Crossrail Assessment of Impacts on Heritage and Landscape

Technical Report Volume 2 of 6 February 2005

1E0316-G0E00-00001

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

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

Tel: 020 7941 7600 Fax: 020 7941 7703 www..co.uk

ASSESSMENT OF IMPACTS ON HERITAGE AND LANDSCAPE TECHNICAL REPORT

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

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Date ______Date ______

For Chris Blandford Associates For Alan Baxter and Associates

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

Volume 2: Contents

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

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

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

Volume 2 Western Route Section Introduction

Volume 2 3

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

Contents

1. Introduction 7 1.1 Background 7 1.2 The Heritage and Landscape Report 8 1.3 Structure of the Report 9 2. Introduction To Volume 2 10 3. Description of the Scheme 11 3.1 Permanent Works 11 3.2 Construction 11 4. PPG 15 Principles 13 4.1 Listed building consent: Demolition and alterations 13 4.2 Control over demolition: Conservation Area Consent 14 4.3 Setting of Listed Buildings 14 5. Generic Works 15 5.1 Bridge Works 15 5.2 OHLE works 24 5.3 Utilites Works 43

Introduction 5 Crossrail Line 1 Assessment of Heritage and Landscape Impacts – Volume 2

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

1. Introduction

1.1 Background

Crossrail is a major new cross-London rail link project that has been developed to serve London and the southeast of . Crossrail will support and maintain the status of London as a world city by providing a world class transport system. The project includes the construction of a twin-bore tunnel on an east-west alignment under central London and the upgrading of existing lines to the east and west of central London. The Crossrail route is shown in Figure 1.1.

Transport for London

Overview of Crossrail Route

The project will enable the introduction of a range of new and improved rail journeys into and through London. It includes the construction of seven central area stations, providing interchange with , National Rail and London bus services, and the upgrading or renewal of existing stations outside central London. Crossrail will provide fast, efficient and convenient rail access to the West End and the City by linking existing routes from Shenfield and Abbey Wood, in the east with Maidenhead and Heathrow in the west.

Crossrail will be a significant addition to the transport infrastructure of London and the southeast of England. It will deliver improved services for rail users through the relief of crowding, faster journeys and the provision of a range of new direct journey opportunities. The project will also have wider social and economic benefits for London and the southeast of England

Introduction 7 Crossrail Line 1 Assessment of Heritage and Landscape Impacts – Volume 2

1.2 The Heritage and Landscape Report

In 2002 Cross London Rail Link Ltd (CLRL) appointed consultants to carry out a number of studies into the environmental impacts of the Crossrail scheme as inputs into the Environmental Impact Assessment and Statement.

Alan Baxter and Associates (ABA) were appointed to examine the impacts of the scheme upon listed buildings.

Chris Blandford Associates (CBA) were appointed to examine the impacts upon landscape/townscape and visual amenity.

These two major pieces of work have an area of overlap in so far as they both consider the impacts of the scheme on listed buildings and on conservation areas and they both address the requirements of Planning Policy Guidance Note 15 (PPG 15) – Planning and the Historic Environment with regard to listed buildings and conservation areas.

Consequently, there has joint working between the two consultancies. In addition, inputs have been obtained from both the engineering design consultants (Mott McDonald (MM) and Scott Wilson Railways) (SWR) and the architects (John McAslan & Partners and Hawkins Brown) to provide additional information in relation to the design development of proposals affecting listed buildings or buildings within conservation areas.

This report has been compiled from the series of studies carried out by these consultants and provides a synthesis of their work into a joint report on heritage and landscape. The responsibilities of the consultants in compiling this report are set out below:

Direct impacts on listed buildings and Alan Baxter & Associates structures and above ground Scheduled Ancient Monuments Impacts on the setting of listed Chris Blandford Associates supported by Alan Baxter buildings & Associates in relation to historic buildings. Impacts on Conservation Areas Chirs Blandford Associates supported by an assessment by Alan Baxter & Associates of the contribution to the Conservation Areas of buildings to be demolished. Design development of proposals Cross London Rail Links supported by Mott affecting listed buildings and buildings MacDonald, Scott Wilson Railways, John McAslan & in Conservation Areas Partners and Hawkins Brown Impacts on townscape and landscape Chris Blandford Associates character Impacts on visual amenity Chris Blandford Associates

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

1.3 Structure of the Report

Volume 1 provides an overview of the scheme, sets out the methodologies employed by the consultants and summarises the principal impacts identified.

Volumes 2 (West), 3 (Central West), 4 (Central East) and 5 (East) examine the detailed impacts for each route window. Each volume sets out the PPG 15 principles to be considered in the assessment and describes the relevant planning policy framework included in the Planning authorities is adopted and other statutory plans.

For each route window there is:

- a description of the temporary and permanent works; - a baseline description of the listed buildings, conservation areas, townscape/landscape character and quality, relevant landscape designations and the location and sensitivity of potential visual receptors; - an assessment of the impact of the works on heritage and landscape resources and visual amenity including the proposed mitigation works to ensure that adverse impacts are minimised as far, as is reasonably practicable; - a summary table of the impacts; - details of any assumptions made about the scheme; - references.

Where there are predicted to be impacts on listed buildings, or where buildings within conservation areas are to be demolished, the report also sets out a description of the design development, explaining the reasons for the selection of the proposed scheme.

Volume 6 contains plans including Townscape Character Baseline mapping and Zones of Visual Influence (ZVI) plans for each route window

The potential for impacts on listed buildings as a result of settlement is dealt with separately in the report entitled“. Assessment of Settlement Impacts on the Built Heritage – Technical Report”. This report assesses the potential impacts of settlement caused by the construction of Crossrail on listed buildings and describes how any potentially significant impacts will be mitigated, so that no significant settlement impacts will be expected when the scheme is constructed.

Introduction 9 Crossrail Line 1 Assessment of Heritage and Landscape Impacts – Volume 2

2. Introduction To Volume 2

Volume 2 of the report covers route windows W25 to W1 from Maidenhead to the tunnel portal west of Station with a spur to Heathrow. Each route window is dealt with in a separate section in the remainder of this document. This introductory section sets out an overview of the scheme in the western section and section-wide issues.

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

Section 4 provides relevant extracts from planning policy guidance, in particular Planning Policy Guidance Note 15 (PPG 15) – Planning and the Historic Environment which sets out Government policy with regard to listed buildings, heritage and conservation areas.

This part of the route is located within the administrative areas of the Royal Borough of Windsor and Maidenhead, District Council and Slough Borough Council, the London Boroughs of , Ealing, Hammersmith and Fulham, Kensington and Chelsea and the City of Westminster. As the works on the western route are contained largely within the existing railway corridor there is little impact upon the local authorities’ planning policies. The exception to this is the works at Slough Station which involve the alteration of listed buildings. These would therefore would under normal arrangements need to comply with Slough Council’s policies on standards of design (Policy EN1), landscaping (Policy EN3), disabled access (Policy EN 8) and works affecting listed buildings and their settings (Policies EN14 and 16). The design has been developed carefully to meet the requirements of these policies.

Section 5 includes assessments by Chris Blandford Associates on route wide issues affecting the West route, in particular the impact of overhead electrification (OHLE) and works to bridges along the route and utilities works.

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

3. Description of the Scheme

3.1 Permanent Works

The Crossrail service will use only the existing Great Western relief lines (in normal operations). Additional new track will however, be provided at some locations. For example, a new line will be constructed over about 1 km between Langley and West Drayton, which will link existing (but upgraded) freight lines to its east and west so providing increased track capacity.

Crossrail’s major new structures or facilities include a new dive-under (rail underpass) at Acton (W4), a new flyover at Stockley in Hillingdon (W11) and new or remodelled sidings at Maidenhead (W25), West Drayton (W13) and Old Oak Common depot (W3). Crossrail will require, at several places, changes to the permanent way, such as new track or track realignment. It will also require new or extended station platforms to accommodate Crossrail’s 200 m long trains. At nine stations, improved facilities, including new or modified ticket halls, will be provided to accommodate the increased number of passengers from Crossrail.

Much of the Great Western Mainline (GWML) is not electrified: only the section between Paddington and the Stockley Road bridge in Hillingdon is electrified at present. The remainder of the route west of Stockley Road bridge will require the provision of new 25 kV AC overhead line equipment (OHLE), generally in the form of 6 m high gantries from which catenary wires and contact wires will be suspended. This in turn will require that some of the bridges on the route be raised or the track lowered beneath them. In some cases, bridges will be reconstructed completely. In other cases, bridge works will be more limited; for example, the raising of parapets (side walls) for public safety reasons.

3.2 Construction

Construction methods for each of the works are described in their route window; for example, with respect to construction of bridges, station buildings, stabling facilities and grade separated crossings. The construction works, where they take place on or near to the railway, may need to be undertaken during ‘possessions’, when the railway is closed to normal passenger and freight services. These possessions generally take place at night, at weekends or over public holidays.

Introduction 11 Crossrail Line 1 Assessment of Heritage and Landscape Impacts – Volume 2

Where time periods for the works are given in this chapter, they may be subject to alteration to accommodate possession planning requirements (ie times to be negotiated with the train companies and , when the works can be undertaken during temporary closure of the railway) and final commissioning, which may need to be completed for the corridor as a whole for constructing OHLE and platform extensions are much the same wherever they are undertaken and so, for brevity, are described once here.

Construction of OHLE will require that ground bearing or piled foundations be installed using rail-mounted machinery or by hand. Masts (which will have a bolted base) and electrical equipment will be installed generally from the rail. Materials will be delivered by rail or road as appropriate.

Plant and equipment required for construction of OHLE will include a mini digger, piling rigs, concreting plant, diesel locomotives and wagons, a vibrating poker, generators, road/rail cranes and hand held plant.

Platform extensions, which will be undertaken at 13 stations, will involve: - break out and removal of existing surfaces and ramps; - excavation and construction of foundations using piling where appropriate; - construction of platforms using crosswalls and pre-cast concrete planks; - fitting of reinforced concrete screed, copings and paving, fitting of tactile strips and levelling of the surface; - installation of lighting and drainage; and - adjustment of track alignments, if required.

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

Subject to possession planning requirements and excluding final commissioning, platform extensions will generally take between one and three months to complete.

Enabling works will be required prior to the main construction works. These may take up to 12 months at each site, although at locations where only minor enabling works are required the durations of these works could be much shorter.

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

4. PPG 15 Principles

The relevant statute for listed buildings, conservation areas, historic parks and gardens and the wider historic environment is the Planning (Listed Buildings and Conservation Areas) Act 1990. The National Planning Policy Guidance document is Planning Policy Guidance Note 15: Planning and the Historic Environment (PPG15) (1994). PPG15 must be taken into account by Local Planning Authorities in preparing development plans as it is material to decisions on individual planning applications.

What is included?

- The listed building itself; - Any structure or erection fixed to the building (not free standing) and any part of a building is included in listing; and, - Any object that forms part of the land and has done so before July 1st 1948 is defined as within the curtilage and is included in the listing,

4.1 Listed building consent: Demolition and alterations

There is a general presumption in favour of the preservation of listed buildings. Their preservation is ensured through the requirement for listed building consent to be granted by the Local Planning Authority. When determining applications for listed building consent Local Planning Authorities ‘Should have special regard to the desirability of preserving the building or its setting or any feature of special architectural or historic interest which it possesses’ (1990 Act s 16). The issues that are generally relevant in the determination of all listed building consent applications are explained in PPG15 (3.5, I-IV). They comprise:

- The architectural, historic importance or rarity of the building; - The particular physical features of the building; - The buildings setting and its contribution to the local scene; and, - The extent to which the proposed works would bring substantial benefits to the community.

(PPG15, 3.19) points out that only very occasionally are there cases ‘where demolition is unavoidable’. To obtain listed building consent for demolition there must be ‘Clear and convincing evidence that all reasonable efforts have been made to sustain existing uses or find viable new uses’ (PPG15, 3.17).

Introduction 13 Crossrail Line 1 Assessment of Heritage and Landscape Impacts – Volume 2

Where proposed works would result in the total or substantial demolition of the listed building the Local Planning Authority would be expected to take into account PPG15, 3.19 regarding the:

- Condition of the building and cost of repair; - Adequacy of efforts made to retain the building in use; and, - Alternative proposals for the Site.

Consent for demolition should not be granted unless it is certain that new development will proceed, (PPG15, Annex B5) and if this is the case a month should be allowed for records to be made (PPG15, Annex B4).

4.2 Control over demolition: Conservation Area Consent

Where the demolition of a building within a conservation area is proposed, it is necessary to seek Conservation Area Consent, in addition to planning permission. In determining applications for Conservation Area Consent, local planning authorities should ‘clearly take account of the part played in the architectural or historic interest of the area by the building […] and in particular of the wider effects of demolition on the building’s surroundings and on the conservation area as a whole’ (PPG 15, 4.26).

For buildings which make a positive contribution to the character and appearance of the conservation area there is a presumption in favour of their retention. Consent for demolition should be determined according to the same criteria as are applied to listed buildings (PPG15, 4.27). Where a building makes little or no contribution, the local authority will need to have full information about what is proposed for the site after demolition.

Where ‘buildings make no positive contribution to, or actually detract from, the character or appearance of the area, their replacement should be [seen as] a stimulus to imaginative, high quality design and […] as an opportunity to enhance the area’ (PPG15, 4.17).

4.3 Setting of Listed Buildings

Local planning authorities considering applications for planning permission are required to have regard to the desirability of preserving the setting of nearby listed buildings (PPG15, 2.16). Authorities are also required to consider ‘development proposals which are outside the conservation area but would affect its setting, or views into or out of the area.’ (PPG15, 4.14).

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

5. Generic Works

5.1 Bridge Works

5.1.1 Introduction

This section has been produced with the aim of defining the scope and extent of the studies required to assess the landscape / townscape impacts of the bridge works proposals at Southall Station W8 and along the Stockley flyover to Maidenhead section (W12 to W25) of the Western route section.

The report set out in tableform (Table 5.1) the location of the bridges, the proposed works to each bridge, the likely landscape / townscape issues, impact receptors, an assessment in broad terms of the townscape impacts and also an assessment of the impacts on visual amenity. An assessment of the overall likely impact and its significance is also assessed. Those bridge works that have been identified as potentially “significant” have been assessed in detail in the individual route window technical reports. The assessment methodology used follows the methodology set out in Volume 1 of this report.

Introduction 15

16 Assessment ofHeritage and Landscape Impacts –Volume2 Crossrail Line 1 Table 5.1: Scoping of Bridge Works in the Western Route Section Assessment of Impacts Route Bridge / Townscape Visual Amenity Potential Overall Works Issues Window Location Magnitude of Magnitude of Significance Sensitivity Sensitivity Change Change Minor alterations to Commercial/Business and the supports due to Community facilities to the Moderate Negligible the proposed north Merrick Southall platform Station and platforms to the W8 Low Low Moderate Negligible Not Significant Footbridge works. Bridge west structure will Business uses to the south Low Negligible remain as presently Rail Corridor and Southall Low Negligible exist. Sidings to east Residential to south-west – High Moderate views 20/30m Old Bridge demolition. Stockley Commercial /Business – W12 Construction of new Low Moderate Moderate Moderate Significant Road north / east south and west. bridge. bridge to the Moderate Moderate north – 50m Adjoins business/commercial Moderate Low to south-west Business/commercial to north Kingston Moderate Moderate Lane bridge Bridge demolition Housing to south-east (Holly W12-13 (public and construction of Gardens) within 100m Low Moderate Significant footpath / new bridge. Grand Union Canal to the cycleway) north – 20m. Substantial Moderate Moderate vegetation surrounds bridge and embankment to east

Introduction

Introduction Assessment of Heritage and Landscape Impacts –Volume2 Crossrail Line 1

Assessment of Impacts Route Bridge / Townscape Visual Amenity Potential Overall Works Issues Window Location Magnitude Magnitude of Significance Sensitivity Sensitivity of Change Change Residential properties to Reconstruction of Moderate High south-west and south. Iver Iver Thorney Lane Open countryside / Greenbelt Thorney road bridge “off to north-east and south Moderate High W14 Lane line” to 4780mm Low High Significant (east) Colne Valley Park. Bridge and clearance. Loss of openness (temporary Footbridge Demolition of - - existing bridge impact) Loss of vegetation north and south Replacement of Potential views from W14 Footbridge Low Low High Low Not significant footbridge parapets adjoining properties Rural / open countryside Moderate Moderate Existing bridge to Greenbelt Colne Valley Park. be demolished. Views from public footpath High Moderate Dog Kennel W15 Temporary Bison works to the north-east Low Moderate Significant Bridge construction areas Mansion Caravan Park to Low Moderate to the south. north west Loss of rail-side vegetation. _ _ Construction on Rural / open countryside to Moderate Moderate new section of rail north-east and south-east. bridge adjacent to Low (due to Greenbelt Colne Valley Park existing. New screening Residential development to Moderate abutments / piling effect of Chequers west and south-west. W15 works temporary Low Moderate embankment) Significant Bridge construction areas Low (due to Chequers Cottage – north side of line. screening immediately adjoins south- High Culvert extensions effect of side of existing bridge. and ditch works. embankment) Vegetation removal

17

18 Assessment ofHeritage and Landscape Impacts –Volume2 Crossrail Line 1

Assessment of Impacts Route Bridge / Townscape Visual Amenity Potential Overall Works Issues Window Location Magnitude Magnitude Significance Sensitivity Sensitivity of Change of Change Loss of vegetation Lane take Low (due to High construction area. screening) Langley, Residential development to Trenches Reconstruction of south-west and south-east Moderate Moderate Bridge Bridge for 4780mm with potential views (cycleway / clearance. Open land to north-east Low Moderate Not significant W17 footpath) Low Moderate Construction Low (due to (National Grand Union Canal 50m to compound to the Moderate Cycle distance and north-east. north Network screening) Route 61) Loss of vegetation on embankment for access _ _ purposes Residential development to High and Moderate (due south-west and south-east – Moderate to screening) 20/30m. Commercial / Business to the Low Low Reconstruction of north-west and north-east. Langley bridge for 4780mm Low (due to Grand Union Canal to the Church clearance. Moderate distance and north 140m Lane Construction screening) W17 Low Moderate Not significant Bridge (St compound to the St Mary’s Church/Road Low (due to High Mary’s south-west. Bridge Conservation distance) Road) – traffic light Loss of roadside and _ _ controlled. trackside vegetation Views towards temporary construction compound from Low / Moderate properties adjacent to Moderate recreation ground

Introduction

Introduction Assessment of Heritage and Landscape Impacts –Volume2 Crossrail Line 1

Assessment of Impacts Route Bridge / Townscape Visual Amenity Potential Overall Works Issues Window Location Magnitude Magnitude of Significance Sensitivity Sensitivity of Change Change Residential development to High / Moderate (due south-east. Moderate to screening) Commercial / Business use Reconstruction of Low Moderate to north-east. bridge for 4780mm Public Open Space use to Moderate (due clearance. High Middlegreen north-west. to screening) W17 Construction Low Moderate Significant Road Bridge compound to the Public Open Space and Moderate Low/Moderate north-west in wood to south-west with playing field. Nature Conservation Interest. Views from residential High / Low / properties and areas of Moderate Moderate Public Open Space. Residential development to the south-east, south-west High Low and north-east. Mosque 20 to the south-west Low Low Commercial / business to the Track lowering. north-west. Public Open Replacement of High Low Space / playing field to the parapets. east / south-east. Temporary scaffolding works. Views from residential Slough Construction work properties and Public Open W18 Low Low Not significant areas north-west Space. _ _ Road Bridge and north-east. Loss of vegetation on bridge Construction embankments compound to the north-west or north- Low (due to east. Potential temporary temporary disturbance to Public Open High nature of Space users. compound) 19

20 Assessment ofHeritage and Landscape Impacts –Volume2 Crossrail Line 1 Assessment of Impacts Route Bridge / Townscape Visual Amenity Potential Overall Works Issues Window Location Magnitude Magnitude of Significance Sensitivity Sensitivity of Change Change Commercial / business developments to the north- Moderate Moderate west and north-east. Car park to the north-west. Office to the south-east – 20 Moderate Moderate metres. Reconstruction of Residential development to bridge for 4780mm Low (due to the south-east and south- High Clearance / parapet screening) west. Slough raising and coping. Moderate / W18 Wexham Construction Potential temporary Low Moderate Significant Low (due to Road Bridge compound to the disturbance to residential High temporary south-west or development if compound nature of north-west. Bridge located to south-west. compound) closure 1 week Loss of vegetation on bridge _ _ embankments. Low (due to Potential disturbance to user temporary Moderate of car park to north-west nature of compound) Slough Station and footbridge to the east Grade Moderate Low II listed building. Effects on Minor works. setting of listed buildings. Parapet raising and Commercial/business uses to Low / Slough, coping. the north. Views from office Low Moderate W18 William Construction developments Moderate Low Not significant Street Bridge compound in car park to south-west Residential development also Low (due to and north-east to north-west – 100 + metres distance and

Introduction High and south-east (Richmond intervening Crescent). development)

Introduction Assessment of Heritage and Landscape Impacts –Volume2 Crossrail Line 1 Assessment of Impacts Route Bridge / Townscape Visual Amenity Potential Overall Works Issues Window Location Magnitude Magnitude of Significance Sensitivity Sensitivity of Change Change Residential development to Low (due to High the south-east – 40 metres. screening) Raising Public Open Space / High / Low (due to superstructure, Slough, Park to the south-west. moderate screening) parapets and Stoke Poges Commercial / business uses coping. Parapet Lane Bridge to the north-east (Horlicks Low / Low Low W19 modifications to Low Not significant and Stoke factory). Moderate footbridge. Poges Lane Residential development to Reprofiling road. Low (due to Footbridge north-west. 5-storey flats on Removal of existing High screening and Simpsons Way / Pickford vegetation. distance) Gardens-50 metres. Loss of trackside vegetation. - - Business / commercial Slough Parapet repairs, Development to north-west, Low / W19 Farnham coping and possible north-east, south-east and Low Low Low Not significant Moderate Road Bridge reprofiling road. south-west (part of Slough Trading Estate). Business / commercial development either side of Reconstruction of rail corridor – warehousing – Bridge. 30 metres to north-west Construction Slough Leigh MG/Rover car service/parts Low / W20 compound in car Low Low Moderate Not significant Road Bridge centre and car park to the Moderate park to south-east south. Offices to the north- Bridge closure 1 east and north-west. Views week from adjoining business/ commercial properties. 21

22 Assessment ofHeritage and Landscape Impacts –Volume2 Crossrail Line 1 Assessment of Impacts Route Bridge / Townscape Visual Amenity Potential Overall Works Issues Window Location Magnitude Magnitude of Significance Sensitivity Sensitivity of Change Change Business / commercial development either side of rail corridor. B&Q warehouse to south- Minor works. west. Parapet raising and Courier depot/type repair Slough coping. workshop to south-east. Low / W20 Dover Road Construction Low Low Low Not significant 2-storey computer repair Moderate Bridge compound within centre to north-east. central reservation Vacant warehouse to north- of Dover Road west – car dealership and car park beyond-40 metres. Views from adjoining bus/com properties. W21 & No bridge ------W22 works. Rural/well treed location. Raising parapets Playing field to north. and other minor Taplow Residential property (flat) to works. Low / W23 Station north-east. Station car park Low Low Low Not significant Construction Moderate footbridge to south. Caravan / camper compound in van retailer to south-west. Station car park. Enclose field to south-east. W24/ No bridge ------W25 works.

