The Airtrack Corridor

Planning Brief - The Airtrack Corridor (Word 131kb)
Introduction
Overview of the scheme
History and alternatives
Breakdown of the route
The Staines Chord Section
The Windsor Line Section
The Staines Moor Section
The Stanwell Moor Section
Construction Issues
Related Projects
Appendix A
Appendix B

LIST OF PLANS
The Airtrack Corridor
Alternative Routes to Heathrow
The Airtrack Corridor Subdivided
Airtrack: Staines Chord Section
Airtrack: Windsor Line Section
Airtrack: The Staines Moor Section
Airtrack: The Stanwell Moor Section
Airtrack and Central Railway in Spelthorne

1.	INTRODUCTION
1.1	The Airtrack Scheme
1.1.1	Airtrack is a proposal to provide rail access to Heathrow from areas to the west and south. Connection to the existing rail network is achieved by constructing a new link from the airport to the London Waterloo line at Staines. The scheme has been promoted jointly by BAA and Railtrack. It is shown on Plan 1 and described in Section 2.
1.1.2	Consent for the scheme is proposed to be obtained by means of an order under the Transport and Works Act 1992. This will need to be supported by an Environmental Impact Assessment of the project.
1.1.3	The timetable for the scheme is affected by the timetable for Heathrow Terminal 5 into which the railway is proposed to connect. Although permission has been granted for Terminal 5 it is not expected to open before 2008. The scheme is included in the Strategic Rail Authority's Strategic Plan for the rail network in which it is identified as a scheme for further development but for which there is unlikely to be sufficient funding or technical resources available to support implementation before 2010. The plan adds that if increased funding becomes available it may be possible to make progress more quickly and states that co-funding with BAA will have a major role to play in implementation.
1.2	Impact on Spelthorne
1.2.1	The whole of the new stretch of track, apart from the section below ground north of M25 Junction 14, is in Spelthorne. While communities over a wide area, including Spelthorne, stand to benefit from the services that could operate the great majority of the environmental impacts of the new line and its construction fall on the Borough.
1.3	Purpose of the Brief
1.3.1	The Council is aware that work is underway on developing the Airtrack scheme and this Brief has been prepared to give guidance on issues affecting Spelthorne that need to be addressed in its development. The Brief does not aim to list the national and regional policies relevant to the overall assessment of Airtrack. The Brief aims to set out the planning and environmental issues that should be examined including relevant policies, potential impacts that should be examined and potential opportunities that should be explored.
1.3.2	The Brief purposely does not express a view on the overall merits of the scheme. The Council will make a judgement on the scheme as a whole once it has seen the overall proposal in its final form. It expects the developers of Airtrack to take the provisions of the Brief into account in finalising their proposals and it will in turn take the Brief into account in its assessment.
1.4	Structure of the Brief
1.4.1	The Brief is arranged as follows:- Section 2 contains an overview of the scheme and the main potential impacts on Spelthorne. Section 3 outlines the history of the scheme's development and considers alternatives. Section 4 breaks the scheme down into sections and sections 5-8 set out the issues that need to be addressed and the potential opportunities that should be examined in each section. Section 9 deals with specific issues raised by construction; and Section 10 deals with the relationship with other relevant projects.
2.	OVERVIEW OF THE SCHEME
2.1	This section describes the general form of the scheme from south to north. While there have been previous studies showing detailed alignments, both within and north of Staines, (see Section 3 below) those do not necessarily represent the final scheme. The physical works described in the Brief are those likely to be proposed but other options may come forward after further analysis and those will need to be considered by the Council as part of its formal consideration of any future Transport and Works Act proposal.
2.2	The proposed route is shown on Plan 1. It commences in Staines town centre. A new section of track is proposed that would run alongside South Street connecting the Reading and Windsor lines. North west of the junction with the Windsor line a new station could be provided to the north of the High Street close to the Iron Bridge. The SRA consider the station should be regarded as an option at this stage but Spelthorne sees the second station as essential if the Airtrack scheme goes ahead.
2.3	At the northern edge of Staines the Airtrack route turns off the Windsor line to run north across Staines Moor broadly following the route of a former railway embankment. It then continues north following the eastern side of the M25 until it reaches the Borough boundary at Junction 14 dropping below ground level and into tunnel at about this point.
2.4	North of the Borough boundary the route turns east, remaining below ground level, to enter Heathrow from the west through the Terminal 5 site.
2.5	The scheme will enable rail services to access Heathrow from the south and west and from London Waterloo all via Staines. Services are likely to run through Heathrow to connect to destinations to the north and east.
2.6	The Strategic Rail Authority advise that decisions on service pattern and frequency have not yet been made. They add that it is likely service patterns will comprise 6 to 12 trains per hour in each direction on the Airtrack route from Staines northwards. These services could operate over an 18 hour day between 6am and midnight. A proportion of these services are expected to stop at the proposed new High Street station (see para 2.2).
2.7	The scheme as so far proposed appears to give rise to potential impacts on the Borough which are examined later in this Brief. The major categories of potential impact (positive and negative) are:- On the economy, operation and environment of Staines town centre and its immediate surroundings On residential properties close to the Windsor line On the Staines Moor area On Stanwell Moor and the Green Belt north of Staines Moor
3.	HISTORY OF THE SCHEME AND ALTERNATIVES
3.1	History
3.1.1	The London Waterloo line passes within 2km of Heathrow and the idea of a rail link connecting it with the airport has been attracting interest for many years. Plan 2 shows the schemes referred to in this section.
