Chiltern Railways new route Oxford - Bicester: Your questions answered

For ease of use questions are now presented under topic headings. Please click on a topic heading to see the list of questions under each heading. Further details on all questions can be found in the Environmental Statement.

  1. Introduction to Chiltern Railways and the Evergreen 3 Project
  2. The Planning and Approval process
  3. Construction and Operation
  4. Stations
  5. Road and Foot Crossings
  6. Noise and Vibration
  7. Land Use
  8. Archaeology
  9. Traffic
  10. What does this mean for me?

 

INTRODUCTION TO CHILTERN RAILWAYS AND THE EVERGREEN 3 PROJECT


What is Chiltern Railways?
Chiltern Railways is a company that has operated the London Marylebone-Bicester North-Banbury-Birmingham Moor Street and London Marylebone - Aylesbury routes following rail privatisation. Since 1996, Chiltern Railways has invested heavily in new trains, extra tracks and new stations, and is consistently one of the top train operators for punctuality and passenger satisfaction. Chiltern Railways is now owned by Deutsche Bahn AG - Germany's highly acclaimed national railway. Further information on Chiltern Railways can be found on the main website here.

Why is the project called "Evergreen 3"?
Project "Evergreen 1" re-instated double track on the Chiltern main line in 2002; "Evergreen 2" was a project which improved line capacity between London and Bicester, including extra platforms at Marylebone Station, in 2006. "Evergreen 3" is Chiltern's third major project. The "Evergreen" name was chosen because the company is making long-term investments for the future, and because travel by rail is environmentally friendly.

What is proposed?
Chiltern Railways plans to add Oxford to its list of destinations from London Marylebone. In order to achieve this, a new link is proposed at Bicester to connect the London Marylebone to Birmingham Moor Street line with the existing route between Oxford and Bicester Town which will be upgraded.

What stations will be provided?
There will be four stations along the route; Bicester Town, Islip and Oxford stations will be upgraded to accommodate new trains and a new station will be built at Water Eaton Parkway.

Bicester Town station will be completely rebuilt, with a booking office, coffee shop and parking for cars, taxis and bikes. There will be two platforms, with access from London Road to both sides of the line. The area around the station will be greatly improved, to make it a fitting gateway for the town. A direct pedestrian link will be provided to the Bicester Village outlet shopping centre.

Islip station will be substantially refurbished and the existing platform lengthened to permit longer trains to call. New passenger facilities including a more attractive waiting shelter, ticket vending machines and improved paving. The station will remain as a facility for the local community, and will not be promoted as a railhead for the wider area. When the East West Rail scheme goes ahead, a second platform will be provided.

Oxford station will be enlarged by the construction of 2 new platforms on the site of the former parcels depot (on the east side of the station, adjacent to the present platform 3). These will be integrated into the existing station.

The new Water Eaton Parkway station will be built adjacent to the existing bus park and ride site and east of the A4165 Banbury Road. It will have a staffed booking office, a coffee shop and a full range of facilities, including secure car and cycle parking. There will be easy interchange with buses to Kidlington, the City Centre and the Radcliffe Hospital.

All the stations will have step free access between the platforms and the public highway, so there will be no hindrance for passengers with wheelchairs, buggies or heavy luggage.

How will the project be funded?
Phase 1 of the work will be funded by Chiltern Railways, as part of their franchise commitment. No additional public funding will be required. Powers are also being sought for further works in Phase 2 which will be promoted by the East West Rail consortium, using public funding from a variety of sources.

Are Chiltern Railways' plans connected with any development projects, such as the North Oxford Gateway or the North West Bicester eco-town?
No. Chiltern Railways is not connected with any property interests, and earnings from the new train service will not be dependent on these developments taking place.

What benefits will the new rail service bring?
Just as Cambridge has had two routes to London for many years, so will Oxford. This will be especially important whilst Reading station is being remodelled and the London CrossRail project is built; the line to Marylebone will not be disrupted by this work. Oxford will also gain a rail link to High Wycombe, for the first time in over 40 years, and connections to Wembley Stadium.