Introduction

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

5.1.2 Principal Findings and Conclusions

The preliminary townscape / landscape and visual impact assessment for the bridge works located at Southall (W8) and along the Stockley flyover to Maidenhead (W12 to W25) section of the route has not identified any locations / bridges where there would be impacts of particular importance on townscape / landscape resource or on surrounding visual amenity receptors as a result of the bridge works. The assessment however indicated that there are a number of bridges where the proposed work has the potential to result in significant adverse impacts. These locations / bridges are:

- W12 Old Stockley Road Bridge - W12-W13 Kingston Lane Bridge - W14 Iver Thorney Lane Bridge - W15 Dog Kennel Lane - W15 Hollow Hill Lane / Chequers Bridge - W17 Langley, Down (Middlegreen Road) Bridge - W18 Slough Wexham Road Bridge

The conclusions of this preliminary study are that the majority (10) of the bridge and works proposals could be “scoped out” of the Crossrail Environment Statement as the impacts on visual amenity receptors and landscape / townscape character are not predicted to be significant and that there are seven locations identified in this study that warrant detailed assessment of landscape / townscape impacts in the Environment Impact Assessment.

5.1.3 References

ES Route Windows W8 to W25 ES Scheme Description Parliamentary Plan Sheets

Introduction 23 Crossrail Line 1 Assessment of Heritage and Landscape Impacts – Volume 2

5.1.4 Assumptions

- It is assumed that all bridges will be replaced / rebuilt as set out in the scheme description with detail as indicated in the Construction Planning Reports.

5.2 OHLE works

5.2.1 Introduction

This section has been produced with the aim of defining the scope and extent of the studies required to assess the landscape / townscape impacts of the OHLE proposals as part of the Crossrail Environmental Impact Assessment. It sets out the findings of a preliminary landscape / townscape appraisal of the OHLE proposals and includes, in broad terms, the assessment methodology which has been utilised for this preliminary assessment study.

Effective scoping, in consultation with relevant external bodies and at an appropriate stage, provides necessary reassurance to all parties that the assessment process will address all significant issues / impacts. It also ensures that “non issues” are identified early and scoped out.

This section sets out the findings of a preliminary Landscape and Townscape Impact Assessment of the permanent works associated with the OHLE. It does not address the impacts of the construction works or use of the temporary work sites.

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

Separate assessments and reports are to be prepared relating to the bridge alterations / rebuilding works and the temporary and permanent works to the stations. This scoping / preliminary assessment report does not take account of the potential for track lowering or seeking dispensation from the railway authority to allow a lower than normal distance between the OHLE and the underside of bridges.

This section also includes a preliminary landscape / townscape impact assessment of the Switchgear Enclosures and Substations at Maidenhead (W25), Slough (W18) and Iver (W14).

The methodology for undertaking this study has been proposed at a broad level and the study has been carried out to identify the likely significant impacts of the OHLE and to “scope out” sections of the OHLE, where it is considered there would not be significant impacts and further more detailed baseline surveys and impact assessment work would not be required.

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

Stage 1 – Data Collection and Review including:

- review relevant sections of the ES Scheme Description where the OHLE works are proposed; - review reports in the context of the Parliamentary Plan Sheets 321 to 345; - review of detailed levels information and aerial photographs.

Stage 2 – Landscape / Townscape Mapping including:

Identify and plot the following: - main land uses: Residential / Business / Industrial / Open Spaces and Open Countryside; - any screening features e.g. line side vegetation, industrial buildings; - landscape planning designations: Green Belt / Special Countryside Designations / Conservation Areas / Areas of Local Landscape Character / Historic Parks and Gardens / National Recreation Trails and Paths; - the “broad” visual envelope or ZVI of the OHLE.

Introduction 25 Crossrail Line 1 Assessment of Heritage and Landscape Impacts – Volume 2

Stage 3 – Identification of Character Areas:

- Based on the above mapping and preliminary site inspections, general / typical character areas are identified; - Select representative locations (section of the line) that reflect the character of the railway corridor and surrounding area, such as Industrial / Business / Commercial, Residential, Mixed Use, Open Spaces and Rural Areas.

Stage 4 – Assessment of Landscape Sensitivity:

- Assess the sensitivity of each representative section of track / OHLE and identify in broad-brush terms, the visual amenity receptors, categorising them into representative groups.

Stage 5 – Evaluation and Reporting:

- Synthesis of desk and preliminary field assessments; - Report findings and overall conclusions. - 5.2.2 Landscape / Townscape Character Baseline

Local Context

The proposed OHLE section extends approximately 18 kilometres from Maidenhead Station eastwards to a point just to the east of Stockley Road bridge, West Drayton. The route is located within the Royal Borough of Windsor and Maidenhead, the Borough of Slough, South Bucks District and the London Borough of Hillingdon. The rail corridor from Maidenhead to West Drayton comprises a four-track route lying at grade, or on slight embankment within the built up area of West Drayton.

The Landscape / Townscape Baseline Plans for the West Drayton to Maidenhead OHLE Drawing No.1E0416-W-1E00-E00-F-00013 to 1E0416-W1E00-E00-F-000024 inclusive, identify the main land uses, line side vegetation, embankments and cuttings and the landscape planning designations that relate to the route corridor and its surroundings.

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

The section of the rail corridor between the Maidenhead Bridge Viaduct and Maidenhead Station (W24 and W25) is approximately 1.8 kilometres in length and lies within the built up area of Maidenhead. This stretch of railway lies on a high embankment approximately 6 to 10 metres in height with a number of underbridges, Oldfield Road, Forlease Road and King Street / Braywick Road, and a local stream / brook passing beneath the railway line. The land uses around Maidenhead Station and to the south of the railway between Oldfield Road and the station are generally industrial / business and office developments. The remaining sections of the route are contained by residential housing development of terraced housing, semi-detached dwellings and detached houses with rear gardens backing onto the railway corridor. The extent of vegetation located along this section of the route is good with belts of mature tall trees and understorey planting located on the embankment slopes which generally contains views towards and from the railway line and will restrict views towards the proposed OHLE from adjoining business / industrial areas, housing areas and users of local roads and footpaths.

To the west of Slough (W23 and part of W24), the rail corridor crosses an area of open countryside and Metropolitan Green Belt containing areas of residential development either side of the A4 Bath Road. To the north of the rail corridor, is an area of detached houses and blocks of flats served off River Road and Ellington Road, hotel, a country club and grounds, garages, public house, sports grounds and pitches and horse paddocks. Parts of this area either side of the are designated the Maidenhead and Guards Club Island / Taplow Riverside Conservation Areas. To the south of the railway line, is an area of large detached houses served off Chauntry Road and Close, River Road and Amerden Lane, and a ribbon of housing development located on Marsh Lane. Also included within this area is Thames Valley Adventure Playground, a number of lakes, horse paddocks and arable fields. The rail corridor lies on an embankment between 2 to 7.3 metres in height. There is a bridge over the and the Maidenhead Railway Bridge (Grade II* listed structure) over the River Thames. To the north-west of the Maidenhead Railway Bridge is located Guards Club Park and Island, a small open grass area and tree fronting the River Thames. To the north of the rail corridor at this point is Maidenhead Road Bridge (Grade I listed structure). This section of the rail corridor is well vegetated with mature tall trees and understorey planting located on the embankment slopes which extends westwards from Taplow Station to the River Thames / Maidenhead Railway Bridge. This vegetation generally contains views towards and from the railway line and would restrict views towards the proposed OHLE from adjoining housing and users of and local roads.

Introduction 27 Crossrail Line 1 Assessment of Heritage and Landscape Impacts – Volume 2

The section of the rail corridor between Chequers Underbridge and Taplow Station (W16 to W23) is approximately 9.3 kilometres in length and lies within the built up area of Slough, although the western portion of the town (west of Lent Rise Road) is located within South Bucks District. Located along this section are Langley Station, Slough Station, and Burnham Station and a number of bridge structures including Trenches Bridge, Church Lane Bridge (St Mary’s Road), Middlegreen Road Bridge and Pipe Bridge, Uxbridge Road Bridge, Wexham Road Bridge, William Street Bridge, Stoke Poges Lane Bridge and footbridge, Farnham Road Bridge, Leigh Road Bridge and Dover Road Bridge. This stretch of railway line generally lies at grade or on embankment with the adjoining development lying at approximately the same level as the railway. To the east of Langley Station, the railway lies on embankment up to four metres in height. However to the south of the corridor is a high earth bund which screens the majority of views from the adjoining housing.

There are a few short sections of the rail corridor through Slough, which adjoin areas of public open space such as Springfield Recreation Ground, Ravens Field Park, Goodman Park, Locks Garden cemetery and adjoining school playing fields, Salt Hill Park (Pleasure Grounds) and Compton Court Park near Burnham Station. However, the remainder of the route through the town is contained by areas of residential housing development (backing on to the rail corridor) and industrial / office and business park developments including ICI paints works, the Horlicks factory, Middlegreen Trading Estate, Langley Business Park, Canal Industrial Estate and Oil depot, and Slough Trading Estate. The majority of the residential development is two storey housing with rear gardens backing on to the railway boundary fence with a few three and four storey developments / flats such as Sandringham Court and Missenden Garden, which have communal amenity space and garages or car parking areas adjoining the railway. The industrial and business park developments that adjoin the rail corridor comprise large scale warehouse buildings with blank walls facing the line whilst the business / office development situated near Slough Station and within the ICI paints complex are up to four storeys in height with windows overlooking the railway.

The extent of mature tree and shrub vegetation within and adjoining the rail corridor varies. The central sections of the route near Slough Station (W18) contain relatively few areas of vegetation which allow direct and open views from the adjoining offices and Business park developments. To the east of Uxbridge Road bridge (W16 / W17 / W18) the amount of vegetation increases markedly with belts of mature trees and areas of scrub lying on the edge of the rail corridor and in adjoining business park developments, and within the rear gardens of adjacent houses. This vegetation provides screening and restricts views towards the railway and proposed OHLE, mainly to oblique views.

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

To the west of Slough Station and William Street Road Bridge, there are good belts of mature trees located on the southern boundary of the rail corridor and within the rear garden of properties and within Salt Hill Park. These limit and restrict some views towards the railway and proposed OHLE. There are a limited areas of vegetation to the north near the Horlicks factory and rail sidings to the west of Stoke Poges Lane bridge.

To the west of Farnham Road (W20), vegetation tends to be intermittent either side of the rail corridor with Slough Trading Estate (lying to the north and south of the corridor), buildings generally containing and restricting views. To the west of Dover Road bridge (W20 / W21 / W22), the extent of vegetation increases markedly with belts of mature trees and areas of scrub located on the edge of the rail corridor and within the rear gardens of adjacent residential areas. This vegetation provides screening and limits views towards the railway and proposed OHLE, generally to oblique views from the upper storeys of the houses.

To the east of Slough up to Richings Park, the rail corridor crosses an area of open countryside and Metropolitan Green Belt in shallow cutting and on a low embankment. Along this section of the corridor, mature trees and scrub are located on the slope forming a discontinuous belt allowing open short and long distance views to be obtained towards the railway lines from areas to the north and south and vice versa. To the north of the tracks lies a large open arable field, the Bison Works including warehousing, outdoor storage areas and cranes, and the Mansion Caravan and Mobile Home Site adjacent to the Grand Union Canal (). To the south of the line, the land comprises a number of large and very large open arable fields extending southwards to North Park Road and Richings Park Golf Course. To the west side of this route window, is the built up edge of Slough and housing fronting Market Lane. This lane passes under the railway at Chequers Bridge.

To the north of Richings Park and west of Thorney Lane bridge (W14), the rail corridor is contained by a shallow, well vegetated cutting with the residential areas of Richings Park backing onto the top of the cutting to the south. To the north, lies an area of woodland / scrub and rough grassland and the access road leading to the Bison Works. Within this section of the route is located Iver Station with car parking and access obtained from Bathurst Walk.

Introduction 29 Crossrail Line 1 Assessment of Heritage and Landscape Impacts – Volume 2

To the west of West Drayton (W14), the corridor crosses an area of open countryside and Metropolitan Green Belt, containing urban fringe uses and landscape features including Thorney Park Golf Course, a small area of lakes and individual residential properties to the south, and Thames Water Sewage Works and extensive area of open and enclose lakes occupying former gravel working to the north. The rail corridor lies on a low embankment to the east side of the route window and passes into a shallow cutting with the and Thorney Lane road bridge crossing the railway near Richings Park and Iver Station. Areas of mature tree and scrub vegetation lie on the slopes of the embankment and cutting, forming an intermittent tree screen with belts of trees and individual tree planting lying within the golf course and surrounding the lake areas to the north and south. This vegetation generally contains views to and from the railway line close to the track corridor. The Colne Valley Way crosses under the railway line close to the Thames Water Sewage Works.

The eastern most section of OHLE is within Route Window W13 and includes West Drayton Station, an area of extensive open air storage and industrial use to the north of the track and residential development comprising mainly two storey modern housing to the south. Areas of existing mature vegetation and scrub lie to the edges of the rail corridor or in rear gardens, which screen and restrict views.

Character Areas

The Zone of Visual Influence and Character Area Plans for the West Drayton to Maidenhead OHLE (West Sub Section W300/W400 and W500), Drawing Nos.1/316-W1E00-E00-F- 01003, 1/316-W1E00-E00-F-01004 and 1/316-W1E00-E00-F-01005 identify the character areas along the rail corridor.

The baseline assessment based on desk-top studies and site inspections, indicates that the route corridor can be split into five representative character areas. These character areas and their key characteristics are as follows:

Industrial / Business / Commercial Areas – the key characteristics are: - the land uses generally contain and enclose the rail corridor; - railway corridor is generally at grade or on embankment; - adjoining buildings generally backing onto the rail corridor; - rear façades of industrial / warehouses building are blank or contain few windows; - office or business park style buildings vary in height and usually include a number of windows facing the railway corridor;

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

- vegetation within and adjoining the corridor varies from sections with little or discontinuous planting and are open, such as in Slough (W18 to W20), to sections that are well vegetated and enclosed, such as within Maidenhead (W24 and W25); - views towards the railway are typically from rear service areas, glimpsed views between buildings, from the upper storeys of office blocks or from bridges crossing the line; and - generally the townscape quality of these areas is low.

Residential Areas – the key characteristics are: - the land uses generally contain and enclose the rail corridor; - level of railway corridor varies, from cutting, at grade or embankment; - housing generally backing onto railway with rear gardens extending up to the railway boundary; - housing comprises mainly two storey dwellings as terraced houses or semi-detached dwellings; - includes some areas of three or four storey apartment buildings or blocks of flats; - upper storey windows overlooking rail corridor; - vegetation within and adjoining the rail corridor generally good providing a visual screen to direct views; - views towards the railway are typically oblique views and glimpsed views through belts of trees; and - typically the townscape quality of these areas is moderate.

Mixed Use Areas – these areas consist of a combination of the key characteristics of Industrial / Business / Commercial and Residential Character Areas with neither of these land uses / character areas forming the dominant character along any section of track.

Open Spaces – these areas are limited along the rail corridor. The key characteristics are: - typically open land consisting of maintained grassed areas, trees and shrub planting; - areas in recreational use including amenity areas, parks, playgrounds and sports pitches; - peripheral belts of tree planting containing and enclosing the spaces; - vegetation within and adjoining the corridor is generally good providing a visual screen; - level of railway corridor varies;

Introduction 31 Crossrail Line 1 Assessment of Heritage and Landscape Impacts – Volume 2

- views towards the railway are generally restricted but open direct views can be obtained; and - typically these areas have a moderate townscape quality.

Rural Areas – the key characteristics are: - open countryside uses with some urban fringe influences; - patchwork of agricultural fields in pasture / arable use; - hedgerows, individual tree belts and woodlands; - golf courses, sport grounds and horse paddocks; - lakes, water bodies and rivers; - open short to long distance views within the landscape; - network of local roads and public footpaths; - dispersed pattern of housing mainly associated with road network; - vegetation within and adjoining the rail corridor typically mature trees forming intermittent screens; - containment of the rail corridor is limited generally with long distance views towards the line possible; - typically these areas have a moderate landscape quality.

Landscape Planning Designations

The majority of the route corridor lies within either urban areas (13.6 kilometres) or within the settlement boundaries of Maidenhead (W24 and W25), Slough (W16 to W22) and West Drayton (W13). A short section (740 metres) of the route adjoins the settlement boundary of Rickings Park (W14 and W15).

The remainder of the corridor is located within open countryside (3.68 kilometres) which is designated as Metropolitan Green Belt. The sections of route to the east of Slough (W13/W14 and W15), to the east and west of Iver Station and Rickings Park also lie within the Colne Valley Country Park. The rail corridor is crossed by two long distance recreational paths, the Colne Valley Way (W14) and Thames Path (W24).

There are five Conservation Areas in the vicinity of the rail corridor. The Maidenhead Bridge and Guards Club Island Conservation Area is located on the west side of the River Thames and the Taplow Riverside Conservation Area is located on the east side of the River Thames.

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

Both these Conservation Areas lie close to the rail corridor on the edge of Maidenhead (W24) and includes two short sections of railway line and the abutment of the Maidenhead Railway Bridge. The St Bernard’s School Conservation Area is some 180 metres to the south of the rail corridor and Sussex Place / Clifton Road Conservation Area is some 320 metres also to the south in Slough (W18). The St Mary’s Church Conservation Area is located some 100 metres to the south of the rail corridor in east Slough (W17).

There are a number of listed buildings and structures located within the ZVI of the OHLE structures. These include:

Maidenhead House, Westbury Fishery Road – Grade II Maidenhead Railway Bridge – Grade II* Footbridge and Lodge, Guards Club Road – Grade II Oldfield, Guards Club Road – Grade II Maidenhead Bridge – Grade I 160 Bridge Road – Grade II Oldfield Lodge, 156 Bridge Road – Grade II* Clocktower Station Approach (East End) – Grade II

Slough Slough Station – Booking Hall, Booking Office and Travel Centre, Island Platform Building, Railway Terrace – all Grade II

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

There is one Special Landscape Area (SLA) which adjoins the rail corridor between Maidenhead and Taplow Station (W23) and a further SLA is some 100 metres to the north of the rail corridor at Berry Hill. There is one English Heritage Park and Garden of Special Historic Interest in the vicinity of the route corridor, this is Berry Hill Park (W23) and is located some 100 metres to the north of the railway. There are several Sites of Nature Conservation Interest close to the rail corridor in the Colne Valley (W13), on the eastern edge of Slough (W15) and within Slough itself (W17 and W19). However, none of the railway corridor itself is designated a SNCI.