3.1.2	In the late 1960's powers were obtained by British Rail to construct a southern rail link to Heathrow but this scheme was never built and the Underground was extended to the airport instead.
3.1.3	At the Heathrow Terminal 4 public inquiry in 1979 the option of a link to the Waterloo line was considered as a possible means of providing rail access to London. This was rejected in favour of extending the Underground to the new terminal.
3.1.4	At the Airports Inquiries in the early 1980's the prospect of a fifth terminal at Perry Oaks to the west of Heathrow Airport was first raised. It was suggested that a rail link could be provided into the airport through the site with a connection to the south but at that time Terminal 5 was rejected as a proposal and the rail link project did not proceed.
3.1.5	A possible rail link to the south was considered again in studies in the late 1980's that led to the construction of the Heathrow Express connecting the airport to central London. By then the concept had been taken up by a group of Southwest London authorities and, in the Heathrow Express Bill, an undertaking was given that safeguarding would be included for a southern link to connect to the Heathrow Express. The southern link promoted by the South West London authorities, currently under the SWELTRAC label, envisages a link into the airport via Terminal 4. The new rail link would leave the Waterloo line between Ashford and Feltham and would follow a mostly underground route into the airport. A detailed study of the scheme including with and without Terminal 5 options was carried out in 1996.
3.1.6	The HASQUAD (Heathrow and Southwest London Quadrant) Study in 1993 recommended new road and rail links to improve orbital movements in southwest London and improve connections from the southwest quadrant to Heathrow. Two rail options were identified, the first option was similar to the SWELTRAC route while the second option entered Heathrow from the east. The HASQUAD proposals were not taken forward following public opposition to the road proposals.
3.1.7	The launch of the current Terminal 5 proposals in 1993 led to renewed interest in rail access to Heathrow via the Terminal 5 site. In 1995 a consortium including BAA and British Airways launched "The Western Connection" which involved a north-south link between the Waterloo and Great Western main line. The preferred alignment for the southern part is similar to that of Airtrack. Access to the airport would have been from an interchange outside the airport to the west with the possibility of a direct connection as a second phase.
3.1.8	The Government-funded London Airports Scheme Access Study (LASAS) looked at alternatives for improving public transport access to Heathrow including various options for a southern rail link. It recommended for further study what it described as the "Runnymede Route", a scheme following the Airtrack route.
3.1.9	Both the Western Connection and LASAS studies had raised the possibility of constructing the "Staines Chord" in Staines Town Centre connecting the Reading and Windsor lines (see para 2.2). The chord existed until the early 1960's but the area has been substantially redeveloped since removal of the track and the embankment on which it was laid. The technical feasibility of this proposal was confirmed in a 1996 study which also looked at options for a new station in view of the fact that the chord bypasses Staines existing station. The study found that relocating the station on the chord (approximately opposite the existing bus station in the town centre) would not be acceptable for safety reasons and instead suggested an additional station to the north of the High Street adjacent to the Iron Bridge. This was followed by a BAA-commissioned study of the environmental issues raised by the chord.
3.1.10	The most recent published study was carried out in 1998 by a consortium including BAA, British Airways, Railtrack and a number of local authorities, together with the consultants HALCROW. This identified a possible detailed alignment for Airtrack. It also suggested that reversing facilities at Staines Station with new sidings might be an alternative to the Staines Chord, although this option has been criticised on the grounds that it unduly constrains capacity.
3.2	Alternatives
3.2.1	The Environmental Impact Assessment Regulations require assessments to consider alternatives to the proposed scheme. It can be seen from the review above that there are alternatives to Airtrack that could provide rail access to Heathrow from the south.
3.2.2	The Council expects the Airtrack Environmental Impact Assessment to include an extensive and robust comparative assessment against alternatives. This should include two specific alternatives:- The SWELTRAC scheme for a southern rail link from between Feltham and Ashford. This option provides for access to Heathrow but avoids the impacts associated with Airtrack. Reversing facilities at Staines Station. This option avoids the impacts associated with the Staines Chord. Reversing facilities with new sidings might be an alternative to the Staines Chord, although this option would have implications for train capacity and operations which the promoter would need to resolve. Specific consideration should also be given to alternatives that avoid impact on sites with statutory protection for nature conservation.
3.2.3	This list of alternatives is not intended to be exhaustive and the promoters should identify and examine other alternatives as part of the EIA process.
4.	BREAKDOWN OF THE ROUTE
4.1	For the purposes of considering specific issues raised by the scheme, the Brief breaks down the Airtrack corridor into four segments as shown on Plan 3. These are:- The Staines Chord The Windsor Line Section (including the proposed station) Staines Moor Stanwell Moor
4.2	Each segment is examined by reference to:- An outline of the relevant part of the proposal and the area through which it passes. Policies relevant to the section concerned. Potential impacts that should be assessed. Potential mitigation measures and other opportunities that should be explored in developing the scheme.
4.3	The list of impacts and opportunities is not necessarily exhaustive or final. The promoter's studies may reveal other potential impacts that should be assessed and they may also reveal other potential opportunities. However, the Council will expect the issues identified in this Brief to be fully explored.
5.	THE STAINES CHORD SECTION
5.1	Description
5.1.1	The proposed route is shown on Plan 4, which also highlights issues and opportunities in this section.
5.1.2	The Staines Chord turns off the Reading line in Staines town centre near the junction of South Street and Westbrook Road and then follows a curved route parallel to South Street joining up with the Windsor line just south of the Iron Bridge over the High Street.
5.1.3	The route would be elevated about 4m above existing ground level.
5.1.4	The route crosses land that is currently used as part of the Elmsleigh surface level car park. It crosses the entrance to the car park and also the access ramp to the Elmsleigh multi-storey car park. It also crosses a pedestrian route into the town centre that gives access from the existing railway station and the east.