Passengers from north and east Oxford, Kidlington and Yarnton will have easy access to a mainline rail service at Water Eaton Parkway, without having to drive through the historic city centre to reach the existing station. Commuters from Bicester to Oxford will have a fast and frequent rail alternative to the crowded A34, whilst Bicester Village shopping centre will have a direct rail service from the capital, taking many cars off the M40.

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2. THE PLANNING AND APPROVAL PROCESS


You recently announced agreement with the Department for Transport on the Evergreen 3 project. Doesn't this mean the Oxford line is now authorised?
No. The Evergreen 3 project consists of two parts - upgrading the existing Chiltern Mainline between London Marylebone and Birmingham Moor Street, and building the Oxford line. The agreement with the Department for Transport, Network Rail and our contractors allows the work on the Chiltern Mainline to go ahead and sets the framework for the Oxford line scheme, but this can only go ahead if and when a Transport & Works Act Order is granted.

What approvals are needed for the project to go ahead?
The work on the Oxford Line can only go ahead if the Secretary of State for Transport makes an Order under the Transport and Works Act. It is likely that the Secretary of State will convene a Public Inquiry to examine the proposals, which will be chaired by an independent Inspector. The Inspector will then make recommendations to the Secretary of State. The application can be approved as submitted, or with amendments which may be recommended by the Inspector, or refused.

When was the TWA application submitted?
The TWA application was submitted on the 6th January 2010.

What is included in the TWA Application?
The TWA application is made up of a suite of 20 documents including a Statement of Aims for the scheme, plans for the proposed work and the Environmental Statement for the project. Full copies of the TWA application and an ‘Introduction to the TWA' can be found elsewhere on this site.

Can I make comments on and / or objections to issues included in the TWA Application and if so how?
You will be able to make representations during a seven week objection period, which commenced when the application was submitted. Further details on how to do so can be found in the ‘Introduction to the Application' booklet which can be viewed on this site. It is recommended that you also see the information about the process on the Department for Transport (DfT) website at http://www.dft.gov.uk/pgr/twa/ . This includes guides and the formal Rules that must be followed.

Chiltern Railways will then try to resolve any objections. However, if this is not possible, objections will then go forward to be heard at a public inquiry. This will be before an independent Inspector, who reports to the Secretary of State for Transport, who will make the final decision about whether the Order should be granted, amended or refused.

All objections must be submitted to the Department for Transport by the 17th February 2010. The address is:

The Secretary of State for Transport
c/o The Transport and Works Act Orders Unit
Department for Transport
Zone 1/31 Great Minster House
76 Marsham Street
London SW1P 4DR

Email - transportandworksact@dft.gsi.gov.uk

Will a Public Inquiry definitely happen and if so when?
Any Statutory Objector can call for a Public Inquiry to be held. The need for a Public Inquiry or a Public Hearing is determined by the Secretary of State within 28 days of the end of the objection period (although this period can be extended). The Secretary of State could make a decision without an Inquiry or Hearing if there are no objections. If objections are made, there is usually a public inquiry. Chiltern Railways expects that the Secretary of State will call a public inquiry and this is likely to commence in the late summer of 2010.

Can I speak at the Public Inquiry?
Anyone who submits an objection to the TWA application during the objection period is entitled to present evidence. Anyone else can do so with the Inspector's permission. It is normal practice for Inspectors to allow anyone to speak who has something relevant to say.

How can I officially register my support for the scheme?
You can register your support for the scheme in the same way that you submit representations and objections by writing to the Department for Transport (at the above address) by 17th February 2010.

Where can I find out more information about the TWA process and Public Inquiry?
The ‘Introduction to the Application' booklet covers the main points of the TWA process. Further information can be found at the Department for Transport website: www.dft.gov.uk/pgr/twa/guidance/

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3. CONSTRUCTION AND OPERATION

 

If you get permission for the scheme, when will construction commence and how long will it last?
If Chiltern Railways is granted the necessary permissions to go ahead with the scheme, construction is likely to commence in the summer of 2011 (although the exact timing will depend when permissions are granted). The construction programme for the Phase 1 works along the whole of the proposed route is planned to take around 12 to 15 months.