Introduction 33 Crossrail Line 1 Assessment of Heritage and Landscape Impacts – Volume 2

Approximate Zone of Visual Influence

The Zone of Visual Influence and Character Areas for the West Drayton to Maidenhead OHLE (W12 to W25) Drawing No.1/316-W1E00-E00-F-01003 to 01005 inclusive, identify the approximate ZVI of the proposed OHLE. These plans illustrate how the ZVI varies along the route, reflecting the extent of built development and vegetation in close proximity to the rail corridor and which create limitations to longer range views of the proposed OHLE.

Within the urban areas and where there is a good belt of vegetation adjoining the railway or the line is in cutting, the ZVI extends between 100 to 200 metres to the north and south of the line. Visual receptor consist predominantly of users of residential properties. Views are obtained from rear gardens, external areas associated with the Industrial / Business Parks and workers in Office / Commercial buildings. The nearest and most open views of the proposed OHLE would be gained from users of the stations and bridges over the rail corridor.

The visibility of the railway and proposed OHLE where the route crosses Rural Character Areas (Colne Valley and east of Slough – W14 and between Maidenhead and Slough – W23 and W24) extends up to 1.0 kilometres to the north and 1.0 kilometre to the south of the railway line. In these areas the visual receptors consist of users of the local road network, public rights of way and long distance recreational paths, such as walkers and horse riders, some residential properties and agricultural workers.

5.2.3 Sensitivity of Landscape / Townscape to Change

The majority of the Maidenhead to West Drayton OHLE route lies within the built up areas of Maidenhead, Slough and West Drayton (i.e. the Industrial / Business / Commercial Character Areas, Residential Character Areas and Mixed Use Character Areas) where the townscape quality of these areas is typically low. There are a number of listed buildings and structures along the route corridor. There is two Conservation Areas and a number of listed structures situated at the River Thames crossing where the landscape and townscape quality is high. Elsewhere the route crosses Open Space / Rural Character Areas which are of moderate landscape quality.

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

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

Industrial / Business / Commercial Areas – low sensitivity to change overall Residential Areas – moderate sensitivity to change overall Mixed Use Areas – low sensitivity to change overall Open Space Areas – moderate sensitivity to change overall Rural Areas – moderate sensitivity to change overall.

The River Thames Maidenhead Bridge Viaduct and adjoining Conservation Area(s) have a moderate sensitivity to change. The Maidenhead Bridge Grade I listed structure is also found within this locality and has a high sensitivity to change.

The Character Areas identified along the route corridor include a range of visual receptors and opportunities for views. Table 5.2 below identifies the representative groups of receptors which would obtain views of the proposed OHLE. The table also identifies the typical views obtained and the sensitivity of receptors

Introduction 35

36 Assessment ofHeritage and Landscape Impacts –Volume2 Crossrail Line 1 Table 5.2: Visual Amenity Receptors for West Drayton to Maidenhead OHLE

SENSITIVITY OF REPRESENTATIVE RECEPTOR GROUP TYPE OF VIEW RECEPTORS 1.0 Industrial / Business / Commercial Areas Users of stations Views from platform level and ground level Low Pedestrian and road users Generally glimpsed views at ground level Low Elevated viewpoint looking down and along Users of road bridges and footbridges Moderate corridor Office workers and visitors to commercial / retail properties Ground floor and upper storeys Moderate

2.0 Residential Areas Users of stations Views from platform level and ground level Low Pedestrian and road users Direct and oblique views at ground level Low Elevated viewpoints looking down and along Users of road bridges and footbridges Moderate corridor Direct and oblique views from ground level and Residents and occupiers of adjoining houses High and moderate upper storeys 3.0 Mixed Use Areas Users of stations Views from platform level and ground level Low Pedestrian and road users Direct and oblique views at ground level Low Elevated viewpoints looking down and along Users of road bridges and footbridges Moderate corridor Direct and oblique views from ground level and Resident and occupiers of adjoining houses High and moderate upper storeys Office workers and visitors to commercial / retail Ground floor and upper storeys Moderate properties

Introduction 4.0 Open Spaces Walkers and pedestrian users Views from ground level and paths High Users of sport pitches and activities Views from ground level and pitches Moderate

Introduction Assessment ofHeritage and Landscape Impacts –Volume2 Crossrail Line 1 5.0 Rural Areas Users of local roads – walkers / motorists Transient views from ground level Low Users of local footpaths and long distance recreational Views from ground level High routes close to railway Users of local footpath and long distance recreational Views from ground level Moderate and low routes from distant locations Agricultural Workers Views from ground level Low

Residents and occupiers of dwellings:

- close proximity Views from ground level and upper storeys High - distant positions Moderate Workers in industrial / commercial properties Views from ground level Low

37

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

5.2.4 Assessment of Landscape Impacts and Visual Amenity Impacts

Introduction

Potential impacts on the physical landscape, the setting of listed buildings / structures and the amenity of visual receptors are evaluated below.

Impacts on the Physical Landscape

There would be relatively few, if any, impacts on the physical landscape along the railway. The existing vegetation along the route is generally located on the slopes of embankments or cutting and is generally set back some distance from the edge of the track.

The permanent works would generally represent a low magnitude of impact on areas of landscape / townscape of low or moderate sensitivity and low or moderate quality, resulting in non-significant impacts on the physical landscape.

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

Impacts on the settings of Listed station buildings and bridge structures will be assessed separately for the Station Works and Bridge alterations and rebuilding works. There are a few listed buildings and structures along the route. The Maidenhead Bridge Viaduct is a Grade II* listed structure and the proposed OHLE will have a moderate or low magnitude of impact on setting of this structure of high sensitivity, resulting in a significant level of impact on its landscape / townscape character. No significant impacts are predicted on the Berry Hill listed historic parkland to the north-east of the Maidenhead Railway Bridge.

Maidenhead Bridge (Grade I structure) is located approximately 300 metres to the north of the railway line is partially screened by vegetation on Guards Club Island and the proposed OHLE will have a very low magnitude of impact on this structure of high sensitivity resulting in a significant level of impact on its landscape / townscape character.

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

Impacts on Visual Amenity

The preliminary Visual Appraisal of the Maidenhead to West Drayton section of OHLE indicates that the ZVI for the OHLE route is contained in close proximity to the railway corridor for the majority of the route. There are three areas however where the ZVI extends up to 1.0 kilometres away from the railway corridor. The preliminary visual appraisal also indicates that there is a wide variety of visual receptors along the route and these are typically with a low to moderate sensitivity.

The visual impact of the OHLE works relate mainly to views of the support structures and portal gantries holding the support cables and electrified overhead line. The cables and lines would generally have only a limited visual effect (i.e. at Maidenhead Railway Bridge) with the supports / gantries being the most noticeable features when viewed directly or at an oblique angle. However in these oblique views or when viewed from bridges over the rail corridor the OHLE portal gantries will be seen together as a series of portals down the length of the track and can be intrusive. With portals structures at 50 to 60 metre intervals the direct side on views will be less frequent than the more intrusive oblique views. For the majority of the route, the OHLE would be seen in the context of the existing industrial / business / commercial uses adjoining the corridor and would have a low magnitude of impact on a range of low and moderate sensitivity visual receptors, resulting in non-significant impacts.

In the Rural Character Areas the arrangement of the portal as descried above will lead to a greater magnitude of change, which is considered to be moderate on these moderately sensitive areas / visual receptors and this would result in a significant adverse impacts. Similarly, in the Open Space Character Areas, the magnitude of change would be moderate on the moderately sensitive areas / visual receptors. This would result in a significant adverse impact. However, this impact would only be experienced in a few instances along the route.

The magnitude and significance of visual impact of the OHLE works on the visual receptors in each group is identified in Table 5.3.

Introduction 39 Crossrail Line 1 Assessment of Heritage and Landscape Impacts – Volume 2

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

Character Area Typical Typical Potential Groups Sensitivity Magnitude Significance

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

Residential Low Low NSIG Receptors Moderate Low NSIG Mixed Use Low Low NSIG Receptors Moderate Low NSIG Open Space Moderate Low NSIG Receptors High Low SIG Low Moderate NSIG Rural Receptors Moderate Moderate SIG High Moderate SIG

It is predicted that, for the majority of the OHLE route, no significant adverse or beneficial impacts would be generated on visual amenity receivers or on local character areas as a result of the OHLE works. It is predicated that, for some sections of the OHLE within the Rural Character Areas, there would be locations where there would be potential significant adverse impacts on visual receptors.

Summary of Impacts

The preliminary landscape and visual impact assessment has not identified any adverse impacts of particular importance on townscape / landscape resources or on surrounding visual amenity receptors as a result of the proposed OHLE works. The assessment however indicates that there are a few sections of the route where potential significant adverse impacts on visual receptors and these sections are shown on the Zone of Visual Influence and Character Area Plan Drawing No.1/316-W1E00-E00-F-01003 to 01005.

These are: a) the River Thames Corridor focused on the Maidenhead Railway Bridge (Route Window W24); b) Taplow Station rural area extending eastwards from the Jubilee River bridge to Station Road Bridge (Route Window 23);

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

c) Slough to Richings Park / Iver Station rural area extending eastwards from the built up area of Slough up to the edge of Richings Park (Route Window W15); and, d) Iver to West Drayton rural area extending eastwards from the edge of Richings Park up to the edge of West Drayton (Route Window W14)

Consequently, more detailed asessment has been undertaken in these locations. This is reported in the relevant route window.

5.2.5 Principal Findings and Conclusions

The general public’s perception of an OHLE is one of a relatively small-scale feature frequently perceived as being a typical feature of a modern railway system. Whilst the OHLE would be seen in some direct and oblique views within the urban area (Industrial / Business / Commercial Character Areas, Residential Character Areas, and Mixed Use Character Areas). the trackside vegetation along these sections of the route would assist in screening views, particularly in locations which include evergreen trees and hedges. This results in the zone of visual influence of the proposed OHLE being generally close to the line and only short distance views of the OHLE would generally be available. In the rural areas, views would vary with short distance views and longer distance views up to 1.0 kilometres from the OHLE being possible.

The preliminary townscape / landscape and visual impact assessment of the West Drayton to Maidenhead (W13 to W24) route for the proposed OHLE has not identified any significant adverse impact(s) on townscape / landscape resource or on surrounding visual amenity receptor as a result of the works. The assessment however indicated that there are four rural locations where the OHLE works are likely to result in significant adverse impacts. These are: a) the River Thames Corridor focused on the Maidenhead Bridge Viaduct (Route Window W24); b) Taplow Station rural area extending eastwards from the Jubilee River bridge to Station Road Bridge (Route Window 23);

Introduction 41 Crossrail Line 1 Assessment of Heritage and Landscape Impacts – Volume 2

c) Slough to Richings Park / Iver Station rural area extending eastwards from the built up area of Slough up to the edge of Richings Park (Route Window W15); and, d) Iver to West Drayton rural area extending eastwards from the edge of Richings Park up to the edge of West Drayton (Route Window W14)

The conclusions of this study are that of the majority of the proposed OHLE could be “scoped out” of the Crossrail ES as the impacts of visual amenity receptors, character areas and the setting of listed buildings are not predicted to be significant and with the four locations identified in this study that warrant detailed assessment of landscape / townscape impacts in the Environmental Impact Assessment.

5.2.6 References

ES Route Windows W13 to W25 ES Scheme Description Parliamentary Plan Sheets

5.2.7 Assumptions

- OHLE is similar to gantries and cabling on the Heathrow Express Route i.e. up to 7.8 metres in height above rail level positioned assuming worst case about 50 to 60 metres apart and set at the edge of the trackside. - The OHLE is a relatively small-scale structure, frequently perceived as being a typical railway feature. - It is assumed that none of the existing trackside vegetation will be removed to install and operate the OHLE as the vegetation along the rail corridor has recently been cut back as part of the normal railway maintenance operations and requirements. - That all works will be undertaken from within the track corridor and specific work sites for the OHLE and electricity feeder stations at Slough, and Iver and Switching Stations at Maidenhead will not be required as the works will utilities the proposed Crossrail works along the route. - The OHLE proposals at Maidenhead Railway Bridge will use an A.T Equipment Standard Headspan Design.

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

5.3 Utilites Works

5.3.1 Introduction

This section has been produced with the aim of defining the scope and extent of the studies required to assess the landscape / townscape impacts and visual impacts of the planned utility works.

Table 6.4 sets out the location of the work sites, the nature of the proposed works and then a summary of the proximity of the utilities diversion to the main works sites, any additional land take and a description of any permanent above ground features. The table then presents an assessment in broad terms of the landscape/townscape impacts and also an assessment of the impacts on visual amenity. An assessment of the overall likely impact and its significance is also assessed. The assessment methodology used follows the methodology set out in Volume 1.

This document is intended to inform the nature and scope of any additional assessment works required for the utilities works. In doing so it is considered that local excavations required in the highway or other service corridor for the re-routing of services are akin to everyday road works normally required for utility maintenance and as such are not considered significant and have not therefore been included in the assessment.

Introduction 43

44 Assessment ofHeritage and Landscape Impacts –Volume2 Crossrail Line 1 Table 6.4: Scoping of Utilities Works

Proximity to main works, Overall additional land take and Potential Assessment of Impacts permanent above ground Significance Route Crossrail Location Works features. and comments Window Reference Landscape/Townscape Visual Amenity Magnitude Magnitude Sensitivity Sensitivity of Change of Change All works within existing Crossrail Significant Diversion of West work site. No additional landtake Possible impact W13 AW/029 Colne Valley Low Moderate Moderate Moderate Drayton required. No permanent above on visual Trunk Sewer ground features. amenity. Diversion of All works inside existing Crossrail Significant Chequers gas pipeline work site. No additional land Possible impact W15 AW/031 Moderate Low Moderate Moderate Bridge ( to take required. No permanent on visual Southall) above ground features. amenity. Diversion of All works inside existing Crossrail Significant Chequers gas pipeline work site. No additional land Possible impact W15 AW/032 Moderate Low Moderate Moderate Bridge (Fulmer to take required. No permanent on visual Staines) above ground features. amenity. Diversion of All works inside existing Crossrail Significant Chequers gas pipeline work site. No additional land Possible impact W15 AW/033 Moderate Low Moderate Moderate Bridge (Buncefield to take required. No permanent on visual Heathrow) above ground features. amenity. All works within existing Crossrail Significant Maidenhead Sewer work site. No additional land Possible impact W25 AW/035 Low Low Moderate Moderate Yard diversion take required. No permanent on visual above ground feature. amenity. Raising existing 132kv All works within exsiting railway Significant Thorney cables new corridor. No additional landtake Possible impact W14 AW/0?? Hill Golf masts required. Two new permanent Moderate Low Moderate Moderate on visual

Introduction Course constructed above ground features i.e. lattice amenity. along cable support masts route.

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

5.3.2 Principal Findings and Conclusions

The preliminary townscape / landscape and visual impact assessment for the utility works for has identified locations that could give rise to potential significant impacts on townscape / landscape resource:

W13 West Drayton Station - Sidings W14 Iver Station – rural area W15 Dog Kennel Bridge – Chequers Bridge works W25 Maidenhead Station - Sidings

The conclusions of this preliminary study are that the majority of the works proposals should not be “scoped out” of the Crossrail Environment Statement as the impacts on visual amenity receptors and landscape / townscape characters are predicted to be significant and therefore a further detailed assessment has been undertaken. This is provided in the relevant route window.

5.3.3 References

5.3.4 Project Assumptions

- All service works in close proximity to trees will be carried out in accordance with: National Joint Utilities Group (NJUG) Publication No:10 - Guidelines for the planning, installation and maintenance of utility services in proximity to trees. - All footways, roads and verges will be reinstated on completion of the works. - Any vegetation lost to the works will be replaced where possible.

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46 Route Window W25 Crossrail Line 1 Assessment of Heritage and Landscape Impacts – Volume 2

Route Window W25 Maidenhead Station

Route Window W25 47

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

Contents

1. Description of the Works 51 1.1 Permanent Works 51 1.2 Temporary Works 52 2. Baseline Assessment 55 2.1 Local context 55 2.2 Listed Buildings and their Setting 57 2.3 Conservation Areas 57 2.4 Landscape / Townscape 57 2.5 Zone of Visual Influence 60 2.6 Sensitivity 62 3. Impact of the Scheme 66 3.1 Listed Buildings and their Setting 66 3.2 Conservation Areas 66 3.3 Landscape / Townscape 66 3.4 Visual impacts 68 3.5 Cumulative Impacts 71 4. Summary 72 4.1 Listed Buildings and their Setting 72 4.2 Conservation Areas 72 4.3 Landscape / Townscape 72 4.4 Visual Impact 72 5. Summary tables 73 6. Assumptions 76 7. References 77

Route Window W25 49 Crossrail Line 1 Assessment of Heritage and Landscape Impacts – Volume 2

50 Route Window W25 Crossrail Line 1 Assessment of Heritage and Landscape Impacts – Volume 2

Route Window W25 Maidenhead Station

1. Description of the Works

1.1 Permanent Works

Turnback and Stabling Facility

Stabling facilities will be constructed about 350 m west of Maidenhead station on a site currently occupied by a car park and an industrial unit. They will comprise six 250 m long sidings with low height lighting. New staff accommodation buildings with associated car parking will be located at the west end of the site.

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

Maidenhead Station

A new 70 m long bay platform (platform six) will be constructed on the north side of the station and a new track will be provided to accommodate trains. Island platform two/three will be extended westwards by 10 m to accommodate Crossrail trains.

The existing ticket hall will be demolished and replaced by a larger facility that will extend into the station forecourt area. The eastern subway will be extended southwards to platform one and new stair and lift access will be provided from it to all Crossrail platforms; passive provision will be made for a lift to platform one.

The western subway, which currently provides access to the platforms, will be changed to a subway linking the north side of the station with a new entrance on the south side.

Overhead Line Equipment

Overhead line equipment will be installed on the stabling and turnback sidings, on the tracks through platforms three, four and five and, east of Maidenhead East Junction, on all four running lines.

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1.2 Temporary Works

Stabling and Reversing Facilities

Subject to possession planning requirements and excluding final commissioning, the construction of Maidenhead stabling and reversing sidings will take about one year and three months to complete.

Enabling works will include the diversion of utilities and services. A key part of this will involve the diversion of a sewer in Maidenhead yard, which underlies the proposed location of new track. Reception and drive shafts will be located within the existing site boundaries. The work will involve the use of a small diameter tunnel boring machine and cranes in addition to the other equipment required for the stabling and reversing facilities. The sewer diversion will be undertaken from its own designated worksites.

The main works at the sidings will comprise: - construction of new staff welfare facilities and provision of access and car parking; - preparatory works for the formation of the stabling and reversing sidings including installation of drainage, followed by construction of the foundations (no deeper than 1m) for the stabling platforms; - construction of the stabling and reversing sidings and turnouts, including provision of ballast and followed by track laying, installation of OHLE, and installation of signalling; - construction of the stabling platforms between each pair of stabling sidings; - provision of lighting and fencing; - construction of electrical track sectioning facilities; and - reinstatement of the station car park.

Plant and equipment required at the sidings will include generators, compressors, excavators, a rail crane, a bulldozer, rail tampers and a tracked crane.

Works for the sidings will be carried out from the Maidenhead sidings worksite, which is mainly contained within the original goods yard north of the railway. Materials for trackworks will be delivered by rail. Materials for construction of buildings and the platforms will be transported by road, as will waste material from demolitions. Vehicles will access the site from Grenfell Road via the private road under the Marlow branch known as Silco Drive. The Maidenhead sidings worksite will be served by 24 lorries per day during the 15 week peak construction period and typically by 16 per day at other times.

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Maidenhead Station

Subject to possession planning requirements and excluding final commissioning, the main works at Maidenhead station will take about two years and three months to complete.

Enabling works will include the diversion of utilities and services. The principal demolitions required at Maidenhead station will include the station building, platform ramps and canopies, a goods shed and a building in the works compounds, and the garden walls of the flats south of Shoppenhanger’s Road. Demolition of the garden walls will be required to facilitate a temporary realignment of Shoppenhanger’s Road.

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

- Construction of the subway extension involving the demolition and subsequent reconstruction of the sections of platforms one and two on the alignment of this subway. Construction of the new south station entrance will then be undertaken, including stairs and passive provision for a lift. This phase will take approximately one year. - A temporary ticket office will be provided allowing the existing ticket office to be demolished. This will be followed by construction of the new station building. Further works will include the provision of new eastbound relief and reversible alignments and removal of crossovers at Maidenhead East Junction. Construction of new lifts and the removal of the existing lifts will then be undertaken. These works will take approximately two years. - Widening of the embankment followed by construction of the new bay platform six with provision of stair access to the new ticket hall and laying of the new track. - Alterations to platforms four/five and their tracks will begin on completion of the new bay platform six. Works will include demolition and replacement of the existing waiting room and various track works. These works will take approximately six months to complete. - Construction of the extensions to platforms two and three will commence midway through the construction of the new bay platform (platform six). These works will take approximately three months to complete.

Construction plant and equipment at the station will include piling rigs, excavators, generators, compressors, a bulldozer, mobile cranes and a lorrymounted concrete pump.