5.2	Relevant Policies (Note: all references to policies are to the Spelthorne Borough Local Plan unless stated otherwise)
5.2.1	Town Centre Development. Government planning guidance in Planning Policy Guidance Note (PPG) 6 advocates a range of positive policies to promote new development in town centres and to enhance their vitality and viability. Surrey Structure Plan policies also seek to focus development in town centres. Staines is recognised as a major all purpose centre and a focus for major commercial development. Borough Plan Policy S2 seeks to enhance the attractiveness of Staines as a shopping and business centre by encouraging retail development north of the High Street and/or an extension to the Elmsleigh Centre by implementing specific movement measures (the two way traffic scheme for South Street and Thames Street which is now complete and pedestrianisation of the High Street), undertaking environmental enhancement of the town centre as a whole, and generally resisting loss of retail floorspace.
5.2.2	Business Development. Staines town centre is identified in the Structure Plan as an appropriate location for business development and Policy EM4 sets out criteria for considering such development within the defined Commercial Area.
5.2.3	Staines Station. Policy M2 seeks to improve the attractiveness of the existing station and its links to the town centre. Parking Policy. Policy M3 aims to maintain public car parking in the town centre at an appropriate level and Policy M4 gives priority in the management of car parking to provision for shoppers. The Council is committed to producing a more detailed parking management plan for Staines covering both public and private non-residential parking and complementary measures to encourage other modes. It is also committed, following public consultation, to the introduction of a Controlled Parking Zone for part of the town centre area.
5.2.4	Cycling. Policy M13 sets out various measures to encourage cycling including providing cycle routes and requiring cycle facilities in new development.
5.2.5	Design. Government guidance in PPG1 and PPG6 stresses the importance of good design both generally and in town centres. The Council expects new development to be of a high standard in terms of design and materials (Policy BE1). A number of specific criteria are identified that should be met including:- Respecting the characteristics of adjoining buildings and land. Retaining significant landscape features and providing and maintaining suitable boundary treatment and landscaping. Protecting and/or creating attractive new views and vistas. Contributing to an improvement in the townscape and environment. Creating convenient pedestrian and cycle routes.
5.2.6	Noise Policy. Borough Plan Policy (BE31) seeks to ensure that new development does not increase noise and/or vibration levels which would significantly affect adjoining areas. Detailed guidance on noise impact for development adjoining railways based on Government guidance in PPG24 is contained in Appendix 6 of the Plan (reproduced in this brief at Appendix A).
5.2.7	Crime Prevention. The Council seeks to ensure crime prevention measures are incorporated in new development (Policy BE28).
5.2.8	Archaeology. The northern part of the chord lies within an Area of High Archaeological Potential in which the Council requires the archaeological value to be assessed and if necessary an excavation to be carried out, before development is commenced (Policy BE25).
5.3	Issues
5.3.1	Major issues that will need to be assessed for the Staines Chord section are:- The impact of the chord on the overall vitality and viability of the town centre. The outcome of this general assessment will be affected by the consideration of more specific issues and opportunities identified below. The impact on parking provision for shoppers. This will include quantifying the loss of parking spaces from the Elmsleigh surface car park and assessing the overall impact on the adequacy of shoppers parking in the town centre, taking into account the Council's separate proposals for the partial redevelopment of the Riverside car park. The Council will need to be satisfied that sufficient shoppers parking is retained in convenient locations to meet demand. The impact on the quality of parking provision for shoppers. The chord will tend to create a barrier between the remainder of the surface car park and the shopping centre, having a severance effect reducing its attractiveness to shoppers from a convenience and possibly security perspective. An acceptable replacement access to the Elmsleigh multi storey will also be needed as the existing access would need to be demolished. The existing turn round facility at the entrance to the car parks from South Street would also be affected and the implications of any impact on traffic circulation should be assessed. The impact on the quality of parking provision for shoppers. The chord will tend to create a barrier between the remainder of the surface car park and the shopping centre, having a severance effect reducing its attractiveness to shoppers from a convenience and possibly security perspective. An acceptable replacement access to the Elmsleigh multi storey will also be needed as the existing access would need to be demolished. The existing turn round facility at the entrance to the car parks from South Street would also be affected and the implications of any impact on traffic circulation should be assessed. The implications for the Elmsleigh Centre. The Elmsleigh Centre is an important part of Staines shopping centre and a major contributor to the vitality and viability of the town centre. The Borough Plan proposes an extension of the Centre to provide for additional shopping and further enhance vitality and viability. The developers of Airtrack will need to demonstrate that their proposals will have no adverse implications for the Centre or its proposed extension. Specific consideration will need to be given to car parking serving the Centre including ensuring that the replacement access to the multi-storey car park is constructed with the minimum of disruption and that the resultant access is no less attractive than the existing arrangement. The visual and environmental impact of the chord. The chord will be a prominent elevated feature located alongside a major road in the town centre. It will also be prominent from a number of well used pedestrian viewpoints including the bus station area, the Elmsleigh surface car park and various footpaths. Its construction will entail the loss of trees on the existing railway embankment accentuating the visual impact. OveralI the chord has the potential to be an intrusive feature having a damaging impact on the environment of the town centre. The impact of construction work on the chord. Construction work could potentially affect the operation of the town centre and the environment of nearby housing. The impact assessment needs to set out how construction will take place, including land and access requirements, to ensure that a realistic assessment is made, including mitigation measures. Construction issues generally are considered in Section 9. The impact on nearby housing from operation of the chord both to the south of the Reading line and east of the Windsor line.