The time taken at any given location will, however, be very much less and much of the work will consist of tasks which are relatively unobtrusive such as moving cables or fitting out station buildings. For the major tasks such as track renewals, Chiltern Railways will take "full possession" of the line - i.e. the existing train services will be suspended, allowing work during the daytime, thereby completing the work as quickly as possible.

It is appreciated that civil engineering work can be disruptive if carried out at night. This is also expensive, so there is every incentive to carry out as much work as possible during the daytime. It is anticipated that normal construction hours will be from 07.00 to 19.00 Monday to Friday and from 08.00 to 13.00 on Saturdays. However, there will be isolated occasions when work outside these hours will be necessary at a limited number of locations. Further information on this issue can be found in the Code of Construction Practice within the Environmental Statement submitted with the application. A full copy of this can be found on this website.


When will services commence?
Services between London Marylebone and Oxford are planned to commence by May 2013.

What train services will operate?
It is currently expected that trains will run every half an hour between London Marylebone and Oxford. Projected journey times are:-

  • Marylebone-Water Eaton Parkway 58 minutes;
  • Marylebone-Oxford 66 minutes;
  • Bicester Town-Oxford 14 minutes; and
  • Oxford-High Wycombe 38minutes.

 

All trains will call at Bicester Town, Water Eaton Parkway and Oxford. Some will also call at Islip. Most trains will stop en-route at High Wycombe, with easy connections to Wembley Stadium and other Chiltern stations. The exact timetable will be developed nearer the time for the line to open if permission is received.

What are the planned earliest and latest times for trains?
The full detail of the proposed train service is still being developed. We anticipate that hours of service will be broadly similar to those on Chiltern Railways' existing routes (i.e. approximately 05:30 to 00:30). It is expected that the first train will leave Oxford Station at approximately 6am and the last train will leave at around 11pm. The first train to arrive in Oxford will be around 6:30 and the last train to arrive back in Oxford will be around Midnight. Final train timetables have not yet been determined but trains are likely to run in each direction at 30 minute intervals between about 06:00 and 21:00 Monday to Friday with a reduced service at other times. Trains will run at weekends but the service may vary from that provided during the rest of the week.

There may be occasions when it is necessary for a very limited number of trains to run outside of normal operating hours, for example to facilitate maintenance of the railway , but as the rebuilt railway will be "as new", the need for night-time maintenance work in future will be greatly reduced.

At what speed will trains run?
Passenger trains will run between 40 and 100mph along the route while freight trains will be run at between 25 and 60mph. The exact speed at which trains will run at any particular location depends on a number of factors, including physical features of the railway at that point (e.g. proximity to junctions and stations) and the performance characteristics of the trains.

Which sections of the Oxford Line will be double tracked in Phase 1?

The line will be double tracked at the following locations:

  • The new chord line at Bicester, from a point on the London Marylebone - Birmingham Moor Street line just north of the bridge which runs over the Bicester ring road, to a point on the Oxford - Bicester - Bletchley railway just east of Tubbs Lane crossing.
  • From Tubbs Lane crossing to a point just west of Bicester Town station
  • From a point just east of the River Cherwell viaduct at Islip, through Water Eaton Parkway station to a point to the west of the A4165 bridge.
  • From a point between Wolvercot Tunnel and the Oxford Canal, and Oxford North Junction.
  • In addition there will be a loop at Langford Lane (to the south west of Bicester) to give access to the existing MoD freight sidings.

 

All the single line sections will be laid out so that double track can be installed later with the minimum of disruption, if and when needed. By agreement with the Department for Transport, Chiltern Railways will undertake additional works to facilitate the installation of a second track at a later date. These works will include the lowering of the track level within and on the approaches to Wolvercot tunnel as part of the Phase 1 works. This will greatly reduce the cost to the taxpayer if double track through the tunnel is needed in future for the East-West Rail project.

Will the line be electrified?
The Chiltern line will not be electrified, although all new structures such as bridges will be built to provide clearance for any future electrification. This is standard railway practice.

The Department for Transport has recently announced that the Great Western Main Line between London and Oxford will be electrified by 2017. However, this is an entirely separate project and does not affect the Chiltern scheme in any way.