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

Northern platform worksite - located to the immediate north of the GWML and extending along Grenfell Walk. This worksite will be served by 30 lorries per day during the four week peak construction period and typically by four per day at other times. Northern station car park worksite - located within the car park off Braywick Road to the north. This worksite will be served by 20 lorries per day during the seven week peak construction period and typically by four per day at other times. Southern station car park worksite - located in the eastern corner of the car park to the south of the GWML. The site is bounded by Shoppenhanger’s Road to the south and the GWML to the north. This worksite will be served by 15 lorries per day during the four week peak construction period and typically by four per day at other times. Shoppenhanger’s Road worksite - located off Shoppenhanger’s Road to the south. This worksite will be served by 15 lorries per day during the four week peak construction period and typically by four per day at other times.

Materials required for the construction of buildings and platforms, and all waste materials from demolitions, will be transported by road. All materials for the trackworks will be delivered by rail.

Vehicle access to the worksites will be off Grenfell Road and Braywick Road to the north of the tracks and via Shoppenhanger’s Road to the south of the tracks.

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2. Baseline Assessment

2.1 Local context

The railway runs through this area on a generally east/west alignment, separating the centre and older residential parts of Maidenhead, to the north, from more recent suburbs and urban fringe uses to the south. The station lies on the southern edge of the town centre within a setting dominated by residential and business uses. The site for the stabling/reversing sidings lies to the west of the Bourne End branch, in an area of business uses.

The western half of this section of the railway runs at grade or in shallow cutting, passing onto embankment to the west of the station. This embankment continues to the east as the route bridges over Braywick Road and crosses the Thames floodplain.

The residential area of Boyn Hill lies to the north of the route, comprising a mix of late 19th century villas and terraces, 1930s semi-detached dwellings and 1960-70 infill development.

Business uses become prevalent along the eastern part of Boyn Valley Road, comprising a timber yard, light industry and the Boyn Valley Industrial Estate. These uses occupy the triangle of land between Boyn Valley Road, the main line and the Bourne End branch, and extend onto the proposed site for the stabling sidings. This site, formerly occupied by sidings, is occupied by a transport depot, commuters’ car park and builder’s yard, accessed from Silso Drive.

The Bourne End branch curves northwards away from the station, passing over Silso Drive, before running into cutting to pass beneath a footbridge and Grenfell Road. To the east, the Grenfell Park area comprises a development of mainly late Victorian terraces around Grenfell Park itself. The park contains a children’s play area and lawns, and is notably for its mature trees.

Redevelopment along the southern side of Grenfell Road, backing onto the railway, has produced a mix of three-storey flats, businesses (in Brockton Court), ground-level and decked parking and (immediately to the north of the station entrance) the 4-storey Sita and Cincom office buildings.

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The commercial core of the town centre lies to the north and east of Grenfell Place/Braywick Road. It comprises a mix of traditional streetscapes such as Queens Street and Bell Street, with later infill development, as along King Street. Built form reflects this mix, with older 2-3- storey shops and alongside 3-4 storey retail, leisure and office developments of conspicuously modern design.

This mix continues to the north of the railway, with 3-4 storey offices fronting onto Braywick Road, followed by the Bell Business Centre, the Maidenhead Advertiser building and the Maidenhead United FC ground.

South of the railway lies the mainly post-1950 residential development of Desborough. Housing is predominantly two-storey, although there are some 3-storey flats and an extensive estate of bungalows. The Brunel Centre is a day care centre.

Desborough Park is an important open space. The Gullet is a belt of woodland running along the southern side of the railway, and is used as a play area. Desborough School is a large campus-style secondary school, with playing fields and other sports facilities.

Ludlow Road, which runs to the south of the railway corridor, comprises a mix of 2-3 storey flats, houses and offices (Millennium House). The southern part of Shoppenhangers Road is lined with modern detached dwellings, backing onto Maidenhead Golf Course.

The eastern part of Shoppenhangers Road provides access to the southern entrance to the station. To the south lies the Courtlands estate of two- and three-storey housing and flats, dating from around 1950. To the east of Braywick Road, the area north of Stafferton Way comprises mainly 3-4 storey offices and decked parking, whilst the area to the south is mainly residential.

The Townscape Character Baseline Plan for Maidenhead Station and Stabling Sidings Drawing No. 1E0416-W1E00-E00-F-00025 identifies the locations of key buildings and landmarks in the local landscape / townscape, local views, pedestrian and vehicular movement corridors, townscape character areas, urban gateways / nodes and the landscape planning designations that relate to the work sites and their surroundings. These baseline plans also illustrate the extent of the work sites for both the temporary and permanent works.

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2.2 Listed Buildings and their Setting

The clocktower in Braywick Road is Grade II listed. Other listed buildings comprise a Georgian townhouse in Broadway, about 350m north-east of the station; and buildings associated with All Saint’s Church, about 700m to the north-west.

2.3 Conservation Areas

The following are designated as Conservation Areas:

- the High Street area, on the northern side of the town centre; - the Castle Hill area, north-west of the station; and - the All Saint’s Church precinct in Boyn Hill.

2.4 Landscape / Townscape

2.4.1 Character Areas and Landscape / Townscape Quality

The landscape / townscape character of the area is defined mainly by land use and built pattern. Six main character areas may be identified:

- Boyn Hill; - Boyn Valley; - Grenfell Park; - Town Centre; - Desborough; and - South Maidenhead.

Boyn Hill Character Area:

Boyn Hill comprises the mainly residential area to the north of the railway and west of the Bourne End branch. Housing types are mixed, including terraces and detached villas of around 1900 and semi-detached housing from 1930-50. East College and All Saint’s Church are the main non-residential uses.

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Boyn Valley Character Area:

Boyn Valley comprises the area of business/light industrial uses lying between Boyn Valley Road and the railway.

Grenfell Park Character Area:

Grenfell Park comprises a mainly late-19th century residential area of terraces and villas laid out around Grenfell Park. The park itself is largely enclosed by mature trees.

Maidenhead Town Centre Character Area:

The Town Centre lies to the east of Grenfell Place, and includes the commercial uses adjoining the southern part of Grenfell Road. It comprises a typical mix of retail, business and leisure uses, with buildings generally up to about 4 storeys high. “Town centre” uses (mainly offices and multi-storey parking) extend to the south of the railway to Stafferton Road.

Desborough Character Area:

Desborough comprises the residential area to the west of Desborough School, comprising relatively dense estates of 1930-60 housing, together with Desborough Park (open space) and the Brunel Centre (day care centre).

South Maidenhead Character Area:

South Maidenhead comprises an area of mixed uses lying to the south of the station, including residential estates such as Courtlands, Desborough School, detached housing and open space such as the Maidenhead Golf Course.

2.4.2 Key Townscape / Landscape Features and Resources

The only building that qualifies as a notable landmark is the listed clock tower in Braywick Road, to the north of the railway bridge. Several modern office developments are distinctive (e.g. Star House and Stafferton Gate, which include cupola features that emulate the top of the clock tower), but are considered not to qualify as key features.

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The railway corridor in the vicinity of the station is prominent, comprising a vegetated embankment, retaining walls and the bridge over Braywick Road. The station itself adds visual interest, notably the southern entrance building on Shoppenhangers Road, and the canopied roofs as seen from the forecourt.

Vegetation is an important influence on townscape character and views. The most prominent vegetation comprises:

- Dense semi-mature secondary woodland (mainly Ash, Sycamore and Hawthorn) along the railway embankment; - Similar vegetation along the corridor of the Bourne End branch and around the northern perimeter of the proposed stabling sidings site; - The Gullet, a belt of mature mixed woodland (mainly Beech, Oak and Pine), which extends along the southern side of the railway from Brunel Road to Ludlow Road; - Mature trees (mainly deciduous) in Grenfell Park to the north-west of the Station; - Occasional semi-mature and mature trees elsewhere, e.g. along parts of the northern frontage of the Courtlands Estate; and - Individual trees in and around the Station, mainly Ash.

2.4.3 Strategic Views and Key Local Views

There are no strategic views in the vicinity of the site. No local views are regarded as key to the extent that they are particularly sensitive or provide exceptional viewing opportunities.

Panoramic views are assumed to be gained from taller buildings within the town centre. However, since these locations either are not publicly accessible, or are of little value in visual amenity terms, they are not considered to represent key local views.

2.4.4 Pedestrian / Vehicular Movement Corridors

The main traffic route in the area is Braywick Road/Grenfell Place (A308), which provides a north/south arterial route skirting the town centre, linking with the A404/M40 to the north and the M4 to the south. Much of this route is dual-carriageway, with upgraded junctions (e.g. the roundabout at Stafferton Way).

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Roads such as Shoppenhangers Road and Grenfell Road are local distributor routes. All other roads provide local access functions.

Most pedestrian/cycle access takes place along the roads, although parts of the town centre have been pedestrianised (e.g. King Street). Individual pedestrian routes include a footpath/cycleway linking Brunel Road/Ludlow Road, and a footpath linking Kings Grove/South Road (including a footbridge over the Bourne End branch). Both of these routes form part of the Royal Borough’s cycle network.

2.4.5 Landscape Planning Designations

Grenfell Park, Desborough Park, The Gullet and the Desborough School playing fields are designated as “important urban open space”.

To the south of the Station at Braywick Gate on Braywick Road, the existing Hanley’s Garage is to be redeveloped for a 4-storey office block and 120 car park spaces.

2.5 Zone of Visual Influence

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

- The relationship of the railway to the surrounding area; - The general character and arrangement of land uses; - The proximity, scale and use of nearby buildings; and - The size and type of nearby vegetation.

The railway traverses the area initially at grade, before running onto embankment in the vicinity of Ludlow Street. This embankment is a prominent feature, effectively obstructing north/south ground-level views, except along Braywick Road.

The station buildings sit at a higher level relative to the immediate surrounding area. This effect is most pronounced along Shoppenhangers Road, but is reduced to the north by the ramping up of the station forecourt.

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Views towards the railway corridor are defined partly by the surrounding land uses and buildings, partly by localised changes in terrain and partly by vegetation (which is a significant influence in summer).

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

- Residential properties and industrial buildings in Boyn Valley Road, reinforced by vegetation in summer. Rising terrain allows glimpses through from residential properties to the north (e.g. in Clare Road/Laburnum Road). - Vegetation around Silso Drive, the northern perimeter of the stabling sidings site, and along the Bourne End branch, which obstructs most views in summer and is sufficiently dense as to be influential in winter. - Buildings along Grenfell Road, especially the taller buildings immediately to the north of the station (including the Sita and Cincom office blocks). Vegetation along the northern side of the railway embankment reinforces this effect. - Vegetation within Grenfell Park, which obstructs all longer-distance views in summer, and is of sufficient scale and density as to also be influential in winter. - Commercial buildings around the southern edge of the town centre, notably the 4-storey offices fronting onto Braywick Road. These buildings are likely to prevent most views from penetrating further into the town centre, except for views from taller buildings. Again, vegetation along the embankment east of Braywick Road reinforces this effect.

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

- Landform, which falls southwards from a crest immediately alongside the railway (itself in shallow cutting at this point). - Residential properties in Brunel Road. - The dense woodland belt of The Gullet, which includes some conifers and is likely to be effective even in winter. - Residential and commercial properties in Ludlow Road/Shoppenhangers Road, which include 3-storey flats. - Vegetation along the southern side of the railway embankment, from the commuters car park to Braywick Road bridge. - To the east of Braywick Road, ¾ storey office buildings and vegetation along the embankment.

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The main potential sources of views of the works, in the area north of the railway, may be summarised as follows:

- Occupants of residential properties in Boyn Valley Road and parts of Clare Road/Laburnum Road; - Occupants of business/industrial premises in Boyn Valley Road; - Occupants of residential and commercial premises in Grenfell Road; - Users of Grenfell Park; - Users of the station; - Users of Braywick Road; and - Occupants of office and retail properties fronting onto Braywick Road, lower King Street and Bell Street.

The main potential sources of views of the works, in the area south of the railway, may be summarised as follows:

- Occupants of residential properties in Brunel Road; - Users of The Gullet (mainly children) and of the adjoining footpath/cycleway; - Occupants of residential properties in Ludlow Road; - Occupants of Millennium House (offices); - Users of the commuters’ car park; - Occupants of residential properties in Shoppenhangers Road (Crescent dale and the Courtlands Estate); and - Occupants of commercial buildings east of Braywick Road (e.g. Stafferton Gate).

2.6 Sensitivity

2.6.1 Sensitivity of Townscape / Landscape to Change

Residential Areas and Open Space

The character areas of Boyn Hill, Grenfell Park, Desborough and South Maidenhead generally have a moderate to high sensitivity to change. Although, as built-up areas, they are able to accommodate a degree of change, their small-scale built pattern is susceptible to adverse impacts from the introduction of larger-scale features.

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The number of potential receptors, coupled with the amenity value of views from dwellings and gardens, increases this sensitivity. Sensitivity is also increased in the vicinity of open space such as Grenfell Park, Desborough Park and the school playing fields, due to the greater risk of visual intrusion and the amenity value of these spaces.

Boyn Valley and the Town Centre

The industrial/business area of Boyn Valley, and the commercial core of the town centre, are of low sensitivity to change. This reflects their robust pattern of relatively large-scale buildings, which is able to accommodate change without fundamentally affecting its character.

In the case of the town centre, its buildings are also relatively tall (for the local area). This restricts the visual influence of any change and reduces its perceived impact.

The railway corridor is a prominent feature locally, particularly within the setting of the station. Many of the features associated with the proposed works might therefore be expected to be relatively unremarkable within this context. In addition, new railway infrastructure is unlikely to be particularly intrusive where industrial buildings provide the setting.

Sensitivity is by definition increased within the setting of Conservation Areas and Listed Buildings. However, these features are likely to lie outside the visual influence of the works.

2.6.2 Sensitivity of Visual Receptors to Change

Table W25.1: Visual Receptors (Maidenhead Station and Stabling Works) below identifies the key receptors who are likely to obtain views of the proposed temporary and permanent works, together with their sensitivity, the type of views and whether the views are of the temporary or permanent works.

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

Receptor Type of Sensitivity of (Close Views under 1km

View View Receptors

distance) Works Oblique Temporary Work Sites Permanent Direct View Occupants of residential properties in Boyn valley 1 Upper floors 9 9 9 9 High Road/Clare Road/ Laburnum Road Occupants of business/industrial 2 Ground 9 9 9 9 Low premises in Boyn Valley Road Occupants of residential 3 properties in Grenfell Upper floors 9 9 9 9 High Road Occupants of business 4 Upper floors 9 9 9 9 Low premises in Grenfell Road 5 Users of Grenfell Park Ground 9 9 9 Moderate 6 Users of the station Platforms 9 9 9 9 Low 7 Users of Braywick Road Ground 9 9 9 9 Low Occupants of commercial properties in Braywick 8 Upper floors 9 9 9 9 Low Road/lower King Street/Bell Street Occupants of residential 9 Upper floors 9 9 9 High properties in Brunel Road Users of The Gullet + 10 Ground 9 9 9 9 Moderate adjoining footpath Occupants of residential Ground + 11 9 9 9 9 High properties in Ludlow Road upper floors Occupants of Millennium Ground + 12 9 9 9 9 Low House upper floors Users of commuters’ car 13 Ground 9 9 9 9 Low park Occupants of residential Ground + 14 properties in 9 9 9 9 High upper floors Shoppenhangers Road Occupants of business 15 premises east of Braywick Upper floors 9 9 9 9 Low Road

The most sensitive receptors in the area comprise local residents. It is estimated that occupants of between 130-140 residential properties may experience views of the works. These may be summarised as follows:

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- Views of the stabling sidings works from about 35 properties in Boyn Valley Road/Clare Road/Laburnum Road. Most of these views will be obstructed to varying degrees by the Boyn valley industrial buildings and (especially in summer) by vegetation. - Views of the stabling sidings and station works from about 20 properties in Grenfell Road. Most of these views will be obstructed to varying degrees by the commercial buildings along the southern side of Grenfell Road, by the Bourne End branch embankment and/or by vegetation within the railway corridor. It is considered that very few properties will have clear views of both sets of works. - Views of the stabling sidings works from about five properties in Brunel Road. These views will be oblique and are likely to be obstructed by vegetation. - Direct views of the stabling siding works from about 30 properties in Ludlow Road. In summer, most of the views from the 3-storey flats (Shaftesbury Court, Salisbury Court, Sherborne Court) are likely to be obstructed by the woodland belt of The Gullet. Many of these properties may also experience oblique views of the station works. The sewer diversion works will take place very close to properties (flats) in Ludlow House. - Views of the stabling sidings and station works from about 20 properties in Crescent Dale (flats). - Views of the station works from about 25 properties in the Courtlands Estate.

A second, potentially sensitive group of receptors comprises users of public open space, principally Grenfell Park and The Gullet.

The remaining receptors in the area include occupants of business premises, users of the station and nearby roads and pedestrian routes. In all cases, their sensitivity is assumed to be low.

Receptors who live in or use properties that overlook the railway corridor can be assumed to be habituated to a certain degree to the impact of railway maintenance and construction activities.

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3. Impact of the Scheme

3.1 Listed Buildings and their Setting

Work will take place close to, and within the setting of, the Grade II listed clocktower. This work will be particularly visible during the construction phase. However, the permanent works will not affect the fundamental character of this setting, which will continue to be influenced mainly by the streetscape and surrounding buildings. The impact on the clocktower is therefore not considered to be significant.

3.2 Conservation Areas

Work will not take place within any Conservation Areas or close to any other Listed Buildings. It is highly unlikely that the works will be visible from within the setting of any Conservation Areas. There will therefore be no significant impacts.

3.3 Landscape / Townscape

The stabling sidings works will require the removal of three existing uses:

- A pallet depot; - A commuters’ car park (north); and - A construction yard.

Two buildings will be demolished: a brick building (probably a former goods shed) within the pallet depot, and a small single-storey building within the construction yard. Work sites for the sewer diversion works will be located to the rear of properties in Boyn Valley Industrial Estate and within the railway corridor immediately to the north of Ludlow House.

Two areas of semi-mature trees/scrub will be removed for the sewer diversion works. Apart from these no further removal of vegetation around the perimeter of this area will be required.

The station works will require demolition of the existing entrance building/ticket hall.

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3.3.1 Impacts on Designated Landscape / Townscape Resources

None of the buildings to be demolished are designated.

The stabling sidings works will be visible from parts of The Gullet, whilst the station works may be visible from parts of Grenfell Park. However, the impact on any such views is likely to be minor, and will not affect the fundamental character of these “important urban open spaces”.

3.3.2 Impacts on Landscape / Townscape Character

Large-scale construction features such as cranes are likely to be visible across parts of the surrounding area, from properties, streets and open spaces, and along the railway corridor. The impacts of the temporary works on landscape / townscape character areas may be summarised as follows:

- A Minor impact on the Boyn Hill area. Views of the stabling sidings works will occur mainly during the demolition phase (when larger items of plant will be used). Many of these views will be obstructed to varying degrees by intervening vegetation and/or industrial buildings. - A Minor impact on the Boyn Valley area. Although some direct views may be obtained, the impact of the works will be compatible with an industrial setting. - A Moderate impact on the Grenfell Park area. Both the stabling sidings and station works may be visible at various times. Construction traffic using Silco Drive and the works associated with the new bay platform will be noticeable. - A Minor impact on the Town Centre. Although the station works will be clearly visible from the immediate vicinity, the character of the town centre is sufficiently robust to be able to accommodate such changes without adverse effect. - A Negligible effect on the Desborough area. Views of the works will be unlikely. - A Moderate effect on the South Maidenhead area. Both sets of works will be visible from the northern edge of this area, and the station works will be particularly prominent.

None of these impacts are considered to be significant.

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The impact of the permanent works on landscape / townscape character areas may be summarised as follows:

- A Minor impact on the Boyn Hill area. Although the stabled trains and the traincrew building are likely to be visible, they will not intrude into the character of this area. - A Minor impact on the Boyn Valley area. Shorter-distance views of the stabled trains and train crew building will be mitigated by the robust, industrial character of the area. - A Minor impact on the Grenfell Park area. The stabling sidings and traincrew building will have little perceptible impact. Although the remodelled station is likely to be more prominent than the existing, it will be partially screened by existing buildings. Although vegetation will be lost along the northern side of the embankment, its main effect will be to reduce screening; it is not critical to the character of the area. - A Minor impact on the Town Centre. The remodelled station is likely to be relatively prominent within the area bounded by the railway and the built facades of Braywick Road/Lower King Street/Grenfell Place. However, its visual influence is unlikely to extend much further into the town centre, and its appearance will be consistent with that of existing modern office buildings. - A Negligible impact on the Desborough area. Views of the stabling sidings are likely to be very restricted, and will not be intrusive. - A Moderate impact on South Maidenhead. The remodelled station is likely to be relatively prominent within the immediate vicinity (mainly the streetscapes of Shoppenhangers Road/Braywick Road), but will not affect the fundamental character of this area.

These impacts are not considered to be significant.