5.3.2	The Council will also expect an archaeological assessment to be carried out.
5.4	Potential Opportunities
5.4.1	Opportunities arising from the Staines chord include:- Achieving a high quality design. In view of its prominence the Council expects particular attention to be given to the design of the chord. While the height of the structure poses a constraint attempts should be made to achieve and commit to a solution that is of high quality and, as far as possible, respects its setting. Possibilities for achieving a better quality design to the multi storey car park access should also be explored. Reviewing the future of the Elmsleigh surface car park. The chord will reduce the value of the car park to the town centre and it may be appropriate to review the need to maintain a surface level public car park on the remaining part of the site. Although outside the designated Commercial Area it is well located for town centre and public transport facilities and could accommodate a landmark commercial development. However, a balance needs to be struck with the importance of shoppers parking to the town centre economy and in particular, so far as this car park is concerned, to the Elmsleigh Centre. It would need to be demonstrated that adequate shoppers parking remained, located to serve all parts of the town centre. The issue should most appropriately be considered together with the proposed Parking Management Plan (see para 5.2.4). Improving pedestrian and cycle access to the town centre. A pedestrian/cycle route connecting to the existing railway station crosses the car park and the line of the chord. Improving the quality of this link would benefit the town centre through assisting access to the centre by non-car-based modes and specifically would assist in implementing the Council's policy of improving links between the existing railway station and the town centre. Additionally the scope for a pedestrian/cycle link beneath the railway to the Gresham Road area should be reconsidered. (This was originally suggested in the draft of the Staines Movement Study, prepared in 1992 as an input to the movement proposals for Staines town centre in the Borough Plan, but the siting of the link drew objections from nearby housing and the proposal was not pursued). The scope for additional landscaping should be examined to reduce the dominance of man made structures in this part of the town centre and to replace the planting lost on the existing embankment. The Council will need to be satisfied that landscaping can be maintained.
6.	THE WINDSOR LINE SECTION
6.1	Description
6.1.1	The proposed route is shown on Plan 5, which also highlights issues and opportunities in this section.
6.1.2	The Airtrack scheme follows the Windsor Line from Staines High Street, through the northern part of Staines and across the Staines bypass. The route is elevated in Staines Town Centre but drops to ground level before it reaches the bypass.
6.1.3	No new sections of track are proposed in this section but two substantial changes are proposed:- The construction of a new station north of the High Street. The SRA consider the station should be regarded as an option at this stage but Spelthorne sees it as essential if Airtrack goes ahead. If the chord is provided without Airtrack, services from the south and west will not be able to stop in Staines. An increase in the number of trains using the line from a current three trains per hour to a possible rise to fifteen trains per hour in each direction (ie from an average of one train every twenty minutes to one every four to seven minutes). See comments in para 2.6 on service frequency.
6.1.4	In the town centre the line runs on an embankment with the recently completed Two Rivers shopping centre to the west and the older Renshaw Industrial Estate to the east. Further north to the east of the railway lies the Moormede residential area, while to the west of the railway there is housing on Moor Lane and adjoining roads.
6.1.5	South of the bypass the railway leaves the built up area, and passes the Moormede public open space and Common Land forming part of Staines Moor. The route of the old Staines West branch line lies immediately to the west of this section.
6.1.6	A public footpath giving access to Staines Moor from the town centre crosses the line at grade and an access track to Staines Moor bridges over the line.
6.2	Relevant Policies
6.2.1	The policies referred to in Section 5.2 above regarding town centre development, business development, Staines station, parking policy, cycling, design, noise policy, crime prevention and archaeology are all relevant. In addition the following policies are also relevant. Transport Policies Government guidance in PPG13 (Transport) seeks to achieve greater integration between planning and transport to promote more sustainable transport choices, to promote accessibility by public transport and reduce the need to travel by car. Improving public transport interchanges is specifically identified as a means of promoting more sustainable travel choices and guidance is given on the location and design of interchange facilities. Borough Plan Policy M1 commits the Council to use measures to manage and control the demand for travel by car to secure environmental improvements, improve safety, and reduce congestion and pollution. Specific measures identified include, encouraging the use of public transport, bringing forward specific schemes to assist public transport, and encouraging development to locate close to public transport facilities. Policy M5 seeks to ensure that development is compatible with the transport infrastructure. It requires developers to provide for improvements necessary to accommodate a proposal and allows for permission to be refused where a development cannot be accommodated satisfactorily. Policy M8 requires development to make appropriate off street parking provision while Policy M9 allows for commuted payments to be made to encourage further improvements to the public transport system. Policy M14 commits the Council to seeking public transport improvements to the public transport system. Policy M15 encourages measures to improve accessibility of Heathrow Airport from the Borough by public transport where improvements can be achieved in an environmentally acceptable manner. It also gives specific support to the SWELTRAC proposal (see para 3.1.6 above). Proposal P20 is for a new road link giving access to the Renshaw Industrial Estate from Fairfield Avenue enabling the existing poor access from the High Street to be closed. This proposal is included in an agreed redevelopment scheme for an office site fronting London Road known as Majestic House.
6.2.2	Access for Disabled People. Policy SC3 seeks to secure improved access arrangements for people with disabilities by measures that include ensuring development proposals are accessible.
6.2.3	Loss of Existing Housing. Policy H3 opposes the loss of residential land and buildings other than in exceptional circumstances.
