroughs – divided Kensal between the new boroughs of Paddington and Kensington.

Extensive post-war development has left few remnants of the old Kensal. The area has been

extensively redeveloped since Second World War and contains many council estates.


Route Window W1 703

The character of the area is significantly more disjointed than the Ladbroke Grove Character

Area and lacks the elegance and continuity of the estates to the south of the railway. The

scale of the planned residential areas is generally more domestic, though there are some

fine examples of red brick Victorian and Edwardian terraces.

The areas fronting the railway tend to support later 20th century and post-war developments

with a large concentration of poor to moderate quality high-density social housing,

particularly where the railway passes through Ladbroke Grove, an area known as Kensal

New Town.

The land between the railway and the Grand Union Canal to the north has a very different

character to the wider area. There are post-war and late 20th century industrial, office and

residential developments on large plots, with higher densities than found elsewhere. The

townscape character is generally poor and disjointed.

Some of the canal fronting buildings are of greater townscape merit than many of those

found in the wider area, with some residential development recently built to a reasonable

standard.

This is a townscape of low quality


Although there are no significant landscape and townscape features within the site, the

Grand Union Canal is an important recreational resource located to the north.

Trellick Tower is an imposing concrete structure and notable landmark to the north of the rail

corridor. Chelsea and Kensington College is also a local landmark.


notable vegetation in the immediate vicinity of the site comprises street trees.


There are no strategic views in the vicinity of the site. Views across the site can be gained

from properties on either side of the rail corridor. Views would also be gained from

towerblocks, including Trellick Tower, Hazlewood Tower and Adair Tower.


704 Route Window W1



Ladbroke Grove, Golborne Road, Westway and Harrow Road forming the most important

links. The towpath along the southern side of the Grand Union Canal is also an important

corridor for pedestrians and cyclists.


There are no landscape planning designations in the vicinity of the site, although Meanwhile

Gardens is designated as ‘Key Open Space’.




- The relationship of the existing rail corridor to the surrounding area;


- The proximity and scale of nearby buildings and structures.

The GWML runs through this built-up area in a cutting some 4 metres below to the adjacent

roads and buildings. The Westway (A40) passes over the rail corridor on an elevated bridge

structure. In the vicinity of the rail corridor ground levels are generally level, with views of the

rail corridor from adjacent structures and road. Brick walls on either side of the rail corridor

limit views from ground floor locations. Tower blocks to the north afford restricted oblique

views of the rail corridor. Road overbridges at Ladbroke Grove and Portobello Bridge

generally have metal panels to prevent views and access to the rail corridor.

The location of in cutting generally restricts opportunities for direct views except from

sections of adjacent roads and adjacent buildings.


- To the West, along the railway corridor to the vicinity of the Canal Way area;


Route Window W1 705

- To the North, by retaining walls along the edge of the rail corridor and properties along

Canal Way, Ladbroke Grove, Manchester Drive, Appleford Road, Southam Street and

Elkstone Road;

- To the East, along the railway corridor to the vicinity of the A40 and Great Western Road

bridges;

- To the South, by retaining walls along the edge of the rail corridor and properties along

Admiral Mews, Ladbroke Grove, Wornington Road, Golborne Road, St Ervan’s Road and

Barley Shotts Business Park.

The main potential sources of views of the work sites may be summarised as follows:

- Workers at Barley Shotts Business Park, Acklam Road;

- Residents at 1-131 St Ervan’s Road;

- Residents at 44-84 St Ervan’s Road;

- Workers and residents 38-60a Golborne Road;

- Students and lecturers at Kensington and Chelsea College;

- Residents at 1-18 Edward Kennedy House, Wornington Road;

- Residents at 1-96 Peplar House, Wornington Road;

- Residents at 1-34 Thompson House, Wornington Road;

- Workers and residents Kerrington Court, Wornington Road;

- Clientelle of Public House, 335 Ladbroke Grove;

- Residents of 141-161 Admiral Mews, Barlby Road;

- Residents of 1-55 Treverton Tower, Treverton Street;

- Residents of 1-55 Raymede Tower, Treverton Street;

- Residents of 38-48 Kensal House, Canal Way;

- Residents of 49-68 Kensal House, Canal Way;

- Residents at 322-326 Ladbroke Grove;

- Residents at 1-68 Octavia House, Southern Row;