3.4 Visual impacts

The Visual Appraisal Plan for Maidenhead Station and Stabling Sidings – Drawing No. 1E0316-W1E00-E00-F-00025 illustrates the approximate Zone of Visual Influence for the proposed temporary and permanent works, and identifies the principal locations from which views of the development would be obtained.

The magnitude of visual impact that would be generated by the temporary works on each receptor group is identified in Table W25.2: Potential Temporary Impacts on Receptors (Maidenhead Station and Stabling Sidings Works).

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Table W25.: Potential Temporary Impacts on Receptors (Maidenhead Station and Stabling Sidings)

Magnitude Sensitivity Receptor of Potential of Significance (Close Views under 1km distance) Impact on Receptors Receptors Occupants of about 35 residential 1 properties in Boyn valley Road/Clare High Low NSIG Road/ Laburnum Road Occupants of business premises in 2 Low Moderate NSIG Boyn Valley Road Users of Station Road + nearby 3 Low High NSIG shops/offices Occupants of about 20 residential 4 High Low NSIG properties in Grenfell Road Occupants of business premises in 5 Low Moderate NSIG Grenfell Road 6 Users of Grenfell Park Moderate Low NSIG 7 Users of the station Low High NSIG Occupants of commercial properties 8 in Braywick Road/lower King Low Moderate NSIG Street/Bell Street Occupants of approx. 5 residential 9 High Low NSIG properties in Brunel Road Users of The Gullet + adjoining 10 Moderate Low NSIG footpath Occupants of approx. 25 residential 11 High Low NSIG properties in Ludlow Road Occupants of approx. 5 properties in 12 High High SIG(-) Ludlow House 13 Occupants of Millennium House Low Moderate NSIG 14 Users of commuters’ car park Low High NSIG Occupants of approx. 20 residential 15 High Low NSIG properties in Crescent Dale Occupants of approx. 25 residential 16 High High SIG(-) properties in Courtlands Estate Occupants of business premises 17 Low Low NSIG east of Braywick Road

The magnitude of visual impact that would be generated by the permanent works on each group of receptors is identified in Table W25.3: Potential Permanent Impacts on Receptors (Maidenhead Station and Stabling Sidings).

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Table W25.3 :- Potential Permanent Impacts on Receptors (Maidenhead Station and Stabling Sidings)

Magnitude Sensitivity Receptor of Potential of Significance (Close Views under 1km distance) Impact on Receptors Receptors Occupants of about 35 residential 1 properties in Boyn valley Road/Clare High Low NSIG Road/ Laburnum Road Occupants of business premises in 2 Low Low NSIG Boyn Valley Road Occupants of about 20 residential 3 High Low NSIG properties in Grenfell Road Occupants of business premises in 4 Low Moderate NSIG Grenfell Road 5 Users of Grenfell Park Moderate Low NSIG 6 Users of the station Low High NSIG 7 Users of Braywick Road Low Moderate NSIG Occupants of commercial properties 8 in Braywick Road/lower King Low Moderate NSIG Street/Bell Street Occupants of approx. 5 residential 9 High Low NSIG properties in Brunel Road Users of The Gullet + adjoining 10 Moderate Low NSIG footpath Occupants of approx. 30 residential 11 properties in Ludlow Road/Ludlow High Low NSIG House 12 Occupants of Millennium House Low Moderate NSIG 13 Users of commuters’ car park Low Moderate NSIG Occupants of approx. 20 residential 14 High Low NSIG properties in Crescent Dale Occupants of approx. 25 residential NSIG*see 15 High Moderate properties in Courtlands Estate below

Occupants of business premises 16 Low Low NSIG east of Braywick Road

Significant temporary effects are predicted for the occupants of approx. 5 residential properties in Ludlow House and 25 residential properties in the Courtlands Estate.

The impact on Ludlow House is due to direct views of the sewer diversion works over very short distances, the unavoidable loss of vegetation between these dwellings and the railway, and the sensitivity of the receptors.

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The temporary impact on residents of the Courtlands Estate reflects their sensitivity and their proximity to the station works, of which they will have direct views (many of which will be unobstructed) over short distances (20-30m) across Shoppenhangers Road. Removal of vegetation from much of the railway embankment will change the character of these views, whilst larger items of plant are likely to be prominent.

Effects on other residential receptors are not considered to be significant, mainly because views will be over greater distances and/or will be partially obstructed and/or oblique.

No permanent significant effects on visual amenity are predicted. The effects which come closest to being significant are those on the occupants of approx. 25 residential properties in the Courtlands Estate.

These properties will have direct views of the remodelled southern station entrance across Shoppenhangers Road. These views will be altered by some vegetation loss from the embankment. However, the essential character of these views – and hence their role in amenity terms – will not change.

The Year 1 predicted impacts are not considered to be significant for the reasons given above. After 15 years following completion of the works there would be no changes to the townscape and visual impact.

3.5 Cumulative Impacts

The assessment has taken account of all the works within this route window including the sewer diversion work associated with the sidings, and whilst the two work areas (Station and Sidings) are visible, the cumulative impact of both areas is not considered to be significant in the longer term.

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4. Summary

4.1 Listed Buildings and their Setting

The construction works will have a Major impact on the setting of the clocktower. However, this will be a temporary, and the permanent works will have only a Minor influence. The effect on the clocktower is therefore not considered to be significant. There will be no material impact on the settings of other listed buildings.

4.2 Conservation Areas

There will be no material impact on the settings of Conservation Areas

4.3 Landscape / Townscape

The construction works will have a moderate impact on the South Maidenhead and Grenfell Park character areas, and a minor or negligible impact on all other areas. The permanent works will have a moderate impact on the South Maidenhead area, and a minor or negligible impact on all other areas. None of these impacts are considered to be significant. There will be no significant impacts on the Gullet or Grenfell Park.

4.4 Visual Impact

The construction works are considered to have a significant impact on the amenity of about 5 properties in Ludlow House (due to the sewer diversion works) and 25 residential properties along the Shoppenhangers Road frontage of the Courtlands Estate. This reflects the proximity, prominence and likely duration of the works, together with the sensitivity of these receptors and the assumed loss of vegetation from within the railway corridor.

The permanent works are not considered to give rise to any significant effects on visual amenity.

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5. Summary tables

There will be no direct impacts on listed buildings or impacts on Conservation Areas in this route window, hence these are not included within the Summary Tables.

Predicted impacts on the setting of listed buildings, on landscape / townscape character and visual amenity are summarised in Table W25.4: Summary Table of Temporary Impacts and Table W25.5: Summary Table of Permanent Impacts, including any committed mitigation and residual impacts.

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74 Assessment ofHeritage and Landscape Impacts –Volume2 Crossrail Line 1 Table W25.4: Summary Table of Temporary Impacts (Route Window W25)

Route Window W25 – Temporary Impacts

Residual Impact Works and potential impact Significance Mitigation Description Significance Major impact on setting of Impact on setting of Listed Buildings Not Significant None proposed clocktower, but of limited Not Significant duration.. Temporary works would be Impact on landscape / townscape character highly visible in places, but Overall character of surrounding areas would not be Not Significant None proposed. Not Significant no fundamental change to affected. character. Impact on visual amenity of: Proximity of works and Approx. 5 residential properties in Ludlow Road and 25 Significant None practicable Significant vegetation loss. residential properties in Courtlands Estate Impact on visual amenity of: Not Significant None proposed. As above. Not Significant Other receptors

Route WindowW25

Route WindowW25 Assessment ofHeritage and Landscape Impacts –Volume2 Crossrail Line 1 Table W25.5: Summary Table of Permanent Impacts (Route Window W25)

Route Window W25 – Permanent Impacts

Residual Impact Works and potential impact Significance Mitigation Description Significance Minor impact on setting of Impact on setting of Listed Buildings: Not Significant None required. Not Significant clocktower. Vegetation to be lost not critical to townscape character (but does influence visual amenity). Impact on landscape / townscape Demolished buildings are not character: important visually. Remodelled Increase in visual influence of railway Not Significant None proposed station will represent a modern Not Significant infrastructure, but fundamental character of version of existing features. surrounding areas will be unaffected. Remodelled station likely to be more prominent, but will not change their fundamental character. Character of views will not Impact on visual amenity: Not Significant None proposed. Not Significant change in amenity terms.

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6. Assumptions

- Temporary work sites will be returned to their previous condition and use, e.g. surfaced areas such as car parks will be reinstated and soft areas will be grassed or planted with shrubs - It is assumed that works for the stabling sidings will largely be contained within the footprint of uses to be displaced, and that little or no vegetation will be removed. - Construction of a new bay platform along the northern side of the station is assumed to require the removal of a substantial amount of the vegetation along this section of the embankment. Removal of some vegetation along the southern side of the embankment will also be necessary. - It is assumed that 2.4 metre and 3.6 metre hoarding will be used around the work sites and demolition areas. - Desk-top studies and a number of site visits were undertaken during July 2004 and therefore this assessment was undertaken during the summer period when vegetation was in leaf. However, when considering the landscape and visual impacts of the scheme, an assessment of the potential winter situation has been estimated / taken into account and ZVIs mapped on this basis.

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7. References

- ES Route Window W25 - Parliamentary Plan Sheets - ES Scheme Description

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78 Route Window W25 Crossrail Line 1 Assessment of Heritage and Landscape Impacts – Volume 2

Route Window W24 Maidenhead Railway Bridge

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Contents

1. Description of the Works 83 1.1 Permanent Works 83 1.2 Temporary Works 83 2. Baseline Assessment 84 2.1 Local context 84 2.2 Listed Buildings 85 2.3 Conservation Areas 86 2.4 Landscape / Townscape 86 2.5 Zone of Visual Influence 90 2.6 Sensitivity 92 3. Impact of the Scheme 96 3.1 Listed Buildings 96 3.2 Setting of Listed Buildings 96 3.3 Conservation Areas 97 3.4 Landscape / Townscape 97 3.5 Visual Impacts 98 4. Summary 100 4.1 Listed Buildings 100 4.2 Setting of Listed Buildings 100 4.3 Conservation Areas 100 4.4 Landscape / Townscape 100 4.5 Visual Impact 100 5. Summary tables 101 6. Assumptions 105 7. References 106

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Route Window W24 Maidenhead Railway Bridge

1. Description of the Works

1.1 Permanent Works

The permanent works will comprise the introduction of overhead line equipment. This will generally employ portal frames, although masts with cantilevers will be used over Maidenhead bridge. Some minor utility diversions on the bridge will be required to enable installation of OHLE.

1.2 Temporary Works

Works will be undertaken using rail-mounted equipment. The majority of materials will be taken to and from the site by rail. Plant and equipment required at the worksite will include a mini digger, concreting plant, railmounted piling rig, diesel locomotive and wagons, a vibrating poker, generators and road/rail cranes and hand held plant.

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2. Baseline Assessment

2.1 Local context

The railway crosses the Thames floodplain on embankment, with bridges over Forlease Road, Oldfield Road and the river. The embankment is densely vegetated with secondary woodland, mainly ash and sycamore.

To the north of the railway, the area is initially residential, comprising housing dating from around 1970 (Fotherley Court) and 1920-40 (along Forlease Road). Between The Cut (a drainage channel) and Oldfield Road lies an area of business uses, extending northwards to the A4/Bridge Road.

East of Oldfield Road lies the residential Oldacres estate (probably dating from around 1980). This adjoined to the east by a mix of riverside open space (Guards Club Park/Island and Reitlinger Open Space) and dwellings. The latter comprise large individual houses, notably Oldfield, townhouses along Guards Club Road, and modern flats (Waterside Lodge). The Thames Riviera Hotel/Blue River café is prominent adjacent to Maidenhead Bridge.

East of the river, the area between the railway and the A4/Bath Road comprises 3-storey flats and 2-storey houses fronting onto River Road, larger individual dwellings along Ellington Road, an hotel (Norfolk House) and school (Silverdale Manor), a car sales yard and a petrol station.

To the south of the railway, the area at the eastern end of Stafferton Road comprises business uses. East of the cut lie the mainly residential areas adjoining Forlease Road and Oldfield Road, comprising a mix of housing types dating from 1960-80. Chauntry Road and Chauntry Close comprise larger detached dwellings, the latter backing onto the river.

The eastern bank of the river is occupied by a series of large detached dwellings. These back onto farmland, which extends eastwards to the Jubilee River, including some residential properties (e.g. Amerden Lakes).

The Townscape Character Baseline Plan for Maidenhead Railway Bridge Drawing No. 1E0416-W1E00-E00-F-00024 identifies the locations of key buildings and landmarks in the local landscape / townscape, together with local views, pedestrian and vehicular movement corridors, townscape character areas, urban gateways / nodes and landscape planning

84 Route Window W24 Crossrail Line 1 Assessment of Heritage and Landscape Impacts – Volume 2 designations. This baseline plan also illustrates the extent of the work sites for both the temporary and permanent works.

2.2 Listed Buildings

Maidenhead Railway Bridge is Grade II* listed. This is the Maidenhead Railway Bridge over the river Thames, built in 1837-38 to the designs of . The bridge consists of masonry brick construction which forms two wide semi-elliptical arches spanning the river with four flood arches at each end. At the time of construction the arches were the flattest brick arches ever built. The setting of the bridge is picturesque and over time is has become extremely well known.

Maidenhead Railway Bridge

Maidenhead Bridge carries the main road over the River Thames and is Grade I listed. It lies 150 metres from the railway bridge and is a well preserved masonry bridge designed by Sir Robert Taylor in 1772-7.

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Other listed buildings in the vicinity comprise:

- Oldfield/Guards Club Mews, (Grade II ) a residential property in Guards Club Road; and - Two properties fronting onto the Bath Road (Bridgewater Lodge and Oldfield Lodge) (both Grade II).

2.3 Conservation Areas

The riverside zone along the west bank between Maidenhead Bridge and Maidenhead Railway Bridge is a Conservation Area ( Maidenhead Bridge and Guards Club Island Conservation Area). This area includes Guards Club Park, land to the east of Guards Club Road and the curtilage of the two listed properties on Bath Road. The Conservation Area also includes the unlisted western section of the railway bridge. The riverside zone along the east bank is also the Taplow Riverside Conservation Area but does not extend to include the eastern section of the railway bridge.

2.4 Landscape / Townscape

2.4.1 Character Areas and Landscape / Townscape Quality

The landscape / townscape character of the area is defined mainly by land use and built pattern. Five main character areas may be identified:

- Malbeck Road/Howarth Road; - Forlease Road/Fishery; - River Thames Corridor; - East Riverbank North; and - East Riverbank South.

Malbeck Road / Howarth Road Character Area:

The Malbeck Road/Howarth Road character area comprises the business uses that lie both north and south of the railway. Although these areas are separate, their character is sufficiently uniform to be regarded as a single area. Their built pattern comprises typical warehouse/light industrial units, surrounded by parking and service yards.

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Forlease Road / Fishery Character Area:

Forlease Road/Fishery comprises the residential areas of Forlease Road (north of the railway) and Fishery (to the south). Their character varies, with the former comprising relatively dense terraced and semi-detached housing, whilst the latter mainly comprises detached dwellings. However, their overriding character is uniformly that of low-rise residential streets.

River Thames Corridor Character Area:

The River Corridor comprises the section of the river between Maidenhead Bridge (in the north) to the edge of the route window (in the south). It includes riverside open space and gardens including the wooded island, and is generally defined by the facades of riverside properties and mature trees.

East Riverbank North Character Area:

East Riverbank North comprises the area of residential and other uses lying between the railway and Bath Road, to the east of the river corridor.

East Riverbank South Character Area:

East Riverbank South comprises the mainly open and rural area lying to the south of the railway and east of the properties defining the river corridor.

2.4.2 Key Townscape / Landscape Features and Resources

The key landscape / townscape features and resources in this area comprise:

- the railway embankment; - Maidenhead Railway Bridge; - Maidenhead Bridge; - the River Thames; and - mature trees.

The railway embankment is important in two respects. Firstly, it provides a vegetated backdrop to many short-distance views from locations to the north and south of it. Secondly, it obstructs the majority of north/south medium and long distance views. These views are

Route Window W24 87 Crossrail Line 1 Assessment of Heritage and Landscape Impacts – Volume 2 confined to the river corridor and (to a lesser extent) the underbridges at Forlease Road and Oldfield Road.

The railway Railway Bridge is important both as an architectural feature in its own right and as a framing and contextual element for views along the river corridor. The two elliptical brick arches, which span the river, are deservedly recognised not only as a ground-breaking piece of engineering, but also as a design solution that perfectly enhances the riverscape.

Maidenhead Bridge responds to a purpose and a design aesthetic that are visibly different from the railway bridge. The road bridge is also important as an architectural feature in its own right and for its contribution to the riverscape. The latter, however, is as a pleasing interruption and ornamentation to the view, rather than as a framing element.

The River Thames is important for its scale, which provides opportunities for relatively uninterrupted views across open water that are otherwise uncommon in the area. In addition, these views are of very high landscape value, due to the combination of elements such as:

- the morphology of the river (which includes typical elongated islands or “eyots”); - differing edge treatments (grassy banks, mooring posts etc); - vegetation (notably mature willows and poplars, with some prominent specimen trees such as cedar); - buildings (boathouses, the Thames Riviera Hotel); - bridges (notably the two described above, together with the footbridge to Guards Club Island); and - ancillary features such as birdlife and boats.

Mature trees and other vegetation are a key influence on views and on the character of the area. In addition to the vegetation along the railway embankment, trees are prominent along sections of the river bank (e.g. Guards Club Island) and in adjoining gardens and open space (e.g. Guards Club Park). Adjoining residential areas also include significant vegetation (e.g. mature Scots pine in Chauntry Close).

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2.4.3 Strategic Views and Key Local Views

The following are regarded as views of strategic importance:

- the views to the north and south along the river from Maidenhead Bridge; - the view of Maidenhead Bridge from Guards Club Park/Island; and - the view of Maidenhead Railway Bridge from River Road on the eastern bank about 250m south of the bridge.

Views across and along the river from Guards Club Park, Reitlinger Open Space and the northern part of River Road are of local importance.

2.4.4 Pedestrian / Vehicular Movement Corridors

The main traffic routes in the area are:

- the A4/Bath Road/Bridge Road, which is the original London/Bath turnpike route, and remains the main direct link between Maidenhead town centre and the Slough conurbation to the east; - Oldfield Road/Forlease Road/Bray Road, which link the A4 and town centre with Bray and Windsor, to the south-east.

All other roads in the area are mainly of local importance.

A borough-wide cycle route passes through the area, along Guards Club Road, Oldacres, Oldfield Road and Bray Road. The riverside path on the eastern bank is an important pedestrian and cycle route. Parts of Amerden Lane are also designated as a cycle route.

2.4.5 Landscape Planning Designations

Guards Club Park and Reitlinger Open Space are “important urban open spaces”.

The river itself is designated as Green Belt and “setting of the Thames” in the Royal Borough of Windsor and Maidenhead Local Plan.

The whole area east of the river is designated as Metropolitan Green Belt. Much of this area, to the north of Bath Road, and to the south and east of the properties along River Road

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(south of the railway) falls within a “Local landscape Area”. Berry Hill, to the north of Park Road, is a “Historic Park or Garden”.

2.5 Zone of Visual Influence

The approximate Zone of Visual Influence (ZVI) for the OHLE works is determined by the following:

- The relationship of the railway to the surrounding area; - The general character and arrangement of land uses; - The proximity, scale and use of nearby buildings; and - The size and type of nearby vegetation, notably that along the railway embankment.

As has been described previously, the railway traverses this area on embankment, and is therefore prominent locally. This prominence is accentuated by the dense and relatively tall vegetation on the embankment slopes. At the same time, this vegetation screens the passing trains to varying degrees, and would potentially provide a significant degree of screening to the OHLE works.

In practice, the built-up character of the floodplain interrupts many potential views towards the railway. Mature vegetation in gardens and open space reinforces this effect. As a result, the railway is prominent mainly from the first and second “rank” of properties immediately adjoining it, or where roads and the river corridor provide uninterrupted views.

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

- Residential properties in Fotherley Court and Langdale Close, between which views extend further north along Forlease Road. - Buildings in the Malbeck Road industrial area. - Residential properties in the Oldacres area, with potential views opening up along north/south sections of road, including Oldfield Road. - Maidenhead Bridge, although there is a potential for glimpses from the river and its banks to the north of this. - Properties (especially the three-storey flats) north of Ellington Road. - Distance and vegetation north of Bath Road, with potential views opening up along the Jubilee River.

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

- Buildings in the Stafferton Way business area, although it is probable that views may open up across open land towards the sewage treatment works to the south. - Residential properties in the Fishery area, reinforced in the eastern part of the area by vegetation. Longer-distance views may be obtained along the north/south orientated section of Bray Road. - Distance and vegetation along the river corridor, with the railway bridge moving out of view as the river curves to the west. - Distance and vegetation in the area east of the river, with the potential for long-distance views across open land and along the Jubilee River.