6.2.4	Loss of Existing Employment Land. Policy EM2 seeks to retain existing appropriately sited employment land.
6.3	Issues
6.3.1	For the Station. (See also comments in para 6.1.3 on the need for the station) Major issues that will need to be addressed are:- The impact on the overall vitality and viability of the town centre. As with the chord, the outcome of this assessment will be affected by the consideration of more specific issues and opportunities identified. Defining the land needed for the construction and servicing of the station. Sufficient land should be identified to ensure the effective functioning of the station and the location should be close to the High Street to relate to the town centre and minimise impact on residential areas and avoid loss of housing. The operational requirements relating to signal overlap distances will also need to be addressed in developing the scheme. This will require further investigation and at this stage the Brief cannot rule out any specific location for the station on grounds of signal overlap requirements. Redevelopment constraints and opportunities will also be relevant to determining station location. The range of services available from the station. The benefit to the town from Airtrack will depend to a large extent on the range and frequency of services available from the new station. If most trains pass through Staines without stopping then the town will suffer the costs but not reap the benefits potentially available from the scheme. The compatibility with town centre infrastructure. Assuming the station offers a range of services to rail destinations not currently served from Staines, it can be expected to attract more people into the town centre. The impact on road infrastructure including the town centre road network as a whole and roads and junctions in the immediate vicinity should be assessed together with the impact on existing public transport infrastructure (bus and rail). The accessibility of the station by non-car-based modes, including access by bus, cycle and on foot, should be examined. The design and visual impact of the station. The station could potentially have a substantial visual impact, as it will need to service platforms on an embankment. The station and its access need to be fully accessible for disabled people. A high quality design would be beneficial in townscape terms and could be a factor in encouraging rail use.
6.3.2	For the Increased Use of the Line The main issues are:- The impact on adjoining residential areas. The noise impact of the potential increase in services should be assessed and measures identified to mitigate any adverse impact. This should include potential impacts from the operation of the station. The impact on potential enjoyment of the Moormede open space should also be included. The impact on rights of way. The proposals should ensure the retention of the existing public footpath crossing the railway on the northern edge of Staines (see Plan 5).
6.4	Potential Opportunities
6.4.1	Opportunities arising from the station include:- Maximising integration with the rest of the town centre. The siting, orientation and access arrangements to the station should be examined to see how integration can be maximised. There should be strong links to the High Street, Two Rivers shopping centre and the western end of the town plus destinations east of the railway exploiting the opportunity created by a station closer to the town centre to encourage journeys into the town centre by rail. Promoting the use of rail rather than road particularly for access to Heathrow. The station will provide for direct rail access from Spelthorne to the airport, but to exploit this opportunity to the full convenient interchange facilities are needed at the station with bus services into the town centre and with cycle routes and cycle parking to maximise the attractiveness of the entire journey. The Council does not wish to encourage additional car travel into the town centre for journeys to Heathrow and is not therefore looking for additional long stay parking to be provided in the vicinity of the station. Facilitating the redevelopment of land east of the railway. There is scope for redevelopment of the area north of the High Street and east of the railway to replace the old industrial area and unattractive office buildings with road access being provided via the Fairfield Avenue link. The redevelopment scheme for the Majestic House site (see para 6.2.2) which requires construction of the Fairfield Avenue link could be expanded to include redevelopment of the industrial area and integration of the station into the overall scheme. Promoting Staines as a rail hub. The new services enabled by Airtrack establish Staines as a potential interchange between north-south and east-west services. To fully establish Staines as an important rail interchange the two stations in the town centre need to be effectively integrated which means establishing links between them and the scope for improving the existing station needs to be examined. The High Street station will be only 350m from the existing station. With two stations in such close proximity and serving different destinations the scope should be explored for maximising the linkage to create an attractive and secure connection between the two. This could also assist in improving pedestrian access to the town centre.
7.	THE STAINES MOOR SECTION
7.1	Description
7.1.1	The proposed route is shown on Plan 6, which also highlights issues and opportunities in this section.
7.1.2	North of Staines Airtrack continues to follow the Windsor line crossing beneath the Staines bypass. It then turns north to generally follow the route of the old Staines to West Drayton line across Staines Moor until it reaches the M25 at the northwest corner of Staines Moor.
7.1.3	The form of the junction with the Windsor line is still to be determined. It may either be at-grade or grade separated on the northbound line only. The latter option would entail constructing a third line to the southwest of the existing track which would rise to bridge over the Windsor line at the junction.
7.1.4	The new track would have up to 12 trains per hour in each direction.
7.2	Relevant Policies
7.2.1	Green Belt. The whole of the Airtrack corridor north of Staines lies within the Green Belt. Government guidance in PPG2 states that within Green Belts there is a presumption against inappropriate development that would conflict with the purposes of the Green Belt and maintaining its openness (see also Borough Plan Policy GB1).
7.2.2	PPG2 also states that where any large scale development occurs in the Green Belt (including infrastructure development) it should contribute so far as possible to the achievement of Green Belt objectives which include: Providing opportunities for access to the countryside Providing opportunities for outdoor sport and recreation Retaining and enhancing the landscape Improving damaged and derelict land Securing nature conservation interest Retaining land in agricultural, forestry and related uses It adds that the visual amenity of the Green Belt should not be injured by development which might be detrimental by reason of siting, materials or design.
7.2.3	Colne Valley Park. The whole of the Airtrack corridor north of Staines also lies within the Colne Valley Park which follows the Colne Valley from Staines to Rickmansworth. The Council supports the strategy for the Park which aims to promote environmental enhancement and recreational opportunities in a countryside setting (see Policy RU23). Nature Conservation. The new track across Staines Moor lies within the Staines Moor Site of Special Scientific Interest (SSSI). In line with Government Guidance on nature conservation (PPG8) Borough Plan Policy RU10 maintains a presumption against development within or affecting an SSSI, unless it can be demonstrated that there will be no material harm, either direct or indirect, to the ecological interest of the site.