Will more freight trains be running on the line?
Currently up to 5 freight trains a day, each way, use the existing line between Oxford and Bicester, thereby reducing the number of lorries on Oxfordshire's roads. These freight train movements will continue. Chiltern Railways does not operate freight trains and the Chiltern scheme will not increase the number of freight trains on the line. There will be no freight trains on the new Chiltern line between Oxford North Junction (to the south of Stone Meadow Road) and Oxford Station. This section will only be for passenger services.

However, if the separate East West Rail project proceeds in the future, there may be additional freight trains on the line. Any such increase is dependant on decisions yet to be made by the East-West Rail consortium and the Department for Transport. Any additional freight trains on the Bicester line are likely to be hauling shipping containers rather than heavy bulk loads, and to be existing services diverted off the Banbury line. It is unlikely that there will be extra freight trains between Oxford and Oxford North Junction as a result of the scheme on either the existing or new lines.

What will be the impact on other train services?
Chiltern services between London Marylebone, Bicester North and Birmingham Moor Street will not be directly affected, so in total Bicester will have 4 or 5 trains an hour to London. A separate package of works, which will be completed by May 2011, will reduce journey times on the existing line through Bicester North (see www.chilternrailways.co.uk/chilternmainline for further details).The existing First Great Western shuttle service between Bicester Town and Oxford will be replaced by the new service, which will give much greater frequency and faster journey times. The First Great Western service from Oxford to Paddington will not be affected.

How safe will it be?
Britain's railways are one of the safest transport systems in the world. The railway will be equipped with new signalling and safety systems that meet the latest standards and trains will be fitted with the Automatic Train Protection system that is already used on the Chiltern Mainline.

The fencing along the route will be checked and, where necessary, renewed. In built-up areas, the existing post and wire fencing will be replaced with high quality palisade fencing (in order to minimise trespass on the line). This fencing can be painted to make it more visually appealing in sensitive locations such as residential areas. We are also working with the British Transport Police and other emergency services, to maximise safety and security along the line. Trespassing on the railway is both illegal and dangerous. Prior to the start of our new service we will also be instigating school visits to explain the dangers of trespassing on the railway. These visits will be undertaken by train drivers with expertise in community liaison.

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4. STATIONS


Is there enough parking at Bicester Town Station to cope with the railway and Bicester Village?
A new station car park will be built at Bicester Town. This will not only have capacity for passengers travelling to Oxford, but also for those London bound passengers who wish to use Bicester Town station rather than drive to Bicester North. This will reduce car journeys across Bicester, and release parking space at Bicester North for passengers living to the north and east of the town.

Bicester Town station will also have a new taxi rank, motorcycle and cycle parking.

Bicester Village has already been granted planning permission for an extension to their own car park, so there will be new capacity for both shoppers and rail passengers. Additional parking by decking over part of the ground level parking area will be provided as demand requires.

Will there be sufficient car parking, bike parking and security at Water Eaton Parkway?
A new car park will be provided with the new station, with adequate capacity for the expected number of passengers arriving by car, taking into account likely future growth. This will be additional to the existing bus park-and-ride car park, so bus and train users will not be competing for parking space.

We expect that many passengers will cycle to and from the new station and we will therefore provide a large secure bike parking area. Additional parking by decking over areas of the ground level car parking area could be provided as demand requires, although this is not likely to occur for a number of years.

There will be a staff presence at the station and car and cycle parks will also be equipped with CCTV.

Will access to Bicester Town station be improved from London Road?
Yes. The Station Approach road on the northern side of the line will be widened, made straighter and the junction of London Road/Station Approach improved. A new access route to the station and a new pick-up/drop-off point will also be provided on the south side of the level crossing, so that passengers from the south side of Bicester will not need to go over the level crossing to get to the trains.

The London Road level crossing will also upgraded to improve safety and to minimise the time that the barriers are down for each train. In particular, the signalling arrangements will allow a London-bound train to stand in the platform at Bicester Town whilst the barriers are up, thus avoiding unnecessary road closure.