The main potential sources of views of the works, in the area north of the railway, may be summarised as follows: - Occupants of residential properties in Fotherley Court; - Users of Forlease Road; - Occupants of residential properties in Langdale Close; - Occupants/users of the Malbeck Road business area; - Users of Oldfield Road; - Occupants of residential properties in Oldacres; - Users of Guards Club Park; - Users of the pedestrian/cycle route along Guards Club Road; - Occupants of riverside properties such as Waterside Lodge and Oldfield; - Users of Maidenhead Bridge; - Patrons of the Thames Riviera Hotel/Blue River Café; - Users of the river; - Users of the riverside pedestrian/cycle route along Rover Road; - Occupants of residential properties in River Road/Ellington Road; and - Occupants of properties in Bath Road, including the hotel and school.

The main potential sources of views of the works, in the area south of the railway, may be summarised as follows:

- Occupants/users of the Stafferton Wat business area; - Occupants of residential properties in Forlease Drive/Road; - Occupants of residential properties in the Fishery area/Chauntry Road/Chauntry Close;

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- Users of the river; - Users of the pedestrian/cycle route along River Road; - Occupants of residential properties in River Road; - Occupants of residential properties at Amerden Lakes; and - Users of the cycle route crossing Jubilee River.

2.6 Sensitivity

2.6.1 Sensitivity of Townscape / Landscape to Change

Built-Up Areas

The Malbeck Road/Howarth Road character area has a low sensitivity to change. Its robust pattern of relatively large-footprint buildings and functional spaces is able to accommodate a considerable degree of visual intrusion without affecting the character of the area.

The Forlease Road/Fishery areas have a moderate sensitivity to change. Although, as built- up areas, they are able to accommodate a degree of change, their small-scale built pattern is susceptible to adverse impacts from the introduction of larger-scale or intrusive features. The number of potential receptors, coupled with the amenity value of views from dwellings and gardens, contributes to this sensitivity.

The East Riverbank North area is generally of moderate sensitivity to change. Although the open area to the north of Bath Road is of high sensitivity, this is tempered by the lower sensitivity of the intervening built-up area.

Open Areas

The River Corridor including the island is of very high sensitivity to change. This is due to the following:

- its open character, which allows impacts to be projected over substantial distances; - its combination of landscape / townscape designations; - the intrinsic value of its landscape, which stems in large part from subtle interactions between several key elements; and - its importance in forming the main setting for the Grade I and Grade II* listed bridges and another listed building.

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The East Riverbank South area is of high sensitivity to change. Its openness allows impacts to extend over substantial distances, whilst its rural character is susceptible to any intrusion by non-rural features.

Since the railway corridor is already prominent, features associated with the OHLE works might be perceived as being relatively unremarkable in many locations. This is anticipated to be the case in particular within the context of the built-up areas.

2.6.2 Sensitivity of Visual Receptors to Change

Table W24.1: Visual Receptors (Maidenhead Railway Bridge OHLE Works) below identifies the key receptors which are likely to obtain views of the proposed temporary and permanent works, together with their sensitivity, the type of views and whether the views are of the temporary or permanent works.

Table W24.1 :- Visual Receptors for the Maidenhead Railway Bridge OHLE Works

Receptor Sensitivity Type of (Close Views under 1km of

View View

distance) Works Receptors Oblique Temporary Work Sites Permanent Direct View Occupants of residential Upper 1 properties in Fotherley 9 9 9 9 High floors Court 2 Users of Forlease Road Ground 9 9 9 Low Occupants of residential Upper 3 properties in Langdale 9 9 9 9 High floors Close Upper Occupants of business 4 floors + 9 9 9 9 Low premises in Malbeck Road ground 5 Users of Oldfield Road Ground 9 9 9 Low Occupants of residential Upper 6 9 9 9 9 High properties in Oldacres floors Users of Guards Club 7 Ground 9 9 9 9 Moderate Park Users of Guards Club 8 Ground 9 9 9 9 Low Road cycle route Occupants of residential Upper 9 properties off Guards Club floors + 9 9 9 High Road gardens Users of Maidenhead 10 Ground 9 9 9 9 Moderate Bridge Patrons of Thames Riviera Ground 11 9 9 9 9 Moderate Hotel/Blue River Cafe + upper

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Receptor Sensitivity Type of (Close Views under 1km of

View View

distance) Works Receptors Oblique Temporary Work Sites Permanent Direct View floors 12 Users of the river Ground 9 9 9 9 Moderate 13 Users of River Road Ground 9 9 9 9 Moderate Occupants of residential Ground 14 properties in River + upper 9 9 9 9 High Road/Ellington Road floors Upper Occupants of properties in 15 floors + 9 9 9 9 High Bath Road ground Users of pedestrian/cycle 16 route beside Jubilee River Ground 9 9 9 9 Moderate (north) Occupants of Stafferton 17 Ground 9 9 9 9 Low Way business area Occupants of residential Upper 18 properties in Forlease 9 9 9 9 High floors Road/Drive Occupants of residential Upper properties in 19 floors + 9 9 9 9 High Fishery/Chauntry ground Road/Close Occupants of residential 20 properties at Amerden Ground 9 9 9 9 High lakes

The most sensitive receptors in the area comprise local residents. It is estimated that occupants of up to about 250 residential properties may experience views of the works. These may be summarised as follows:

- 50 properties in Fotherley Court - 20 properties in Langdale Close; - 50 properties in Oldacres; - 10 properties in Guards Club Park; - 30 properties in River Road (north)/Ellington Road; - 20 properties in Forlease Road/Drive; - 40 properties in Chauntry Road; - 15 properties in Chauntry Close; and - 10 properties in River Road (south).

It should be emphasised that these property numbers are indicative only. The actual numbers of properties experiencing views of the works will vary around these figures.

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In addition, as noted previously, all views except those towards the Railway Bridge will be screened to a significant degree by vegetation along the embankments.

A second, potentially sensitive group of receptors comprises users of the river, riverside open space and associated pedestrian/cycle routes. The sensitivity of these receptors has been assigned as moderate on the basis that some may be highly aware of the visual influence of the railway, whilst others may not.

The remaining receptors in the area include occupants of business premises and users of local roads, whose sensitivity is assumed to be low.

Receptors who live in or use properties that look towards the railway corridor can be assumed to be habituated to a certain degree to the impact of railway maintenance and construction activities.

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3. Impact of the Scheme

3.1 Listed Buildings

It is proposed to provide overhead line electrification along this section of the route, which includes fixing posts to the Maidenhead Railway Bridge. Sets of supporting posts are required to carry the overhead lines across the Bridge. These have been positioned so that they marry with the architecture of the Bridge. Three sets of posts will be fixed adjacent to the track bed within the internal envelope of the Bridge requiring minor cutting back of the stone and brickwork. A further two sets of posts at the extremities of the Bridge will be fixed to the external face of the parapet and will require the cornice to be cut back locally.

In order to fix the posts to the external face of the parapet the cornice will need to be cut back locally. This impact is considered Significant. In mitigation of this impact it is proposed one of the following options will be carried out;

- Locate the posts on the internal face of the parapet, or; - Design the fixing so that it does not require the cornice to be damaged (offset the post from the bridge)

The posts will be fixed in such a way that allows them to be removed in the future without damaging or altering the bridge as it stands today.

The works will have a moderate impact on the appearance of the railway bridge itself. In view of the listed status of the railway bridge, and its critical role in the riverscape, this impact is considered to be significant.

3.2 Setting of Listed Buildings

The works will have a minor impact on the setting of Grade I listed Maidenhead Bridge. Although both construction activities and the completed OHLE columns will be visible from the bridge, they will not affect the balance of elements that contribute to its setting. However, in view of the status of the bridge, this degree of change is regarded as significant.

The works are unlikely to have any material effect on the setting of the two listed properties on Bath Road (Bridgewater Lodge and Oldfield Lodge). The works are likely to be visible

96 Route Window W24 Crossrail Line 1 Assessment of Heritage and Landscape Impacts – Volume 2 from Grade II listed Oldfield/Guards Club Mews. However, their influence on the setting of these properties will be minor, and is not considered to be significant.

3.3 Conservation Areas

The works will take place within the part of the Riverside Conservation Area, and will be visible from several parts of the area (e.g. Guards Club Park). Their impact on the character and setting of the adjoining part of the conservation Area is considered to be moderate and therefore a significant impact.

3.4 Landscape / Townscape

3.4.1 Impacts on Designated Landscape / Townscape

The works will have a moderate impact on the setting of Guards Club park, and a minor impact on the setting of the Reitlinger Open Space. Since the intrinsic character of these areas will not be affected, the impact is not regarded as significant.

In view of the role of the railway bridge in defining and enhancing the riverscape, the moderate impact on its appearance is considered to have a significant effect on the designated “setting of the Thames”.

The OHLE works to the east of the river will be visible from surrounding parts of the Metropolitan Green Belt and Local Landscape Area, and probably from within the Berry Hill historic park/garden. In view of the existing prominence of the railway, and the limited degree of incremental impact that the OHLE works will represent, the impact is considered to be minor and not significant.

3.4.2 Impacts on Landscape / Townscape Character

The temporary works are not considered to have any significant impacts on landscape / townscape character, since they are assumed to be of very limited duration (no more than a few days at each location).

The permanent works are considered to have a Negligible impact on the Malbeck Road/Howarth Road character area and a minor impact on the Forlease Road/Fishery and East Riverbank North character areas.

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These areas are already influenced by their proximity to the railway embankment, and are generally of no more than low or moderate sensitivity. They are well able to accommodate the relatively small incremental change that the works will represent, without any perceptible affect on their character.

The works are considered to have a moderate impact on the Thames Corridor character area. Although the fundamental character of the riverscape will not change, the role of the bridge as a focus and frame for views suggests that even a moderate impact will be potentially significant.

The works will also have a moderate impact on the East Riverbank South character area, due to their potential visibility across an area of high sensitivity. However, the character of this area is able to accommodate such change without detriment, and the impact is not considered to be significant.

3.5 Visual Impacts

The Visual Appraisal Plan for Maidenhead Viaduct OHLE Works Drawing No. 1E0316- W1E00-E00-F-00024 illustrates the approximate Zone of Visual Influence for the proposed temporary and permanent works, and identifies the principal locations from which views of the development would be obtained.

In all cases, the magnitude of visual impact from both the temporary and permanent works is considered to be low. Consequently, no significant effects on visual amenity are predicted to occur. The precise degree of impact on each group of receptors has therefore not been tabulated.

This conclusion is based on the following:

- the railway is already prominent in the relevant views; - the construction works will be of very limited duration within each view; - the permanent works (the OHLE wires and columns) will represent a small incremental change to the role of railway infrastructure within these views; - vegetation along the embankment slopes will be largely retained, continuing to provide an effective degree of screening; and

98 Route Window W24 Crossrail Line 1 Assessment of Heritage and Landscape Impacts – Volume 2

- the change in the character of these views will therefore not affect their contribution to visual amenity to a significant degree.

The Year 1 predicted impacts, apart from impacts on the listed structure, its setting and the Conservation Area are not considered to be significant for the reasons given above. After 15 years following completion of the works there would be no changes to the visual impacts but townscape effects will continue.

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4. Summary

4.1 Listed Buildings

In order to fix the posts to the bridge for the overhead electrification lines it is proposed to cut through the cornice locally. This impact is considered significant (Sig.). In mitigation of this impact it is proposed to either fix the posts to the internal face of the parapet or design the fixing of the post so that the cornice is not damaged. The residual impact is not significant (NSig.)

4.2 Setting of Listed Buildings

The impact on the setting of Maidenhead Bridge is considered to be minor, but significant. The impact on the Railway Bridge is considered to be moderate, and also significant.

4.3 Conservation Areas

The impacts on the Conservation Area and the riverscape are predicted to be moderate and significant. Significance reflects both the designated status of affected areas/features and the critical role of the Railway Bridge within the riverscape.

4.4 Landscape / Townscape

The construction works are not predicted to give rise to significant effects on landscape / townscape. The permanent works are considered to have a significant impact on the River Corridor and the setting of the River Thames. Impacts on the East Riverbank South character area will not be significant. There will be a minor or negligible impact on all other areas.

4.5 Visual Impact

Neither the temporary or permanent works are considered to give rise to any significant effects on visual amenity. Although receptor sensitivity is in many cases high (for local residents), the degree of change to views largely influenced by the presence of the railway will be relatively small, and will not affect the overall character of these views.

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5. Summary tables

Impacts on listed buildings are provided in Table W24.4. Predicted impacts on the setting of listed buildings, Conservation Areas, other landscape designations and landscape / townscape character and visual amenity are summarised in Table W24.5: Summary Table of Temporary Impacts and Table W24.6: Summary Table of Permanent Impacts, including any committed mitigation and residual impacts.

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102 Assessment ofHeritage and Landscape Impacts –Volume2 Crossrail Line 1 Table W24.4: Impacts on Listed Buildings - Route Window W24 C.R. Action Required Residual Impact No Address Grade Proposed Works Potential Impact Sig. and Mitigation Description Sig. 882 Maidenhead II* Overhead line Local minor damage Sig. Locate posts on No significant NSig. (W24) Railway Bridge electrification. to external face of internal face of residual impact. parapet due to fixing parapet or offset posts to carry posts from bridge overhead lines. structure to avoid cutting through cornice to parapet. Posts to be fixed in a manner that allows them to be removed in the future.

Route WindowW24

Route WindowW24 Assessment ofHeritage and Landscape Impacts –Volume2 Crossrail Line 1 Table W24.5: Summary Table of Temporary Impacts (Route Window W24)

Route Window W24 – Temporary Impacts

Residual Impact Works and potential impact Significance Mitigation Description Significance Temporary works would be of very limited duration, but Impact on setting of Listed Buildings Not Significant None proposed Not Significant would have no fundamental impact on character. Temporary works would be of very limited duration, but Impact on Conservation Areas Not Significant None proposed Not Significant would have no fundamental impact on character. Temporary works would be of very limited duration, but Impact on setting of the River Thames Not Significant None proposed Not Significant would have no fundamental impact on character. Temporary works would be Impact on landscape / townscape character of very limited duration, but Overall character of surrounding areas would not be Not Significant None proposed. Not Significant would have no fundamental affected. impact on character. Impact on visual amenity of: As above; assumed minimal Not Significant None proposed Not Significant Local residents and other receptors loss of lineside vegetation.

103

104 Assessment ofHeritage and Landscape Impacts –Volume2 Crossrail Line 1 Table W24.6: Summary Table of Permanent Impacts (Route Window W24)

Route Window W24 – Permanent Impacts

Works and potential impact Significance Mitigation Residual Impact Description Significance Impact on settings Listed Buildings: Significant None practicable. Results from level of Significant. (Maidenhead Bridge + Railway Bridge) designation. Impact on settings of Conservation Areas Significant None practicable. Results from level of Significant. designation. Impact on setting of the River Thames Significant None practicable. Results from very high degree Significant of landscape value and sensitivity. Impact on landscape / townscape character Significant None practicable. Results from very high degree Significant Impacts on the Thames Corridor character of landscape value and area sensitivity. Impact on landscape / townscape character Not Significant None proposed Character of areas will not Not Significant Impacts on other surrounding character change to any fundamental areas degree. Impact on visual amenity Not Significant None proposed. Character of views will not Not Significant change in amenity terms.

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6. Assumptions

- Substantial removal of lineside vegetation will not be necessary in order to install or maintain the OHLE - It is assumed that the works will be undertaken from within the rail corridor and no “special” work sites will be required for the OHLE works as the existing station work sites will be used. - The island site will be used for access only and will not be used as a worksite. No vegetation will be removed. - Desk-top studies and a number of site visits were undertaken during July 2004 and therefore this assessment was undertaken during the summer period when vegetation was in leaf. However, when considering the landscape and visual impacts of the scheme, an assessment of the potential winter situation has been estimated / taken into account and ZVIs mapped on this basis.

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7. References

- ES Route Windows W24 - Parliamentary Plan Sheets - ES Scheme Description

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Route Window W23B Jubilee River to Taplow Station

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Contents

1. Description of the Works 111 1.1 Permanent Works 111 1.2 Temporary Works 111 2. Baseline Assessment 112 2.1 Local context 112 2.2 Listed Buildings and their Setting 113 2.3 Conservation Areas 113 2.4 Landscape / Townscape 113 2.5 Zone of Visual Influence 115 2.6 Sensitivity 117 3. Impact of the Scheme 121 3.1 Listed Buildings and their Setting 121 3.2 Conservation Areas 121 3.3 Landscape / Townscape 121 3.4 Visual impacts 122 4. Summary 123 4.1 Listed Buildings and their Setting 123 4.2 Conservation Areas 123 4.3 Landscape / Townscape 124 4.4 Visual Impact 124 5. Summary tables 125 6. Assumptions 127 7. References 128

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110 Route Window W23B Crossrail Line 1 Assessment of Heritage and Landscape Impacts – Volume 2

Route Window W23B Jubilee River to Taplow Station

1. Description of the Works

1.1 Permanent Works

Crossrail will require the introduction of overhead line equipment throughout the alignment in this route window.

1.2 Temporary Works

Works will be undertaken using rail-mounted equipment and will take about two months to complete. Materials will be carried to and from the works by rail.

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2. Baseline Assessment

2.1 Local context

The railway passes through this area on embankment, with bridges over the Jubilee River, Amerden Lane and A4/Bath Road. This embankment becomes less pronounced on the approach to Taplow Station, as ground levels rise and as the roads providing access to the station ramp up to platform level.

The embankment between the Jubilee River and Bath Road is densely vegetated with secondary woodland/scrub (typically ash and sycamore) along its southern side and along its northern side to just east of the Amerden Lane bridge. The remainder of the northern side comprises low scrub/rough grass with occasional mature Scots pine.

To the east of Bath Road, the embankment is covered with low scrub/rough grass, with occasional Scots pine, to a point approximately halfway between the bridge and the station. This provides clear views to the trackbed (and therefore of trains) from both sides of the embankment.

The remaining part of the embankment, eastwards to the station, comprises mature scrub/secondary woodland along the southern side, and scrub with occasional larger trees along the northern side.

The surrounding area is largely rural or urban fringe in character. To the north of the railway, the triangle of land between the line and Bath Road is occupied by residential properties, a car sales yard and a petrol station. The northern side of Bath Road is occupied by a residential property, another car sales yard and a public house.

To the rear of these properties lie the landscaped grounds of Berry Hill Court, an area of farmland (mainly grazing) and (to the north of the station) a sports ground and associated amenity space. This open land extends northwards across rising ground towards Taplow village. Four residential properties (Railway Cottages) adjoin Approach Road. To the east of these, a dense belt of mature deciduous woodland defines the northern side of the road.

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To the south of the railway, the area is largely rural in character, comprising grazing and arable land. Taplow Lake occupies former gravel workings, and is used by a sailing club. Several residential properties are located along Amerden Lane/Amerden Close. To the east, a substantial number of residential properties and smallholdings lie to the east of Marsh Lane.

The Townscape Character Baseline Plan for Maidenhead Bridge and Taplow Station Drawing No. 1E0416-W1E00-E00-F-00023/00024 identify the locations of key buildings and landmarks in the local landscape / townscape, together with local views, pedestrian and vehicular movement corridors, townscape character areas, urban gateways / nodes and landscape planning designations. This baseline plan also illustrates the extent of the work sites for both the temporary and permanent works.

2.2 Listed Buildings and their Setting

There are no listed buildings within the approximate Zone of Visual Influence (ZVI) of the works.

2.3 Conservation Areas

The nearest Conservation Areas are:

- along the eastern bank of the Thames, between the railway and Bath Road (outside the route window); and - around Taplow, with the closest part of the boundary about 0.75km north of the railway.

2.4 Landscape / Townscape

2.4.1 Character Areas and Landscape / Townscape Quality

The surrounding landscape may be divided into two main character areas, to the north and south of the railway respectively.

The area to the north mainly comprises open farmland on rising ground, framed by small belts and blocks of woodland. The immediate vicinity of Bath Road is more

Route Window W23B 113 Crossrail Line 1 Assessment of Heritage and Landscape Impacts – Volume 2 urban in character, and buildings are also influential along Berry Hill and around the edge of Taplow.

The area to the south is essentially flat and more rural, with fewer buildings, but a less pronounced field pattern. Taplow Lake and the Jubilee River provide opportunities for water views. Tree cover is confined to shelterbelts and mature hedgerows.

2.4.2 Key Townscape / Landscape Features and Resources

Key landscape features in the area comprise:

- the Jubilee River and Taplow Lake; and - the railway itself.

The Jubilee River and Taplow Lake are water bodies of substantial scale. The Jubilee River in particular is open in character, and its visual influence extends across much of the area, mainly to the south of the railway. Taplow Lake is largely surrounded by trees, and therefore less prominent.

The railway is important in two respects. Firstly, the embankment and bridges are prominent features. The skew bridge over the Bath Road is especially visible, and may be regarded as a local landmark, notably for drivers.

Secondly, the embankment obstructs potential views across the otherwise flats terrain of the floodplain, providing a (mainly vegetated) backdrop to many short-distance views from locations on either side.

The spire of Taplow Church may be glimpsed from some locations, but is not sufficiently prominent to be regarded as a landmark.