7.2.4	The track also passes close to the Southwest London Reservoirs Special Protection Area (SPA) and Ramsar site, designated in recognition of its international importance for birds. This includes the King George VI and Wraysbury Reservoirs. Policy RU10 requires the environmental effects of development proposals that may affect such designated sites to be rigorously examined.
7.2.5	Where development proposals affect the nature conservation value of a site Policy RU14 requires the applicant to demonstrate that the benefits of the development outweigh the harm, that damage to nature conservation interest has been minimised and that mitigation and/or compensation has been provided including measures to monitor effectiveness.
7.2.6	Landscape Policy. The section of Airtrack across Staines Moor lies within an Area of Special Landscape Character. Policy RU2 seeks to resist development adversely affecting the landscape character of such areas. It also expects new development to preserve or enhance landscape character and ensure that the scale and quality of open space and any features important to the area are protected.
7.2.7	Common Land. Staines Moor is designated as Metropolitan Common. The Common includes land south of the bypass, which lies outside the SSSI, while the old railway embankment and some of the land between it and the M25, is not Common Land. Policy RU16 commits the Council to protect and conserve Metropolitan Common and to resist development that would result in the loss of common or harm its value. It also gives encouragement to schemes to maintain and enhance the value of such areas.
7.2.8	Flood Policy. Land either side of the existing Windsor line south of the proposed junction is liable to flood and flooded extensively in 2000/2001. North of the junction, land to the east, and some land to the west is liable to flood but the embankment itself it excluded. Policy BE29 opposes development in areas liable to flood unless it complies with specific criteria set out in the policy. Government guidance in PPG25 requires developers to carry out a flood risk assessment where development is proposed in areas liable to flood.
7.2.9	Existing and Proposed Rights of Way. Policy R9 seeks to safeguard existing rights of way and commits the Council to take opportunities to extend or create footpaths, bridleways and recreational cycle routes. This is supported by a Proposal (P35) for a bridleway route around the edge of Staines Moor which creates a circular route by connecting with the existing Moor Lane bridleway, Stanwell Moor Village and the route alongside the King George VI Reservoir. The line of the old railway embankment forms part of this proposal.
7.2.10	Noise Policy. See para 5.2.7
7.2.11	River Corridors. Part of the Staines Moor section is close to the Wraysbury River corridor. Relevant policies are covered in the Stanwell Moor section of this Brief.
7.3	Issues
7.3.1	The Staines Moor section is particularly sensitive from the perspective of potential environmental impacts and great care will need to be taken in designing the scheme to minimise harm and provide mitigation. Ecological surveys of the area affected will be required.
7.3.2	The main issues that will need to be addressed are: The impact on the openness of the Green Belt. This will be a factor in considering any new structures including grade separation if proposed at the junction with the Windsor Line. The impact on the Site of Special Scientific Interest. Indirect as well as direct impacts on the ecological value of the site will need to be considered. In accordance with Policies RU10 and RU14 harm should be avoided and mitigation and compensation should be provided if some harm is unavoidable. Specific consideration should be given to the impact on Butts Pond. The impact on the landscape in view of the Special Landscape Character designation. It will be important to avoid compromising the sense of openness of Staines Moor. Additionally, the old railway embankment has a well-developed tree screen that performs an important role in defining the visual boundary of the main part of the Moor and contributing to its sense of isolation by forming a visual barrier between the Moor and the M25. The aim should be to avoid loss of the tree screen. The specific landscape impact of grade separation of the Windsor Line junction should also be assessed. Where harmful impacts on the landscape are identified it will need to be demonstrated that a less harmful alternative is not available and mitigation and compensation measures will be required. The impact on Common Land. Impact in terms of land take should be minimised but in addition impact on the management of grazing and on the recreational value of the Common should be considered. Necessary mitigation and compensation opportunities should be examined including replacement Common Land of, at least equivalent value to any lost. The impact on flooding. A flood risk assessment will be required including, the flood risk to the route itself, the loss of any flood plain storage capacity and the impact of construction work on the effective operation of the flood plain. Compensation will be required for any loss of flood plain. Impact on rights of way. Two rights of way giving access to Staines Moor cross the proposed route and must be retained. The impact on the separate bridleway proposal, which would conflict with use of the embankment by Airtrack, should be considered. The noise impact of use of the railway both on nearby housing in Moor Lane and on recreational users of the Moor should be examined. Potential impact on the adjoining SPA and Ramsar site should be examined.
7.4	Potential Opportunities
7.4.1	Some harmful environmental impact from the route across Staines Moor will be inevitable. Under the Countryside and Rights of Way Act (2000) public bodies, are required to take reasonable steps, consistent with the proper exercise of their functions, to further conservation and enhancement of the special features on a SSSI, where these functions affect an SSSI. The Council will, therefore, expect to see a significant package of measures developed including mitigation of potential impacts and compensatory measures to provide positive improvements to the area. However, ancient, unimproved, species rich grassland cannot be replaced.