What amenities will be provided at Bicester Town Station?
Bicester Town station will be entirely rebuilt. The new station will have a ticket office, coffee shop, and toilets for passengers. There will be two platforms at the rebuilt station, which will be linked by a footbridge. Lifts will be provided for those passengers that are unable to use the stairs. The station will also be equipped with a CCTV security system and passenger help points. There will be access to the station from London Road on both sides of the level crossing, including pick-up and drop-off points for people coming by car. The road layout on Station Approach will be improved and secure car parking and cycle parking will be provided.

Will the new Bicester Town station be staffed full-time?
The station will be staffed. The precise hours of staffing will be determined in due course.

Will it be easy to connect with bus services at Water Eaton Parkway?
A major reason for providing a new station on this site is because of its excellent bus links to surrounding areas and the easy interchange between buses and trains that will be facilitated. There will be a pedestrian promenade between the station ticket office and the bus park-and-ride terminus, from where fast buses run to the north Oxford, the City Centre and the John Radcliffe Hospital. There will also be direct pedestrian access to the A4165, for frequent buses to Kidlington and the surrounding villages. The existing bus stops on the A4165 will be re-sited to be more convenient for the station entrance.

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5. ROAD AND FOOT CROSSINGS


What is happening at Tubbs Lane Crossing?
A new footbridge will be provided that will be compliant with the requirements of the Disability Discrimination Act. This will allow for pushchair access as well as wheelchair use. The bridge will ensure residents are able to access amenities on both side of rail line. Building the bridge will require some limited land take, none of which is residential property.

What is happening at Islip Crossing?
A new footbridge will be provided that is Disability Discrimination Act compliant and will allow for pedestrians, horses and riders to cross. It will be sited where the line is in a slight cutting, to minimise the amount of ramping needed. The approach ramps will run parallel to the line back to Mill Lane. The bridge will require some limited land take, none of which is residential property.

What does "Disability Discrimination Act compliant" mean?
The bridge will have ramps rather than steps, normally no steeper than 1 in 12 and, where practicable, no steeper than 1 in 20.

What is happening at Aristotle Lane Crossing?
We are proposing to close the existing crossing as we are installing an additional track adjacent to the crossing site, which will prevent access to the crossing. The existing Aristotle Lane footbridge provides an alternative route across the railway (including the new Chiltern Railways track) at this location. We have proposed a new access ramp leading from the footbridge into the allotments. We are in discussion with allotment holders to determine if this ramp is wanted.

Local residents will benefit from trains no longer having to sound their horns for the crossing - as this includes trains on the main lines to Banbury and Worcester, the reduction in noise nuisance from horns will be considerable.

What is happening at Langford Lane Crossing and how will this affect the Scheduled Monument which covers the Roman town of Alchester?
The level crossing at Langford Lane is to be closed and a new public highway and bridge will be provided to the south of the existing level crossing. The new highway layout has been designed specifically to avoid the Alchester Scheduled Ancient Monument (SAM) site which covers a large area around the site of the crossing and therefore minimises any adverse impacts to the SAM itself. The new public highway will not cross the designated SAM. Two small turning heads are to be provided adjacent to the closed crossing and a Scheduled Monument Consent application is to be submitted for these.

What changes are proposed to other public footpaths and bridleways?
Details of all of the proposed changes to footpaths and bridleways are shown in Annex G of the Public Rights of Way Report which can be downloaded from:
http://www.chiltern-evergreen3.co.uk/uploads/12%20-%20Public%20Rights%20of%20Way%20Report.pdf

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6. NOISE AND VIBRATION


What will the scheme proposals mean for noise along the route?
There will be some noise increases along the route as a result of the improved train services. The main affect will be to houses very near the line. Only 6 locations are likely to qualify for statutory noise insulation, but we have also committed to undertaking noise mitigation measures at other locations where the impact is lower. There will also be some reduction in noise as a result of a reduction in horn use due to the reduction in the number of level crossings.

What measures will be taken to mitigate noise?
Given that potential noise impacts are predicted, effective noise performance measures will be applied, which, in general, will exceed statutory requirements.

Noise will be minimised at source by ensuring a high standard of maintenance during the operating life of the railway to avoid noise levels increasing unnecessarily due to wear and tear of the wheel and rail surfaces. The track will therefore be maintained by Network Rail to standards that are compatible with an upgraded railway.