As described previously, hedgerows, scrub and mature trees are a key influence on views and on the character of the area. The vegetation along the embankment is of most direct relevance to the proposed works.

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2.4.3 Strategic Views and Key Local Views

No strategic views have been identified in the area.

The northward view from the footbridge across the Jubilee River at Amerden Lane is a key local view. The bridge forms part of the district-wide cycle network, and affords a clear view of the railway embankment and the multi-span culvert across the Jubilee River.

2.4.4 Pedestrian / Vehicular Movement Corridors

The main traffic routes in the area are:

- the A4/Bath Road, which provides the main direct link between Maidenhead (to the west) and Slough (to the east); - Berry Hill, which provides access to Taplow from Bath Road; and - Marsh Lane, which provides access from Bath Road to Reach.

Amerden Lane is an unclassified local road providing access to residential properties south of the railway.

A borough-wide cycle route passes through the area, using parts of Amerden Lane and the footbridge over the Jubilee River. A footpath crosses the open land to the north of the railway, between Berry Hill and Boundary Road, skirting the edge of Taplow.

2.4.5 Landscape Planning Designation

The landscaped grounds of Berry Hill Court are designated as an historic park/garden.

2.5 Zone of Visual Influence

The approximate Zone of Visual Influence (ZVI) for the OHLE works is determined by the following:

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- The relationship of the railway to the surrounding area; - The general character and arrangement of land uses; and - The size and type of nearby vegetation, notably that along the railway embankment.

As has been described previously, the railway traverses this area on embankment, and is a prominent local feature. This prominence is accentuated by the vegetation on the embankment slopes, notably the mature scrub/secondary woodland and the specimen Scot’s pines.

The scrub/secondary woodland screens the permanent way to varying degrees along the sections of the route around Amerden Lane and approaching the station. This vegetation would potentially provide a significant degree of screening to the OHLE works.

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

- Buildings along Bath Road; - Rising ground, vegetation and buildings forming the southern edge of Taplow; - Vegetation and buildings along Boundary Road; - Intervening hedgerows; and - The belt of woodland along the northern side of Approach Road.

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

- The sequence of hedgerows and tree belts across the floodplain, together with trees along the Thames; - The built-up river frontage of Bray; - The M$ embankment; and - The sequence of buildings along Marsh Lane.

The main potential sources of views of the works, in the area north of the railway, may be summarised as follows:

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- Occupants of residential and other properties in Bath Road; - Users of Bath Road; - Occupants of residential properties in Berry Hill; - Occupants of residential properties on the southern edge of Taplow; - Users of the footpath between Berry Hill and Boundary Road; - Occupants of Railway Cottages; - Occupants of residential properties in Boundary Road; - Users of the sports ground north of Approach Road; and - Users of Approach Road.

The main potential sources of views of the works, in the area south of the railway, may be summarised as follows:

- Occupants of residential properties at Amerden Ponds/Amerden Lane/Amerden Close; - Users of the cycle way across the Jubilee River; - Users of Taplow Lake and the Thames Valley Adventure Playground; and - Occupants of residential properties along Marsh Lane.

2.6 Sensitivity

2.6.1 Sensitivity of Townscape / Landscape to Change

Northern Area

This area is of moderate to high sensitivity to change. The built-up area in the vicinity of Bath Road is of moderate sensitivity. Whilst it is able to accommodate a degree of change, its built pattern is relatively small-scale and therefore potentially susceptible to adverse impacts from the introduction of larger-scale or intrusive features.

Sensitivity increases to the north of Bath Road/Approach Road. This is due partly to the open character of the landscape, which allows impacts to extend across the area; and partly to its higher quality, as reflected in the presence of the Berry Hill historic garden and the Taplow Conservation Area, and in the fact that most of this area falls within a Local Landscape Area.

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Southern Area

This area is generally of high quality, but less so than the best parts of the area north of the railway. Where buildings are influential, as in Amerden Close and along Marsh Lane, the landscape is of moderate quality. The presence of traffic using Bath Road is also a detracting factor.

In the remainder of the area, the original landscape structure has been severed by the Jubilee River and by gravel extraction (creating Taplow Lake). At the same time, however, these changes have introduced substantial water bodies, which contribute to the quality of the area.

Since the railway corridor is already prominent, features associated with the OHLE works might be perceived as being relatively unremarkable in many locations. This is anticipated to be the case in particular within the context of the built-up areas.

2.6.2 Sensitivity of Visual Receptors to Change

Table W23.1: Visual Receptors (Jubilee River to Taplow Station OHLE Works) below identifies the key receptors who are likely to obtain views of the proposed temporary and permanent works, together with their sensitivity, the type of views and whether the views are of the temporary or permanent works.

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Table W23.1 :- Visual Receptors for the Jubilee River to Taplow Station OHLE Works

Receptor Sensitivity Type of (Close Views under 1km of

View View

distance) Works Receptors Oblique Temporary Work Sites Permanent Direct View Occupants of residential + Ground 1 other properties along + Upper 9 9 9 9 High Bath Road floors 2 Users of Bath Road Ground 9 9 9 Low Occupants of residential Upper 3 properties in Berry 9 9 9 9 High floors Hill/Berry Hill Farm Upper Occupants of Railway 4 floors + 9 9 9 9 High Cottages ground Users of public footpath 5 between Berry Ground 9 9 9 Moderate Hill/Boundary Road 6 Users of Approach Road Ground 9 9 9 9 Low 7 Users of sports ground Ground 9 9 9 9 Low 8 Users of Taplow Station Ground 9 9 9 9 Low Occupants of residential Upper properties at Amerden 9 floors + 9 9 9 High Lakes/Amerden gardens Lane/Amerden Close Users of cycleway along 10 Ground 9 9 9 9 Moderate Amerden Lane Users of Taplow Lake + 11 Thames Valley Adventure Ground 9 9 9 9 Low Playground Ground Occupants of residential 12 + upper 9 9 9 9 High properties in Marsh Lane floors Users of commercial 13 properties between Ground 9 9 9 9 Low Taplow Station/Bath Road

The most sensitive receptors in the area comprise local residents. It is estimated that occupants of up to about 80 residential properties may experience views of the works. These may be summarised as follows:

- 10 properties along Bath Road - 5 properties in Berry Hill; - 5 properties at Railway Cottages; - 10 properties at Amerden Lakes/Amerden Lane/Amerden Close; and - 50 properties in Marsh Lane.

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In practice, many of these views are likely to be screened to varying degrees by vegetation. For example, hedgerows and trees in the vicinity of Berry Hill may screen views from properties to the north, whilst trees around Taplow Lake are likely to screen views from Marsh Lane.

As noted previously, parts of the railway embankment are densely vegetated, to the extent that the railway itself is partially or largely screened. This is the case, for example, in relation to views from properties along Bath Road and Amerden Lane. However, a significant section of the railway is relatively open, with only occasional specimen Scots Pine to provide screening, and properties in Amerden close and Railway Cottages are likely to have relatively unobstructed views of the line.

A second, potentially sensitive group of receptors comprises recreational users of the area, notably of the footpath to the north and the cycleway along Amerden Lane. The sensitivity of these receptors has been assigned as moderate, on the basis that some may be highly aware of the visual influence of the railway, whilst others may not.

The remaining receptors in the area include occupants of business premises and users of local roads, whose sensitivity is assumed to be low.

Receptors who live in or use properties that look towards the railway corridor can be assumed to be habituated to a certain degree to the impact of railway maintenance and construction activities.

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3. Impact of the Scheme

3.1 Listed Buildings and their Setting

There will be no impacts on listed buildings or their setting in this route window.

3.2 Conservation Areas

The OHLE works will have no material affect on the setting of the Taplow Conservation Area.

3.3 Landscape / Townscape

3.3.1 Impacts on Designated Landscape / Townscape

The works will have a minor impact on the setting of the designated landscape around Berry Hill Court. This landscape is relatively well enclosed by trees, and is separated from the railway by Bath Road and several properties. In addition, the nearest section of the embankment is largely vegetated. Although the OHLE works may be visible from within the designated landscape, they will not affect its intrinsic character.

The works will also have a minor impact on the Local Landscape Areas to the north and south of the railway corridor. The northern area does not adjoin the railway, and is separated from it by Bath Road, properties and farmland. The southern area adjoins the railway at Jubilee River and Amerden Close.

Although the OHLE works will be visible from within these designated areas, their visual influence will be small, and their affect on landscape character insignificant.

3.3.2 Impacts on Landscape / Townscape Character

The temporary works are not considered to have any significant impacts on landscape character, since they are assumed to be of very limited duration (no more than a few days at each location).

The permanent works are considered to have no more than a minor impact on both character areas.

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The railway is already a prominent feature, mainly due to the embankment and underbridges, especially at Bath Road. The OHLE works will represent a relatively minor incremental increase in this prominence.

Although the OHLE works are likely to be visible from open country over distances of perhaps 0.5-0.75km, their influence will be small, and will be insufficient to alter the character of the surrounding areas.

3.4 Visual impacts

The Visual Appraisal Plan for Jubilee River to Taplow Station OHLE Works Drawing No. 1E0316-W1E00-E00-F-00023/00024 illustrates the approximate Zone of Visual Influence for the proposed temporary and permanent works, and identifies the principal locations from which views of the development would be obtained.

The magnitude of visual impact from both the temporary and permanent works is considered to be Moderate for up to about 10 properties at Railway Cottages/Amerden Close/Amerden Lane. In these cases, the properties are located close to the railway (within about 50m), and potentially experience direct and relatively unobstructed views. Although the OHLE construction and its permanent features are likely to be visible to these receptors, the works will not change the character of these views to a fundamental degree. The existing embankment and bridges, together with passing trains, will continue to be the main influence on these views. Consequently, the effects on visual amenity are not considered to be significant.

Similarly, where a low degree of impact is predicted to occur, the effect is also not considered to be significant.

The precise degree of impact on each group of receptors has therefore not been tabulated.

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4. Summary

This section of the route runs across the Thames floodplain on embankment, merging with ground levels at Taplow Station. The embankment is an important influence on views. The sections of it close to the station and west of Bath Road are densely vegetated. The intervening section is largely open, with occasional mature Scots pine. The Bath Road underbridge is prominent.

The surrounding area comprises countryside and urban fringe uses. Residential properties and other buildings are confined to Marsh Lane, the section of Bath Road to the west of the railway and to small clusters elsewhere, as at Amerden Close and Berry Hill. Taplow Lake and the Jubilee River are important as water features.

Two main character areas have been identified. The area to the north of the railway comprises gently rising farmland, with significant groups of trees at Berry Hill and Approach Road, extending to Taplow Village. The area to the south is flat and more open in parts, extending as far as the M4.

Visibility is determined mainly by vegetation and by the railway embankment. The ground- level ZVI of the works extends northwards to properties in Berry Hill and the edge of Taplow, and southwards to Marsh Lane and field boundaries towards Amerden Lane.

Designated areas/features comprise Taplow Conservation Area; the historic landscape around Berry Hill Court; and Local Landscape Areas, which include most of the countryside to the north and the floodplain to the south.

The most sensitive receptors comprise occupants of residential properties. It is estimated that up to about 80 such properties may experience views of the works. Other receptors include users of nearby footpaths and cycle ways (moderate sensitivity).

4.1 Listed Buildings and their Setting

There will be no impacts on listed buildings or their setting in this route window.

4.2 Conservation Areas

The OHLE works will have no material affect on the setting of the Taplow Conservation Area.

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4.3 Landscape / Townscape

The works comprise the erection of OHLE infrastructure. The construction works are not predicted to give rise to significant effects on landscape character.

The permanent works are considered to have a Minor impact on landscape character and the settings of designated areas, the effects of which will not be significant.

4.4 Visual Impact

Moderate impacts are predicted on the visual amenity of occupants of about 10 residential properties closest to the line (at Amerden Lane/Amerden Close/Railway Cottages). These impacts are not considered to give rise to significant effects, since the character of the views from these properties will not be changed fundamentally.

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5. Summary tables

There will be no impacts on listed buildings, the setting of listed buildings or Conservation Areas in this route window, hence these are not included within the Summary Table.

Predicted impacts on landscape / townscape character and visual amenity are summarised in Table W23.4: Summary Table of Temporary Impacts and Table W23.5: Summary Table of Permanent Impacts, including any committed mitigation and residual impacts.

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126 Assessment ofHeritage and Landscape Impacts –Volume2 Crossrail Line 1 Table W23.4: Summary Table of OHLE Temporary Impacts (Route Window W23)

Route Window W23 – Temporary OHLE Impacts

Works and potential impact Significance Mitigation Residual Impact Description Significance Impact on setting of Historic Landscapes and Local Not Significant None proposed As above. Not Significant Landscape Areas Impact on landscape / townscape character: Not Significant None proposed. Temporary works would be Not Significant Overall character of surrounding areas would not be of very limited duration, but affected. would have no fundamental impact on character. Impact on visual amenity of: Not Significant None proposed As above; assumed minimal Not Significant Local residents and other receptors loss of lineside vegetation.

Table W23.5: Summary Table of Permanent OHLE Impacts (Route Window W23)

Route Window W23 – Permanent OHLE Impacts

Works and potential impact Significance Mitigation Residual Impact Description Significance Impact on settings of Historic Landscape Not Significant None required. Visual influence of OHLE Not and Local Landscape Areas features will be minor. Significant. Impact on landscape character Not Significant None required. Incremental change to role of Not Significant Route WindowW23B railway infrastructure will be minor. Impact on visual amenity Not Significant None required. Character of views will not Not Significant change in amenity terms.

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6. Assumptions

- The OHLE will be similar in height, design and spacing as the existing Heathrow Express OHLE using Portal gantries designs - Substantial removal of lineside vegetation will not be necessary in order to install or maintain the OHLE - It is assumed that the works will be undertaken from within the rail corridor and no “special” work sites will be required for the OHLE works as the existing station work sites will be used. - The railway is already prominent in the relevant views; - The construction works will be of very limited duration within each view; - The permanent works (the OHLE gantries, wires and columns) will represent a small incremental change to the role of railway infrastructure within these views; - Where the embankment slopes are vegetated, this will be largely retained and will continue to provide an effective degree of screening; and - The change in the character of views from nearby properties will therefore not affect their contribution to visual amenity to a significant degree. - Desk-top studies and a number of site visits were undertaken during July 2004 and therefore this assessment was undertaken during the summer period when vegetation was in leaf. However, when considering the landscape and visual impacts of the scheme, an assessment of the potential winter situation has been estimated / taken into account and ZVIs mapped on this basis.

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7. References

- ES Route Windows W23 - Parliamentary Plan Sheets - ES Scheme Description

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Route Window W23A Taplow Station

Route Window W23A 129

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Contents

1. Description of the Works 133 1.1 Permanent Works 133 1.2 Temporary Works 133 2. Baseline Assessment 134 2.1 Local context 134 2.2 Listed Buildings and their Setting 135 2.3 Conservation Areas 135 2.4 Landscape / Townscape 135 2.5 Zone of Visual Influence 137 2.6 Sensitivity 139 3. Impact of the Scheme 142 3.1 Listed Buildings and their setting 142 3.2 Conservation Areas 142 3.3 Landscape / Townscape 142 3.4 Visual impacts 143 4. Summary 146 4.1 Listed Buildings and their Setting 146 4.2 Conservation Areas 146 4.3 Landscape / Townscape 146 4.4 Visual Impact 146 5. Summary tables 147 6. Assumptions 150 7. References 151

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Route Window W23A Taplow Station

1. Description of the Works

1.1 Permanent Works

Crossrail will require the introduction of overhead line equipment throughout the alignment in this route window. At Taplow station, the safety implications of this electrification will require that the parapets of the station footbridge be modified.

Platforms at Taplow station will be extended westwards by about 26 m to accommodate Crossrail trains.

1.2 Temporary Works

Platform extensions and footbridge works will take about four months to complete. The works will be undertaken from two worksites located respectively to the north of the railway, just off Approach Road, and to the south of the railway, in the western corner of the current car park. Transport of materials to and from the sites will be by road. Only about two lorries will serve each worksite on a typical day. Plant and equipment required at the worksite will include a piling rig, crawler, excavators, mobile cranes, compressors, lighting rigs and generators.

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2. Baseline Assessment

2.1 Local context

Taplow Station lies on the western edge of Burnham. The built-up area extends eastwards from Station Road, along the corridor of land between the railway and Bath Road (A4) and northwards to the historic centre of Burnham.

The areas to the north and south of the station are essentially rural, comprising mainly open farmland with some recreation space, gravel workings and settlement. This rural area extends westwards to the Thames southwards to the M4 and northwards to Taplow village and the Cliveden estate. It forms a wedge of open countryside between the built-up areas of Maidenhead to the west and Burnham to the east.

The land uses around the station reflect its urban fringe location. It is adjoined to the north by a car sales yard (Station Garage) and beyond which are Approach Road and Institute Road and by playing fields (including Claires Court School), allotments and open farmland. To the south, the land between the station forecourt and Bath Road is currently vacant and being redeveloped. This area lies adjacent to by a caravan sales yard to the west and to the east by light industry and The Bishop Centre (a local shopping centre).

The area to the south of Bath Road comprises mainly open agricultural farmland, together with the Burnham Sewage Works and a number of residential properties (along Marsh Lane). To the west, the Thames Valley Adventure Playground adjoins a flooded gravel pit.

To the north of the station, a small number of residential properties are located on Station Road/Institute Road and Boundary Road. Other residential properties (railway Cottages) are located on the western part of Approach Road. Taplow village lies about 1km to the north- west, beyond the playing fields and open areas of farmland.

The Townscape Character Baseline Plan for Taplow Station, Drawing No. IE0416-WIE00- E00-F-00023 identifies the locations of key buildings and landmarks in the local landscape / townscape, local views, pedestrian and vehicular movement corridors, townscape character areas, urban gateways / nodes and the landscape planning designations that relate to the work sites and their surroundings. These baseline plans also illustrate the extent of the work sites for both the temporary and permanent works.

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2.2 Listed Buildings and their Setting

The nearest listed buildings lie outside the route window, about 1km to the south-east of the station, close to the junction of Bath Road and Lane End Road.

2.3 Conservation Areas

The nearest Conservation Areas lie outside the route window, at Taplow (750m to the north- west) and Burnham (1.5km to the north-east).

2.4 Landscape / Townscape

2.4.1 Character Areas and Landscape / Townscape Quality

The area comprises two main character areas: the built-up area of Burnham and the belt of countryside between Burnham and Maidenhead, which is described here as the Thames Valley Gap.

Burnham Character Area:

Burnham mainly comprises housing dating from the 1920-40 and 1950-70 periods, predominantly two-storey and terraced/semi-detached. This housing is interspersed with schools, local shops, services and other community facilities (e.g. around Lent Rise) and open space (e.g. Burnham Park). Commercial, retail and light industrial uses are found along parts of the Bath Road (e.g. the superstore), on Station Road and on a couple of sites to the north of the railway (e.g. Marshgate Trading Estate).

The built-up area is generally of moderate townscape quality. Whilst the light industrial and commercial sites are of Low quality, the historic centre of Burnham village (outside the route window) is of high quality. The residential areas that make up most of this area are unremarkable, and is considered to be moderate quality.

Thames Valley Gap Character Area:

The Thames Valley Gap is generally of moderate landscape quality. South of the railway, relatively higher quality areas occur to the west, around the flooded gravel workings and Amerden Ponds, and approaching the Thames, where water views and vegetation are

Route Window 23 135 Crossrail Line 1 Assessment of Heritage and Landscape Impacts – Volume 2 significant influences. North of the railway, higher quality areas occur towards Taplow, due to more prominent topography and mature trees, including the historic landscape at Berry Hill, some distance from the station.

Landscape quality decreases closer to the urban fringe, as the field pattern becomes fragmented and features such as the sewage works intrude. Transport infrastructure is locally influential, notably the busy A4/Bath Road, the railway embankment to the west of the station, and the M4 to the south (outside the route window).

2.4.2 Key Townscape / Landscape Features and Resources

Taplow Station appears to be of largely unaltered design, comprising two single-storey brick buildings. The canopies over the Relief platforms look original, with characteristically decorative barge-boards. The footbridge is also pleasing, with lattice parapets and a gabled canopy. In total, the station succeeds in maintaining the image of a Victorian country station.

There are otherwise no buildings of particular note in the area. The Bishops Centre is locally prominent to the south east of the station forming an area of business/commercial development on the countryside edge of Taplow/Slough

Vegetation is a locally important influence on views and landscape quality. The most notable vegetation comprises:

- a belt of mature deciduous trees (Chestnut, Sycamore etc) along the northern side of Approach Road; - a discontinuous row of mature trees (Chestnut etc) to the south of the station car park; - mature scrub and semi-mature trees flanking the abutments of Station Road bridge and the access road to the station car park; - discontinuous scrub and semi-mature trees along the railway corridor to the east and west (south side only).

2.4.3 Strategic Views and Key Local Views

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

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2.4.4 Pedestrian / Vehicular Movement Corridors

The main movement corridor in the area comprises Bath Road (A4). Station Road, which passes beneath the railway immediately to the east of the station, links Bath Road with Boundary Road to the north, and thence Taplow village.