7.4.2	Opportunities that should be examined include:- Alternative detailed alignments for the route across the Moor. The existing embankment is relatively narrow and constructing Airtrack is likely to require its widening with loss of the tree screen and the bridleway proposal, together with some intrusion into the adjoining grassland and common. The quality at the habitats either side of the embankment should be assessed before land take is finalised. Alternative options that should be explored for overall environmental impact are: (a) Extending the embankment to the west only so that the trees on the eastern part of the embankment are retained to provide some screening. (b) Aligning the route to the west of the embankment so that the embankment is retained in its entirety as a landscape feature screening the railway from the main part of the Moor. In the southern part of the corridor the scope for screening to mitigate the impact on the Moor Lane area should be examined. Support for measures to improve and create new habitats in the Staines Moor area including new compensatory pond habitats as close as possible to Butts Pond (to the north). Provision of replacement Common Land with preference being given to land that was historically part of the Common and is capable of being grazed contiguously with the main body of the Moor. Compensatory improvements to interpretation facilities for the Staines Moor area. Alternative options for achieving the circular bridleway proposal. This could include an alignment alongside the proposed route or an alternative route linking bridleways to the east and west of the Moor. Creating a more natural channel for the Wraysbury River. In the northern part of the Staines Moor section the Wraysbury River runs in a man made channel alongside the M25. The possibility of realigning the river in a more "natural" channel further east should be examined. There could be scope for nature conservation and landscape enhancement without damaging the integrity of the SSSI. (There is also scope for realignment in the Stanwell Moor section, see para 8.4.1)
8.	THE STANWELL MOOR SECTION
8.1	Description
8.1.1	The proposed route is shown on Plan 7 which also highlights issues and opportunities in this section.
8.1.2	North of Staines Moor the Airtrack route runs alongside the M25 adjacent to the Wraysbury River and the Moor Lane bridleway. It passes to the west of the Hithermoor gravel pit which is now being restored, and further north, to the west of Stanwell Moor village.
8.1.3	The line runs initially at existing ground level but then drops below ground level as it approaches Junction 14 of the M25 and passes under Airport Way. It remains in tunnel for the approach to the airport.
8.2	Relevant Policies
8.2.1	The Airtrack corridor lies within the Green Belt, the Colne Valley Park and an Area liable to flood. It also adjoins a bridleway. Relevant policies on these issues are identified in section 7.2.
8.2.2	General Landscape Policies. Policy RU1 seeks to protect and enhance the landscape of the Borough by measures that include seeking in development proposals to retain features that contribute positively to the landscape and by requiring high standards of landscape design in development proposals (see also para 7.2.2 regarding guidance in PPG2 on retaining and enhancing landscapes in the Green Belt).
8.2.3	River Corridors. Policy RU5 resists development that detracts from the landscape, nature conservation or recreational value of river corridors and commits the Council to seeking environmental improvements in considering development proposals affecting river corridors.
8.2.4	Nature Conservation. The Airtrack Corridor includes Greenhams Fishing Pond which is designated as a Site of Nature Conservation Importance. Policy RU11 safeguards SNCIs from development that would harm their ecological value or where the requirements of Policy RU14 regarding development benefits, mitigation and compensation are not met.
8.2.4	This section is also close to the SPA and Ramsar site (see para 7.2.5).
8.2.6	Noise Policy Noise policy is relevant to the potential impact on housing in Stanwell Moor (see para 5.2.7)
8.3	Issues
8.3.1	The main issues that will need to be addressed are:- The visual impact of the railway on an area of open land within the Green Belt The potential impact on the Moor Lane bridleway and the environment for users of the bridleway together with the impact on the adjacent Wraysbury River. The river already runs in a man-made channel and the environment for users of the bridleway is compromised by the proximity of the motorway. The railway has the potential to cause further harm particularly if either or both are squeezed between it and the motorway. Impact on the Greenham Fishing Lakes SNCI. The lake is affected by the proposed spur road to Terminal 5 but a mitigation package has been agreed with the Highways Agency. Account should be taken of the agreed measures but, if further impact is unavoidable, mitigation and/or compensation should be provided. Impact on flooding. The issues will be as outlined in the Staines Moor section (see para 7.2.9). Impact on the waste disposal site. The railway corridor should avoid intruding into the area of Hithermoor that has been used in the past for waste disposal unless appropriate mitigation is adopted to prevent any contamination of groundwater. Impact on housing in Stanwell Moor. Housing in Stanwell Moor may be subject to noise disturbance from the railway, especially in view of the frequency of trains and hours of operation, and potential impacts should be assessed. Impact of tunnelling on groundwater flows. Tunnelling could threaten natural groundwater flow systems with consequential impact on protected sites of nature conservation value. This aspect should be discussed with the Environment Agency. Impact on the Thames Water Outlets Shafts east of the M25. This aspect should be discussed with Thames Water.
8.4	Potential Opportunities
8.4.1	Opportunities that should be examined include:- Relocating the bridleway and/or the Wraysbury River further east. Relocating the bridleway further east could create a sense of separation between the bridleway and the motorway and railway creating scope for a more pleasant environment for bridleway users. Realigning the Wraysbury could create scope for a more natural channel. Relocation could intrude into the Hithermoor site and measures would need to be incorporated to avoid any contamination from the waste disposal site. It would, however, create an opportunity for beneficial integration with a permanent enhanced restoration scheme for the Hithermoor site. Creating a new habitat of nature conservation value, if needed, to replace the Greenhams Fishing Lake. Commencing the tunnel section of the scheme further south. Starting the tunnel section further south could avoid environmental impacts that would occur if the railway is on the surface. Visual impact would be reduced and there could be benefits for Stanwell Moor residents. It is recognised that extending the tunnelled section could affect the costs of the scheme but an overall assessment needs to be made balancing extra costs against reducing the environmental impact.