- Residents at 71-81 Southern Row;

- Residents at 1-82 Manchester Drive;

- Residents in flat 1, 4 and 8 Appleford Road;

- Residents in 1-78 Adair Tower;

- Residents in 1-78 Hazlewood Tower;

- Residents in 1-9 Southam House;


706 Route Window W1

- Workers in business units 2-16 Southam Street;

- Clientelle of ‘The Grove’ Portobello Bridge;

- Users of Southam Street;

- Users of Elkstone Road;

- Residents in 22-32 Southam House;

- Residents in 7-19 Golborne Road;

- Residents in Trellick Tower, Golborne Road;

- Residents in Edenham, Elkstone Road;

- Residents in 1-13 Edenham Way;



- Residents in 15-50 Edenham Way

2.6 Sensitivity


Ladbroke Grove does not lie within any Conservation Areas and does not contain any Listed

Buildings. Listed Buildings at Kensal House currently have open views of the existing rail

corridor activities and infrastructure.

The surrounding townscape is generally of low sensitivity to change. The rail corridor is

already a significant influence, and the area is therefore able to accommodate further railway

infrastructure within the existing area without fundamentally affecting its character.

The immediate environs of the rail corridor is dominated by mainly brick built structures and

road overbridges. The rail corridor is defined by brick walls to either side with either railings

of freestanding brick walls above. Urban fabric of this type is able to accommodate a degree

of change without detriment to its character.

The residential areas located to the south are more sensitive to change, due to their smaller

scale built pattern.


Route Window W1 707


Table W1.1: Visual Receptors (Ladbroke Grove) below identifies the key receptors which



works.

Table W1.1 :- Visual Receptors for the Ladbroke Grove Works

Receptor


Type of View

Dire

ct V

iew

Obl

ique

Vi

ew

Tem

pora

ry

Wor

k Si

tes

Perm

anen

t W

orks

Sensitivity of

Receptors

1 Workers at Barley Shotts Business Park, Acklam Road


2 Residents at 1-131 St Ervan’s Road

Upper floors High

3 Residents at 44-84 St Ervan’s Road

Upper floors High

4 Workers and residents 38-60a Golborne Road


5 Students and lecturers at Kensington and Chelsea College


6 Residents at 1-18 Edward Kennedy House, Wornington Road

Upper floors High

7 Residents at 1-96 Peplar House, Wornington Road

Upper floors High

8 Residents at 1-34 Thompson House, Wornington Road

Upper floors High

9 Workers and residents Kerrington Court, Wornington Road


10 Clientelle of Public House, 335 Ladbroke Grove


11 Residents of 141-161 Admiral Mews, Barlby Road

Upper floors High

12 Residents of 1-55 Treverton Tower, Treverton Street

Upper floors High

13 Residents of 1-55 Raymede Tower, Treverton Street

Upper floors High

14 Residents of 38-48 Kensal House, Canal Way

Upper floors High


708 Route Window W1

Receptor


Type of View

Dire

ct V

iew

Obl

ique

Vi

ew

Tem

pora

ry

Wor

k Si

tes

Perm

anen

t W

orks

Sensitivity of

Receptors

15 Residents of 49-68 Kensal House, Canal Way

Upper floors High

16 Residents at 322-326 Ladbroke Grove

Upper floors High

17 Residents at 1-68 Octavia House, Southern Row

Upper floors High

18 Residents at 71-81 Southern Row

Upper floors High

19 Residents at 1-82 Manchester Drive

Upper floors High

20 Residents in flats at 1, 4 and 8 Appleford Road;

Upper floors High

21 Residents in 1-78 Adair Tower

Upper floors High

22 Residents in 1-78 Hazlewood Tower

Upper floors High

23 Residents in 1-9 Southam House

Upper floors High

24 Workers in business units 2-16 Southam Street

Upper floors Low

25 Clientelle of ‘The Grove’ Portobello Bridge


26 Users of Southam Street Road level Moderate 27 Users of Elkstone Road Road level High 28 Residents in 22-32

Southam House Upper floors High

29 Residents in 7-19 Golborne Road

Upper floors High

30 Residents in Trellick Tower, Golborne Road

Upper floors High

31 Residents in Edenham, Elkstone Road

Upper floors High

32 Residents in 1-13 Edenham Way

Upper floors High


Upper floors High


Upper floors High

Residents in 15-50 Edenham Way

Upper floors High

Local residents will be the most sensitive group of receptors but it is mainly receptors on the

southern side of the rail corridor who will experience direct views of the track realignment

works.