Where further measures are required in addition to those that are inherent in the Scheme's design and operation procedures, a range of mitigations may be appropriate including the following:

  • rail dampers;
  • reflective barriers;
  • absorbent barriers;
  • double glazing; and/or
  • full noise insulation.

 

During detailed design the first option will be to mitigate noise using infrastructure based mitigation, such as rail dampers, which has the advantage of providing noise control at source. Following this the introduction of noise barriers will be considered. Double glazing is likely to be required under statutory requirements at approximately 6 locations. The Environmental Statement shows an example noise mitigation scheme, which is based on barriers and is intended to give an example of the level of mitigation that will be achieved. The most appropriate form of mitigation will be determined during the detailed design stage.

What happens next in terms of determining noise mitigation at sites where a significant noise impact is predicted?
Measures will be determined in the detailed design stage of the process once the Transport and Works Act Order Application has been approved. The Environmental Statement sets out the strategy for the mitigation of noise, however, the most appropriate form of mitigation at particular locations will be determined during the detailed design stage, in consultation with local residents, Network Rail and other stakeholders.

Will the project lead to subsidence or damage to property as a result of train vibration?
The level of vibration from trains is considered to be too small to result in any such impacts. Modern trains have sophisticated suspension, couplings and brakes and thus create far less noise and vibration than the old-fashioned railway vehicles that were used 20 or 30 years ago. The likely levels of vibration and when mitigation measures will be considered are discussed in the Environmental Statement.

What type of trains will be run?
The Chiltern services will be operated by modern Turbostar diesel trains, of the same type as used on Chiltern's London-Birmingham route. Most trains will be 3 or 4 vehicles long. Some peak hour trains may be longer. Turbostar trains are relatively lightweight and will run at lower speeds than inter-city trains for most of the route, therefore lower noise and vibration levels are likely compared, for example, with High Speed Trains. Turbostar trains are also powered by a diesel power unit under the vehicle, and it is easier to mitigate noise from this level than with High Speed Trains where the power units are located above the floor. It is likely that any East-West Rail passenger services would also use similar Turbostar trains.

Why did British Rail remove the second track through Wolvercote?
The Oxford-Bicester line was originally built with double track throughout. In the early 1970s British Rail equipped the Oxford area with new colour-light signals, and in order to minimise capital costs simplified the track layout as much as possible. Since the end of passenger services in 1967, the line to Bicester had been used by only a few, slow, freight trains each day; double track was no longer really needed and maintenance had been reduced to a minimum. The decision was therefore taken to reduce the line to single track. This would lower the cost of the re-signalling, further reduce maintenance costs and of course raise cash by selling the redundant rail for scrap. The second track was therefore removed in 1973. As one track was in much poorer condition than the other, this was the one that was removed. At the time the freight trains used old-fashioned, short-wheelbase wagons with crude suspension, which rode badly on the old track with its rail joints every 60 feet, and frequent dips at wet spots. The effect of removing the worst-quality track was therefore a reduction in perceived vibration. However this was not the reason for singling the line - that was pure economics.

The Evergreen project will completely rebuild the line, with modern components, proper drainage, deep ballast, and long-welded rail. Also, the old-fashioned wagons have long gone to the scrapyard, and modern trains have much more sophisticated suspension - in particular Chiltern's passenger trains all have air suspension, which cuts vibration to a minimum. The new railway will therefore be a very much better neighbour than the one which ran in the 1970s.

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7. LAND USE


Will the proposals require trees along the rail corridor to be cut down?
Unfortunately, some trees will need to be removed to allow for construction works, however, Chiltern Railways is committed to keeping as many trees as is feasible in order to maximise privacy for line side owners and promote wildlife in the area while, at the same time, not compromising health and safety requirements. Replacement planting will be introduced where appropriate.

What impact will the scheme have on SACs and SSSIs in the area?
The construction of the Scheme will affect one site of European and national importance; Oxford Meadows SAC and component SSSI (Port Meadow with Wolvercote Common & Green SSSI). There will be direct impacts on this site as a result of the construction of a bridge ramp at Aristotle Lane. The bridge ramp is proposed to be located on an existing track and margins of the designated site. Vehicle access for the construction of the ramp will include the use of existing hard standing where possible. Where this is not possible a temporary geotextile mesh will be placed on the grassland, which surrounds the proposed ramp, to minimise damage to Oxford Meadow SAC and the component SSSI (Port Meadow with Wolvercote Common & Green SSSI).