9.	CONSTRUCTION ISSUES
9.1	Introduction
9.1.1	The previous sections have primarily been concerned with the impact of Airtrack once it is completed but construction of the rail link will itself have the potential for substantial impact regardless of the impact of the completed scheme. Normally a much larger area is required for construction activity than for the completed facility. In the case of a linear route such as a railway the additional land take could be significant.
9.1.2	It is essential that construction impact, including land take, is examined as part of the proposal. The Council will therefore expect the Environmental Impact Assessment that must accompany the application, to include a full assessment of the impact of construction work, including identification of the land required for construction. This needs to be based on fully developed construction proposals that should in themselves be developed with a view to minimising environmental impact.
9.2	Issues
9.2.1	Particular issues that need to be assessed in developing construction proposals and assessing the impact of construction activity are: The noise impact of construction work, both on residential areas in the vicinity of construction sites and also on open space and countryside areas to which the public have access. Potential pollution from construction work, including impact on air quality and water quality. The amount and location of land required for construction sites and the activities to be carried out in each location. Traffic generation from construction work, including access arrangements and impact on the road network. Mineral and waste disposal requirements for construction work. Hours of work, including any night time or weekend working. Disruption to the operation of Staines Town Centre from work on the chord and the High Street station. The impact of construction activity on existing rail services on the Reading and Windsor lines.
9.3	Potential Opportunities/Strategy
9.3.1	The Environmental Impact Assessment should be accompanied by a Construction Strategy that should include: The location, extent and boundaries of sites to be used for construction. Measures to control noise and prevent pollution. Hours of working. Assessment of traffic generation and traffic impact, including lorry routes and other measures for controlling construction traffic impact. Mineral and waste disposal requirements and potential sources for meeting those requirements in the most environmentally acceptable manner. Employment requirements and recruitment strategy and measures, if appropriate, for transporting and housing the workforce. Proposals for liaising with local communities during construction and handling complaints.
9.3.2	The strategy should particularly seek to avoid:- Unnecessary impact on residential areas particularly in locating construction sites and access arrangements. Damage to Staines Moor. Impact on local roads that are unsuitable for construction traffic. The Council would expect the main access points to be M25 Junction 14 (subject to restriction on access into Stanwell Moor Village) and the A30 Staines Bypass. Moor Lane is unsuitable for construction traffic and should be avoided. The construction access arrangements should be acceptable in terms of road safety and traffic flow considerations. Pollution to watercourses or ground water
10.	RELATED PROJECTS
10.1	Introduction
10.1.1	There are a number of other major projects in close proximity to the Airtrack corridor, particularly north of Staines. The development of the Airtrack proposal, and the assessment of its impact, needs to take account of these schemes. These divide into: Completed and committed projects where proposals have either been implemented or agreed. Related projects currently under development
10.2	Completed and Committed Projects
10.2.1	Relevant projects are: M25 Construction. Off site planting has been carried out to mitigate the impact of M25 construction. The Airtrack project should as a starting point seek to maintain this planting and opportunities for enhancement should be explored. Any unavoidable destruction should at minimum be replaced. M25 Widening. Widening of the M25 to five lanes between Junctions 13 and 14 is programmed to take place between 2003 and 2005 and should therefore be completed before construction commences on Airtrack. While the works are within the highway off site mitigation measures are proposed and should be treated as a commitment in developing the Airtrack proposals. M25 Spur Road. This is proposed in connection with Terminal 5 and is currently proposed to be constructed at the same time as M25 widening. Mitigation measures have been agreed of which the most relevant in Spelthorne are those relating to Greenham's Fishing Pond (see para 8.2 above). Terminal 5. It is expected that construction of Terminal 5 will start in the second half of 2002 and may still be underway when Airtrack construction is proposed to commence. The major issues relating to Terminal 5 construction will be north of the Borough boundary including land west of the airport which is affected by construction work and the Terminal 5 site itself. This is outside the Brief area, although the Council does have an interest in ensuring adverse impacts do not arise on Spelthorne from activities close to the Borough boundary. Within the Brief area the main issue will be to ensure that controls over construction of Airtrack are consistent with those applicable to Terminal 5. The cumulative impact of simultaneous Airtrack and Terminal 5 construction on the Stanwell Moor area should be assessed and measures for mitigating identified cumulative impact should be investigated. Specific improvement proposals for land adjoining Junction 14 should be respected.
10.3	Related Projects Under Development
10.3.1	The major project under this heading is the Central Railways scheme. This is a proposal for a freight only rail scheme intended to run along the eastern side of the M25. The Government is currently considering whether to support the project by means of a Hybrid Bill.
10.3.2	The relationship of the Central Railways route to Airtrack is shown on Plan 8. Central Railways follows the same corridor as Airtrack north of Staines Moor and in the Staines Moor section follows an adjacent route alongside the M25.
10.3.3	It is understood that Central Railways would require two lines for its own operation which suggests that there may not be scope for sharing track with Airtrack. The consequence would be a four track railway alongside the M25 if both schemes were developed. Additionally it appears that limitations on the maximum gradient of Central Railways, coupled with the requirement for Airtrack to drop down to go into tunnel at Junction 14, could result in the tracks being at different levels which may add to the cumulative impact.
10.3.4	While the Central Railways scheme remains a possibility the Airtrack assessment should consider both with and without Central Railways scenarios. The "with Central Railways" scenario should consider:- The cumulative impact on the Staines Moor section of the two railways in close proximity. The cumulative impact on the Stanwell Moor section of the two railways running side by side. The cumulative impact of construction activity on the two projects taking place at the same time or one immediately after the other.
10.3.5	The scope for mitigating identified impacts should be examined and proposals developed in discussion with the Central Railways promoters.