Route Window W1 709

However:

- All receptors identified already have views across the existing GWML rail corridor.

The least obstructed views would be experienced by residents in flatblocks on St Ervan’s

Road and Wornington Road.


from the workplace and from nearby roads).




710 Route Window W1


3.1 Listed Buildings and their Setting There are no impacts upon listed buildings.

The setting of the Listed Building, Kensal House, will be affected by the development.

However, the existing GWML forms part of the existing setting of the structure and it is

considered that the impacts on the setting will be negligible.


The visual influence of the works will not extend into any surrounding Conservation Areas,

and is limited to properties adjacent to the rail corridor, consequently, there will be no

impacts on Conservation Areas.


There will be no features of importance affected by the works to Ladbroke Grove.

Construction features such as mobile cranes, piling rigs, excavators, telehandlers, laser

dozer, material trains and dumper will be features within the rail corridor for the duration of

construction. These features will be relatively insignificant within the existing rail corridor.

Their overall level of impact is likely to be negligible and will not result in significant impacts.

There will be no clearly visible feature of the permanent works apart from a new driver’s

walkway and centre handrail, and this will be an insignificant feature within the rail corrdior.

The overall impact on the character of the townscape is considered to be no change, and the

effect is not significant.

3.4 Visual impacts

The Visual Appraisal Plan for Ladbroke Grove Works Drawing No. 1E0316-WIE00-E00-F-





Route Window W1 711




improvement.



(Ladbroke Grove).

Table W1.2 :- Potential Temporary Impacts on Receptors (Ladbroke Grove)

Receptor


Sensitivity of

Receptors


Significance

1 Workers at Barley Shotts Business Park, Acklam Road Moderate Low NSIG

2 Residents at 1-131 St Ervan’s Road High Low NSIG

3 Resident of 44-84 St Ervan’s Road Moderate Low NSIG

4 Workers and residents 38-60a Golborne Road Moderate Low NSIG


Moderate Low NSIG


High Low NSIG

7 Residents at 1-96 Peplar House, Wornington Road High Low NSIG

8 Residents at 1-34 Thompson House, Wornington Road High Low NSIG


Moderate Low NSIG

10 Clientelle of Public House, 335 Ladbroke Grove Moderate Low NSIG

11 Residents of 141-161 Admiral Mews, Barlby Road High Low NSIG

12 Residents of 1-55 Treverton Tower, Treverton Street; High Negligible NSIG

13 Residents of 1-55 Raymede Tower, Treverton Street High Negligible NSIG

14 Residents of 38-48 Kensal House, Canal Way High Low NSIG

15 Residents of 49-68 Kensal House, Canal Way High Low NSIG


712 Route Window W1

Receptor


Sensitivity of

Receptors


Significance

16 Residents at 322-326 Ladbroke Grove High Low NSIG

17 Residents at 1-68 Octavia House, Southern Row High Low NSIG

18 Residents at 71-81 Southern Row High Low NSIG

19 Residents at 1-82 Manchester Drive High Low NSIG

20 Residents in flats at 1, 4 and 8 Appleford Road; High Low NSIG

21 Residents in 1-78 Adair Tower High Negligible NSIG

22 Residents in 1-78 Hazlewood Tower High Negligible NSIG

23 Residents in 1-9 Southam House High Low NSIG

24 Workers in business units 2-16 Southam Street Low Low NSIG

25 Clientelle of ‘The Grove’ Portobello Bridge Moderate Low NSIG

26 Users of Southam Street Moderate Low NSIG 27 Users of Elkstone Road High Low NSIG

28 Residents in 22-32 Southam House High Low NSIG

29 Residents in 7-19 Golborne Road High Low NSIG

30 Residents in Trellick Tower, Golborne Road High Negligible NSIG

31 Residents in Edenham, Elkstone Road High Low NSIG

32 Residents in 1-13 Edenham Way High Low NSIG






(Ladbroke Grove).