Given that the area affected will amount to less than 1% of the total area of the SAC and SSSI the effects are considered to be de minimis and the impact on the SAC and SSSI, following implementation of the proposed mitigation will not be significant, and the integrity of the SAC and SSSI will not affected.

The operational phase of the Scheme has the potential to give rise to increased air pollution through exhaust emissions from the increased frequency of trains and associated exhaust emissions. Air pollutants include nitrogen oxides (NOx) and deposited nitrogen.

While "critical loads" are not exceeded the potential effect on Oxford Meadows SAC from increased airborne and deposited nitrogen is considered in the Environmental Statement, in particular the potential for nutrient enrichment and an increase in unfavourable plant species on the site.

It has been agreed with Natural England that this should take the form of a monitoring regime, including soil and vegetation sampling, which will be devised for those parts of the site agreed with Natural England to be at risk. Should the monitoring detect any changes in vegetation cover/ composition on Oxford Meadows SAC, attributable to the Scheme, which if left unmanaged could result in an effect on the site integrity appropriate measures will be devised (eg control / removal of unfavourable plant species from the designated site). The details of this arrangement will be agreed with Natural England and covered by a planning condition. This approach will avoid adverse effects on the integrity of the Oxford Meadows SAC.

Train emissions are also likely to affect the Wendlebury Meads and Mansmoor
Closes SSSI and the Hook Meadows and Trap Grounds SSSI during the operational phase. A similar precautionary approach will be applied to these sites, based on regular monitoring and sampling, followed with appropriate mitigation, if necessary. This approach is supported by NE and details will be agreed with NE. This approach will avoid any significant impacts on the SSSIs.

Will there be any adverse impacts to wildlife in the area?

  • There will be no significant adverse impacts to birds as work will be carried out outside the bird nesting season, where appropriate.
  • Bats that roost in Wolvercot tunnel are likely to be affected and further research is being done on this to confirm the best design for mitigation.
  • Existing badger setts along the railway will be retained where possible. Where this is not possible replacement setts will be provided.
  • There will no impacts on otters and any reptiles will be translocated to another site.

 

Will the scheme affect the Green Belt?
Part of the scheme will be in the Green Belt including track dualling, bridges and both Islip and Water Eaton Parkway stations. However, the scheme is considered to be appropriate development in the Green Belt as it preserves the openness of the Green Belt and does not conflict with its overall purpose. Furthermore, Water Eaton Parkway will be constructed on a previously developed site, the former grain silos.

Will the scheme impact the Lake at Lakeside in North Oxford?
There will be no impacts to the Lake at Lakeside in North Oxford as the local hydrology was taken into account during scheme design.

What will the landscape and visual impacts of the train lines and stations be and how will this be mitigated?
Landscape and visual impacts will be limited to station improvement works and rail bridge crossings but these are predicted to be minor and will be mitigated through native species planting. The new stations are expected to improve the urban fabric in their immediate vicinity, including the removal of derelict structures, such as the former grain silos at Water Eaton.

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8. ARCHAEOLOGY

 

Will the scheme affect the Scheduled Monument at Alchester, which covers the Roman town?
An application for Scheduled Monument Consent at Langford Lane is being made for the construction of two small turning heads. This will be considered concurrently with the TWA application and any approval granted at the same time as the TWA Order.

The proposed turning heads within the SAM will need to be developed sensitively as they will involve some ground disturbance within the scheduled area. There will be approximately 0.5m depth of ground disturbance, mainly within the existing highway boundary adjacent to the level crossing. Whilst we understand that this is of concern, we are confident that it will be possible to prepare a construction methodology involving geophysical survey work, which would minimise the potential ground disturbance within the Scheduled area if remains are identified.

A number of alternatives were considered to avoid direct effects on the Scheduled area for the location of the new bridge and associated highway to replace Langford Lane. Further archaeological evaluation will need to be undertaken to confirm the location of any archaeological deposits. Measures will be taken to preserve them in-situ where practicable and to preserve by recording, where disturbance is unavoidable. Chiltern Railways is also committed to developing landscaping proposals which we believe will mitigate the effect of the bridge proposals to acceptable levels.

Will the scheme affect the historic Swing Bridge which crossed over the Sheepwash Channel in Oxford?
Although passing close to the swing bridge, the scheme is designed to avoid the bridge which can be left in its present open position.

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9. TRAFFIC


What impact will the new station at Water Eaton have on traffic in Kidlington near the Sainsbury's roundabout?
We have undertaken extensive traffic modelling which indicates that existing peak period vehicle queuing on the A4165 is a result of the operation and the current layout of the twin junctions which provide access to the bus park and ride site and the stone terminal.
As part of the scheme, it is proposed to rationalise and improve the existing junction layout which will simplify the operation of the junction and lead to a significant reduction in traffic congestion compared to that which currently exists even taking into account the predicted additional traffic to and from the new station.

What effect will the increase in number of trains have at the London Road Level Crossing in Bicester?
Chiltern Railways will introduce up to 4 passenger trains per hour (2 each way) which will lead to the level crossing closing for approximately 2 minutes about every 15 minutes. A traffic model has been built which simulates the operation of the crossing and surrounding road network. It is predicted that during peak periods vehicles queuing when the level crossing is closed, are unlikely to adversely surrounding junctions apart from a temporary short term effect on the Station Road/London Road junction.

New CCTV crossing controls, managed by the signaller will minimise the time the barriers are down for any particular train, whilst changes to the station platform layout and new signalling mean that the barriers will not need to be down whilst a train is standing in the station.

Will there be improved cycle links as a result of the project?
The scheme includes local improvements for both pedestrians and cyclists.

At Bicester Town station, the scheme includes a realignment of Station Approach with a new pavement on the northern side of the road and a new pedestrian crossing on London Road. Cyclists and pedestrians will also be able to approach the station from the south side of the railway.

At Water Eaton Parkway, cycle access from the existing A4165 Banbury Road off-carriageway cycle routes will be improved with direct access to the new station. In addition, a new combined traffic signalled controlled pedestrian and cyclist crossing of the A4165 will be provided close to new and relocated bus stops.

Will the scheme help to relieve traffic congestion in the area?
By providing more trains, more convenient stations and a new fast rail service between London, Bicester and Oxford, the new service will provide a viable and more environmentally friendly travel alternative to car travel via the M40, motorway and the A34 trunk road.

On the wider highway network, modelling indicates that the Chiltern Scheme will have a beneficial effect on average distance travelled by car and a corresponding reduction in CO2 emissions. On the local highway network in the vicinity of Bicester Town station and Water Eaton Parkway there are likely to be a small increase in traffic volumes.

At Bicester Town, the increase in traffic is expected to be easily accommodated on the local roads with the most significant effect, compared to that which currently exists, being the closure of the London Road level crossing for approximately 4 times each hour.

At Water Eaton Parkway there will be additional traffic to and from the new station but the proposed improvements to the existing junction arrangements are predicted to reduce traffic queues compared to those that currently occur.

At Oxford station it is anticipated that there will be no noticeable change in traffic to and from the station.

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10. WHAT DOES THIS MEAN FOR ME?


The proposed scheme will run directly past my property. Will Chiltern Railways provide compensation?
Compensation will be payable under the Compulsory Purchase Compensation Code. This is a body of statute and case law that has built up over the years to compensate people who either have property acquired from them, or who have suffered a loss of property value due to the carrying out of works or the operation of the resulting scheme. This code was reviewed in depth by the Government, which resulted in the Planning and Compulsory Purchase Act 2004.

If you have concerns about the adequacy or nature of compensation payable, we would recommend that you called the RICS Compulsory Purchase Helpline on 0870 333 1600. You will then be put in touch with a chartered surveyor local to you who will be willing to provide you with a free 30 minute initial consultation. Alternatively, there is a series of free booklets available from the Department for Communities and Local Government on their website at www.communities.gov.uk or by telephoning 0870 1207 405.

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