Route Window W1 713

Table W1.3 :- Potential Permanent Impacts on Receptors (Ladbroke Grove Works)


Sensitivity of

Receptors


Significance

1 Workers at Barley Shotts Business Park, Acklam Road Moderate Negligible NSIG

2 Residents at 1-131 St Ervan’s Road High Negligible NSIG

3 Resident of 44-84 St Ervan’s Road Moderate Low NSIG

4 Workers and residents 38-60a Golborne Road Moderate Negligible NSIG





7 Residents at 1-96 Peplar House, Wornington Road High Negligible NSIG

8 Residents at 1-34 Thompson House, Wornington Road High Negligible NSIG



10 Clientelle of Public House, 335 Ladbroke Grove Moderate Negligible NSIG

11 Residents of 141-161 Admiral Mews, Barlby Road High Negligible NSIG

12 Residents of 1-55 Treverton Tower, Treverton Street; High Negligible NSIG

13 Residents of 1-55 Raymede Tower, Treverton Street High Negligible NSIG

14 Residents of 38-48 Kensal House, Canal Way High Negligible NSIG

15 Residents of 49-68 Kensal House, Canal Way High Negligible NSIG

16 Residents at 322-326 Ladbroke Grove High Negligible NSIG

17 Residents at 1-68 Octavia House, Southern Row High Negligible NSIG

18 Residents at 71-81 Southern Row High Negligible NSIG

19 Residents at 1-82 Manchester Drive High Negligible NSIG

20 Residents in flatblocks 1, 4 and 8 Appleford Road; High Negligible NSIG

21 Residents in 1-78 Adair Tower High Negligible NSIG

22 Residents in 1-78 Hazlewood Tower High Negligible NSIG


714 Route Window W1


Sensitivity of

Receptors


Significance

23 Residents in 1-9 Southam House High Negligible NSIG

24 Workers in business units 2-16 Southam Street Low Negligible NSIG

25 Clientelle of ‘The Grove’ Portobello Bridge Moderate Negligible NSIG

26 Users of Southam Street Moderate Negligible NSIG 27 Users of Elkstone Road High Negligible NSIG

28 Residents in 22-32 Southam House High Negligible NSIG

29 Residents in 7-19 Golborne Road High Negligible NSIG

30 Residents in Trellick Tower, Golborne Road High Negligible NSIG

31 Residents in Edenham, Elkstone Road High Negligible NSIG

32 Residents in 1-13 Edenham Way High Negligible NSIG





Route Window W1 715

4. Summary

Ladbroke Grove covers an 850 metre stretch of the existing GWML, roughly between

Ladbroke Grove overbridge to the north-west and Barley Shotts Business Park to the south-

east. The site lies within an intensively used rail corridor adjacent to residential areas and

commercial estates to both sides. It lies within the London Borough of Kensington and

Chelsea. The works area covers much of the stretch with extensive track realignment works.

The railway corridor is relatively narrow at this location. Locally, residential areas dominate

both sides of the GWML.


There are no direct impacts on listed buildings in this route window.


Kensal House, a Grade II listed building, lies adjacent to the rail corridor and will be affected

by the works. However, the magnitude of change is considered to be negligible because of

the existing relationship between the buildings and GWML.


No Conservation Areas lie within the ZVI for the works.

4.4 Townscape

Residential areas to the north are of low townscape quality, whilst to the south they are of

moderate townscape quality.

The area is generally of low sensitivity to change. This reflects the existing role of railway

infrastructure, together with the prevalence of large-scale buildings. The residential areas

are of greatest sensitivity, due to their smaller-scale urban fabric.

The main sources of permanent impact will be the new track alignment, overhead

electrification gantries and drivers walkway with handrail. There will be no increase in

prominence of railway infrastructure, and the existing character of the rail corridor and

surrounding areas will remain unchanged.


716 Route Window W1



scheme.

The magnitude of change is considered to be negligible, and will not give rise to any


4.5 Visual Impacts

Built fabric and the railway cutting are the main influences on visibility. The scale and density

of buildings dictate the majority of views outside the railway corridor. Buildings along either

side of the rail corridor prevent further views. The overbridge at Great Western Road,

Westway and Ladbroke Grove are the main limit to views along the railway corridor.

The most sensitive receptors comprise occupants of residential properties at Wornington

Road, St Ervan’s Road, Manchester Drive, Southam Street, Canal Way and Elkstone Road.

From these locations, however, existing views include the existing GWML.

The least obstructed views will be gained by residents at St Ervan’s Road, Wornington Road,

Admirals Mews, Manchester Drive and Elkstone Road.

The degree of impact is considered to be low to negligible for all surrounding receptors. This

is because the nature of the works is largely track realignment and a relatively minor feature.

For those receptors that do gain a view the works will be in the context of a heavily used rail

corridor.


Route Window W1 717

5. Summary Tables

There are no impacts on listed buildings, the setting of listed buildings or conservation areas

in this route window, hence these are not included within the summary tables.


W1.4 – Summary Table of Temporary Impacts and Table W1.5 – Summary Table of



718 Route Window W1

Tabl

e W

1.5:

Sum

mar

y Ta

ble

of T

empo

rary

Impa

cts

(Rou

te W

indo

w W

1)

Rou

te W

indo

w W

1– T

empo

rary

Impa

cts

Res

idua

l Im

pact

W

orks

and

pot

entia

l im

pact

Si

gnifi

canc

e M

itiga

tion

Des

crip

tion

Sign

ifica

nce

Impa

ct o

n ch

arac

ter a

reas

O

vera

ll ch

arac

ter o

f rai

lway

cor

ridor

and

sur

roun

ding

ar

ea w

ould

not

be

affe

cted

. N

ot S

igni

fican

t N

one

prop

osed

N

eglig

ible

N

ot S

igni

fican

t

Impa

ct o

n vi

sual

am

enity

of r

ecep

tors

V

isua

l am

enity

will

exp

erie

nce

a lo

w o

r neg

ligib

le d

egre

e of

cha

nge

Not

Sig

nific

ant

Non

e pr

opos

ed

Neg

ligib

le

Not

Sig

nific

ant

Tabl

e W

1.6:

Sum

mar

y Ta

ble

of P

erm

anen

t Im

pact

s (R

oute

Win

dow

W1)

Rou

te W

indo

w W

1 –

Perm

anen

t Im

pact

s R

esid

ual I

mpa

ct

Wor

ks a

nd p

oten

tial i

mpa

ct

Sign

ifica

nce

Miti

gatio

n D

escr

iptio

n Si

gnifi

canc

e Im

pact

on

char

acte

r are

as

No

incr

ease

in v

isua

l inf

luen

ce o

f rai

lway

in

frast

ruct

ure,

and

fund

amen

tal c

hara

cter

of

surr

ound

ing

area

will

be

unaf

fect

ed.

Not

Sig

nific

ant

Non

e pr

opos

ed

Rol

e of

rail

corr

idor

rem

ains

fu

ndam

enta

lly u

ncha

nged

. N

ot S

igni

fican

t

Impa

ct o

n vi

sual

am

enity

of r

ecep

tors

N

eglig

ible

impa

ct o

n vi

sual

am

enity

N

ot S

igni

fican

t N

one

prop

osed

C

hara

cter

of v

iew

s, th

eref

ore

leve

l of a

men

ity, r

emai

ns

larg

ely

unch

ange

d.

Not

Sig

nific

ant


Route Window W1 719

6. Assumptions

In assessing the scheme proposals the following assumptions have been taken into account:

- Assumed that the work includes track realignment works, signalling and provision of a

reversing facility.

- Assumed that there are no temporary compounds beyond rail corridor



was in leaf. However when considering the landscape and visual impacts of the scheme,

an assessment of the potential winter situation has been estimated/taken in account and

ZVIs mapped on this basis.


720 Route Window W1

7. References




Route Windows H1 to H5 721

Route Windows H1 to H5 Heathrow Express Tunnel (North)

to Heathrow Terminal Five


Route Windows H1 to H5 723

Route Windows H1 to H5 Heathrow Express Tunnel (North) to Heathrow Terminal Five

No Crossrail works will take place in the five route windows:

- H1: Heathrow Express Tunnel (North);

- H2: Heathrow Express Tunnel (South);

- H3: Heathrow Terminals One, Two and Three;

- H4: Heathrow Terminal Four; and

- H5: Heathrow Terminal Five.

There will therefore be no impacts related to construction activity, nor any

permanent impacts related to issues of land take or physical change. There will be no

significant impacts, either temporary or permanent on built heritage, landscape/townscape or

visual amenity.


724 Route Windows H1 to H5

crossrail assessment of impacts on heritage and...

Documents