Approach Road, which follows the northern side of the railway corridor, links Station Road with Bath Road to the west. Institute Road provides a link between Station Road, Hitcham Road and the built-up area to the east. These roads are relatively narrow, providing access to the station, to nearby businesses and for local residents. They are also the main pedestrian routes in the area.

There are two public footpaths in the vicinity: one linking Boundary Road with Berry Hill, to the north-west of the station; and a further public footpath following Amerden Lane, to the west of the Thames Valley Adventure Playground.

2.4.5 Landscape Planning Designations

The area west of Marsh Lane and south of Bath Road and the railway is designated as a Local Landscape Area. This designation also applies to the area north and west of the station bounded by the sports ground, allotments, Boundary Road and parts of Berry Hill and Bath Road.

The countryside further to the south (beyond the M4) and north (beyond Hitcham Lane) is designated as an Area of Attractive Landscape (outside the route window).

Berry Hill, an Historic Park and Garden, lies about 750m to the west of the station, to the north of Bath Road.

2.5 Zone of Visual Influence

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

- The relationship of the railway to the surrounding area; - The general character and arrangement of land uses; - The proximity, scale and use of nearby buildings; and

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- The size and type of nearby vegetation.

The railway runs on embankment through this area, bridging over Lent Rise Road, Taplow Road, Station Road and Bath Road. The embankment becomes most pronounced to the west of the station, as the railway crosses the Thames floodplain. In the vicinity of the station, ground levels have been built up to provide easy gradients for Approach Road and the road accessing the station from the south.

The relatively elevated position of the station, combined with the largely undeveloped character of the areas to the north, south and west, theoretically allow views from these directions to be gained over substantial distances. At the same time, the mainly built-up character of the area to the east of Station Road would be expected both to facilitate views from the nearest properties, whilst screening many potential views from ground-level. In practice, however, vegetation in the immediate vicinity of the station and railway corridor is a major influence on visibility, especially during summer. The approximate Zone of Visual Influence (ZVI) for the works site is defined by the following:

- to the west it is defined along the railway corridor to the Bath Road bridge; and potentially extends southwards across open land to Amerden Lane, residential properties in Marsh Lane and the sewage works, but is highly fragmented by foreground vegetation;

- to the north and north-west the ZVI potentially extends up to the fringes of Taplow and Berry Hill, but is largely blocked by the tree belt to the north of Approach Road;

- to the north-east and north the ZVI potentially extends up to Boundary Road, but is largely truncated by vegetation along Station Road and Institute Road; and

- to the east along the railway corridor to the vicinity of Taplow Road which is restricted on either side of this corridor by vegetation and by commercial buildings between the railway and Bath Road.

The main potential sources of views of the station work sites may be summarised as follows:

- Users of nearby commercial premises (mainly off Station Road); - Approx. 5 residential properties in Institute Road/Station Road; - Potentially approx. 10 residential properties in Boundary Road (winter only);

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- Users of the playing fields and sports ground to the north of Institute Road and Approach Road; - Approx. 5 residential properties (Railway Cottages) in Approach Road; - Potentially Berry Hill Farm and the edge of Taplow (winter only); - Potentially users of the footpath close to Berry Hill Farm (winter only); - Users of Approach Road, Station Road and Bath Road; - Potentially users of the Thames Valley Adventure Playground (probably winter only); - Potentially approx. 10 residential properties in Marsh Lane; and - Users of the station.

2.6 Sensitivity

2.6.1 Sensitivity of Townscape / Landscape to Change

The surrounding townscape/landscape is of mixed sensitivity to change. The mainly undeveloped areas to the north, south and west have a high degree of sensitivity. They are of high or moderate landscape quality, with the potential for views over distances of up to 1km, and the introduction of new built features could in theory have an adverse effect on their character.

In practice, however, visibility is constrained in many cases by vegetation, railway infrastructure which is already prominent locally, and pockets of built-up character that occur along Marsh Lane and to the west of the Bath Road bridge. The area therefore has a degree of tolerance to accept small-scale change without detrimental effect.

The built-up area to the east, and the corridor of Bath Road immediately to the south, is of low sensitivity, particularly where commercial and industrial uses predominate. This area is characterised by low-rise (generally no more than two-storey) buildings, separated by largely functional spaces (car parks, service yards etc). The residential areas are densely developed, allowing buildings and vegetation to absorb the majority of views. Transport infrastructure – notably the railway and Bath Road – is already prominent locally. As a result, this area can accommodate a considerable degree of change without affecting its fundamental character.

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2.6.2 Sensitivity of Visual Receptors to Change

Table W23A.1: Visual Receptors (Taplow Station Works) below identifies the receptors who are likely to obtain views of the works, together with their sensitivity, the type of views and whether the views are of the temporary or permanent works. Table W23A.1: Visual Receptors for the Taplow Station Works

Receptor Sensitivity Type of (Close Views under 1km of View

distance) Works Receptors Temporary Work Sites Permanent Direct View Oblique View Ground Users of commercial 1 +upper 9 9 9 9 Low premises off Station Road levels Residential properties in Ground 2 Institute Road + Station 9 9 9 9 High level Road Residential properties in Upper 3 9 9 9 9 High Boundary Road level Users of sports ground + Ground 4 9 9 9 Low playing fields level Upper 5 Railway Cottages 9 9 9 High floors Berry Hill Farm/residential Upper 6 9 9 9 High edge of Taplow floors Users of the footpath near Ground 7 9 9 9 High Berry Hill Farm level Ground 8 Users of nearby roads 9 9 9 9 Low level Users of the Adventure Ground 9 9 9 Low Playground level Residential properties in Upper 10 9 9 9 9 High Marsh Lane floors Ground 11 Users of the station level + 9 9 9 9 Low footbridge

Local residents will be the most sensitive group of receptors. However, viewing opportunities will in many cases be confined to upper floors, will be oblique, and will be screened to varying degrees by vegetation.

Properties closest to the station, in Station Road and Institute Road, are single storey and are substantially screened by vegetation during summer. It is likely that more distant properties such as those in Boundary Road and the edge of Taplow will experience winter- time views only, and that even these may be no more than glimpses.

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It should be noted that some receptors may experience recurrent views of the works (e.g. from their homes and when they use nearby roads or the station).

Direct and largely unobstructed views of the works will be obtained from the station itself, from nearby commercial premises and from Station Road/Institute Road, and in these cases receptor sensitivity is assumed to be low. No residential properties will have direct, unobstructed views of the works.

View from Taplow Footbridge looking west

Receptors who live in or use the area can be assumed to be habituated to a certain degree to the impact of railway maintenance and construction activities. The station construction works would be for a short duration approximately four months.

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3. Impact of the Scheme

3.1 Listed Buildings and their setting

There will be no impacts on listed buildings or their setting in this route window.

3.2 Conservation Areas

There will be no impacts on Conservation Areas in this route window.

3.3 Landscape / Townscape

The works at the station would require the clearing of a small area of scrub and ruderal vegetation between the railway and Approach Road. No other landscape features would be affected, and no buildings/structure would be demolished.

Apart from the alterations to the footbridge parapet, the existing station buildings/structures would not be affected. The modifications to the existing footbridge will be insignificant, and largely unnoticeable except at close quarters.

3.3.1 Impacts on Designated Townscape/Landscape

The visual influence of the works may extend into parts of the Local Landscape Area to the north and south. However, this influence is likely to be diluted to varying degrees by screening vegetation, which may be largely unnoticeable in summer and will affect peripheral parts of these areas only. The character of the designated area will be largely unchanged, and the effect is not considered to be significant.

The Areas of Attractive Landscape that lie further to the north and south (outside the route window) will be unaffected.

The Historic Park and Garden at Berry Hill lies on the periphery of the potential ZVI, and is highly unlikely to be affected. Even if views of the works are possible from this location, the effect on its character would not be significant.

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3.3.2 Impact on Landscape / Townscape Character

The works will not require the removal of any features that are important in determining the character of the area. Neither the temporary works nor the permanent structures will be of a scale that is inconsistent with the surrounding pattern of land uses.

Larger construction features such as mobile cranes, portacabins or hoardings will be present for a limited period and will have no long-term impact on landscape character. Their effect is therefore not considered to be significant.

The permanent works will be seen within the context of the existing station, and will be similar in form and scale to the existing station infrastructure. It will have no more than a Minor impact on the adjoining parts of both character areas, and its effect is not considered to be significant.

3.4 Visual impacts

Drawing No. IE0416-WIE00-W00-F-00023 illustrates the approximate Zone of Visual Influence for the temporary and permanent works. It also identifies the principal locations from which views of the development would be obtained.

The visual impact of the construction works must take account of the relatively limited period during which they will occur. In addition, nearby receptors will to a certain degree be tolerant of activities carried out in the normal course of railway maintenance and improvement.

The magnitude of visual impact that would be generated by the temporary works on each receptor group is identified in Table W23A.2: Potential Temporary Impacts on Receptors (Taplow Station Works).

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Table 23.2: Potential Temporary Impacts on Receptors (Taplow Station)

Magnitude Receptor Sensitivity of Potential (Close Views under 1km of Significance Impact on distance) Receptors Receptors Users of commercial premises 1 Low Moderate NSIG off Station Road Residential properties in 2 High Low NSIG Institute Road + Station Road Residential properties in 3 High Low NSIG Boundary Road Users of sports ground + playing 4 Low Moderate NSIG fields 5 Occupants of Railway Cottages High Low NSIG Residents of Berry Hill 6 High Low NSIG Farm/edge of Taplow Users of footpath near Berry Hill 7 High Low NSIG Farm Moderate / 8 Users of nearby roads Moderate NSIG Low 9 Users of Adventure Playground Low Low NSIG 10 Residents of Marsh Lane High Low NSIG 11 Users of the station Low High NSIG

The highest degree of impact will be experienced by users of nearby roads and commercial premises, and of the station itself, but their level of sensitivity is insufficient for this to represent a significant effect. Impacts on the most sensitive receptors (nearby residents) are considered to be of insufficient scale or duration, and the affected views to be of insufficient importance, to give rise to significant effects.

The magnitude of visual impact that would be generated by the permanent works on each group of receptors is identified in Table W23A.3: Potential Permanent Impacts on Receptors (Taplow Station).

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Table W23A.3: Potential Permanent Impacts on Receptors (Taplow Station)

Magnitude Receptor Sensitivity of Potential (Close Views under 1km of Significance Impact on distance) Receptors Receptors Users of commercial premises off 1 Low Low NSIG Station Road Residential properties in Institute 2 High Low NSIG Road + Station Road Residential properties in Boundary 3 High Low NSIG Road Users of sports ground + playing 4 Low Moderate NSIG fields 5 Occupants of Railway Cottages High Moderate SIG Residents of Berry Hill Farm/edge 6 High Low NSIG of Taplow Users of footpath near Berry Hill 7 High Low NSIG Farm 8 Users of nearby roads Moderate Moderate NSIG 9 Users of Adventure Playground Low Low NSIG 10 Residents of Marsh Lane High Moderate SIG 11 Users of the station Low High NSIG

The receptors of most concern are residents of Railway Cottages and Marsh Lane. In both cases, views will be oblique and will be screened or filtered to varying degrees by vegetation, particularly in summer. It is considered the works will be visually consistent with a setting in which railway infrastructure is already an influence, and will not alter the fundamental character of these views. The effect on visual amenity if therefore not considered to be significant.

The Year 1 predicted impacts are not considered to be significant for the reasons given above. After 15 years following completion of the works there would be no changes to the townscape and visual impact.

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4. Summary

4.1 Listed Buildings and their Setting

There will be no impacts on listed buildings or their setting in this route window.

4.2 Conservation Areas

There will be no impacts on Conservation Areas in this route window.

4.3 Landscape / Townscape

During the construction phase, impacts on landscape / townscape would not be significant. No important features would be lost and no buildings demolished. The works will be of modest scale, and would have no long-term impact on landscape / townscape character. The setting of designated landscapes would be unaffected.

The permanent features of the works would do no more than reinforce the existing influence of railway infrastructure, and would not have a significant effect on the character either of the immediate area or of surrounding designated landscapes.

4.4 Visual Impact

The construction works would not have a significant impact on visual amenity. The greatest degree of impact would affect receptors of low sensitivity (users of the business premises, station and nearby roads). The impact on highly sensitive receptors (local residents) would be no more than moderate, and would be qualified by substantial seasonal constraints on visibility and by the limited duration of the works.

Permanent impacts on visual amenity are not considered to be significant. The occupants of approximately 10 residential properties within about 200m of the works may be affected. However, visibility will be constrained and the fundamental character of their views will be unchanged. Occupants of a further 20 properties may have glimpses of the works, but the degree of visual change will be small.

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5. Summary tables

There will be no impacts on listed buildings, the setting of listed buildings or Conservation Areas in this route window, hence these are not included within the Summary Tables.

Predicted impacts on landscape / townscape character and visual amenity are summarised in Table W23A.4: Summary Table of Temporary Impacts and Table W23A: Summary Table of Permanent Impacts, including any committed mitigation and residual impacts.

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148 Assessment ofHeritage and Landscape Impacts –Volume2 Crossrail Line 1 Table W23A.4: Summary Table of Temporary Impacts (Route Window W23A)

Route Window W16 – Temporary Impacts

Residual Impact Works and potential impact Significance Mitigation Description Significance Impact on designated townscape/landscape Visual influence of works may extend into Local Not Significant None proposed Minimal. Not Significant Landscape Area. Impact on character areas Although landscape quality is high and potentially Not Significant None proposed. Minimal. Not Significant sensitive to change, its overall character would not be affected. Impact on visual amenity of: None: impact will cease Hoarding around Not Significant when construction is Not Significant Occupants of about 10 properties in Station work sites Road/Institute Road/Approach Road. complete. Impact on visual amenity of: None: impact will cease Hoarding around Not Significant when construction is Not Significant All other receptors (users of business premises, local work sites roads, station + more distant residents) complete.

Route WindowW23 A

Route WindowW23A Assessment ofHeritage and Landscape Impacts –Volume2 Crossrail Line 1 Table W23A.5: Summary Table of Permanent Impacts (Route Window C23)

Route Window C23 – Permanent Impacts

Residual Impact Works and potential impact Significance Mitigation Description Significance Impact on designated townscape/ landscape: Introduction of new railway Visual influence of new footbridge may Not Significant None proposed Not Significant infrastructure. extend into Local Landscape Area, but will have a minor impact on its character. Impact on character areas: Slight increase in visual influence of railway Introduction of new railway Not Significant None proposed Not Significant infrastructure, but will not affect infrastructure. fundamental character of surrounding area. Increase in visibility of railway Impact on visual amenity of: infrastructure, but character of occupants of up to 20 residential properties; Not Significant None proposed views, + hence the amenity of Not Significant occupants of business premises; receptors, will not change users of station, nearby roads etc fundamentally.

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6. Assumptions

- It is assumed that the loss of vegetation associated with the temporary works will be replaced and the area reinstated e.g. areas of car park resurfaced and soft areas returned to grass or planting introduced. - 3.6 metre high timber hoarding around all work sites - Desk-top studies and a number of site visits were undertaken during July 2004 and therefore this assessment was undertaken during the summer period when vegetation was in leaf. However, when considering the landscape and visual impacts of the scheme, an assessment of the potential winter situation has been estimated / taken into account and ZVIs mapped on this basis.

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7. References

- ES Route Window W23A - Parliamentary Plan Sheets - ES Scheme Description

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Route Window W22 Lent Rise

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Contents

1. Description of the Works 157 1.1 Permanent Works 157 1.2 Temporary Works 157 2. Assessment and Impacts 158

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Route Window W22 Lent Rise

1. Description of the Works

1.1 Permanent Works

Crossrail will require the introduction of overhead line equipment throughout the alignment in this route window.

1.2 Temporary Works

Works will be undertaken using rail-mounted equipment and will take about two months to complete. Materials will be carried to and from the works by rail.

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2. Assessment and Impacts

A scoping exercise to determine the potential impacts associated with OHLE was undertaken (see introductory section to this volume). Works within this route window were not considered to result in any significant impacts and consequently have not been assessed in detail.

There will be no other significant impacts on landscape / townscape, built heritage or visual amenity in this route window.

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Route Window W21 Burnham Station

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Contents

1. Description of the Works 163 1.1 Permanent Works 163 1.2 Temporary Works 163 2. Baseline Assessment 164 2.1 Local context 164 2.2 Listed Buildings and their Setting 165 2.3 Conservation Areas 165 2.4 Landscape / Townscape 165 2.5 Zone of Visual Influence 167 2.6 Sensitivity 169 3. Impact of the Scheme 171 3.1 Listed Buildings and their Setting 171 3.2 Conservation Areas 171 3.3 Landscape / Townscape 171 3.4 Visual impacts 172 4. Summary 175 4.1 Listed Buildings and their Setting 175 4.2 Conservation Areas 175 4.3 Landscape / Townscape 175 4.4 Visual Impacts 175 5. Summary tables 177 6. Assumptions 180 7. References 181

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Route Window W21 Burnham Station

1. Description of the Works

1.1 Permanent Works

Crossrail will require the introduction of overhead line equipment throughout the alignment in this route window.

The island platform at Burnham station will be extended westwards by about 26 m to accommodate Crossrail trains.

1.2 Temporary Works

Platform extensions will take about four months to complete. Construction plant required at the worksite will include a crawler, excavators, mobile cranes, lighting rigs, compressors and generators.

The works will be undertaken from one site at the western end of Sandringham Court, adjacent to the railway, and a second northeast of the station bounded by Burnham Lane to the east and Sandringham Court to the north. Vehicle access to the worksite will be from Sandringham Court off Station Road. Between two and four lorries are expected to serve each worksite.

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2. Baseline Assessment

2.1 Local context

Burnham Station lies within the largely built-up area of Burnham, which is contiguous with Slough. The built-up area is mainly residential, together with light industrial/commercial uses, community facilities (schools etc) and shops.

Residential uses predominate to the north of the railway. Sandringham Court comprises 3-5 storey flats and 2-storey semi-detached dwellings dating from about 1950-70. This area is adjoined to the north by the Royston Way/Crossthwaite Way area, which comprises two- storey, mainly detached housing dating from 1930-50. Priory School and its playing fields adjoin this area to the north-west.

Older housing extends northwards along Burnham Lane to The Red Squirrel at the junction with Haymill Road. East of Burnham Lane, Littlebrook Avenue is fringed by housing dating from 1950-70. To the east of this, the Haymill Valley comprises a corridor of open space and remnant woodland. Further east again lies the edge of the Slough Trading Estate.

Immediately south of the station, housing dating from about 1930-50 extends along Stanhope Road and an area of local open space. Park, an area of local open space including a bowling green and tennis courts, lies to the east of Station Road. This is adjoined to the south and west by the residential streets of Iona Crescent and Brook Crescent.

Progress Business Park lies to the west of Stanhope Road, adjoining the railway corridor. Light industrial, business and commercial uses predominate southwards to Bath Road, around Whittle Parkway and Kespatrick Road. Similar uses are characteristic of the Bath Road corridor east of the Station Road/Elmshott Road junction.

Residential uses predominate south of Bath Road, with a range of community uses, services and shops forming the centre of Cippenham along Elmshott Road.

The Townscape Character Baseline Plan for Burnham Station, Drawing No. IE0416-WIE00- E00-F-00021 identifies the locations of key buildings and landmarks in the local landscape / townscape, local views, pedestrian and vehicular movement corridors, townscape

164 Route Window W21 Crossrail Line 1 Assessment of Heritage and Landscape Impacts – Volume 2 character areas, urban gateways / nodes and the landscape planning designations that relate to the work sites and their surroundings. These baseline plans also illustrate the extent of the work sites for both the temporary and permanent works.

2.2 Listed Buildings and their Setting

There are no listed buildings within the route window. Burnham Station is locally listed.

2.3 Conservation Areas

The nearest Conservation Areas are at Burnham Village, about 1km to the north-west; and at Burnham Abbey, 1km to the south-west (both outside the route window).

2.4 Landscape / Townscape

2.4.1 Character Areas and Landscape / Townscape Quality

Landscape / townscape character largely reflects the prevailing pattern of land use. Whilst the entire area falls within the Burnham character area, three distinctive zones can be identified within this.

Sandringham Court / Suffolk Court Character Area:

The residential areas typically comprise a fine-grained pattern of low-rise dwellings, often with substantial vegetation. Locally, medium-rise blocks of flats occur, as in Sandringham Court and Suffolk Close. The residential areas are themselves of Moderate quality. They are typical of their period; whilst they are scarcely noteworthy, they generally offer a reasonable degree of amenity.

Bath Road Character Area:

The commercial areas comprise industrial, office, distribution and bulk retail buildings of characteristically large footprint, surrounded by parking or service yards. These buildings are usually the equivalent of 2-4 storeys high. The industrial/commercial areas are of lower quality, due mainly to their spatial pattern, their often utilitarian architecture and the dominance of parking areas.

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Haymill Valley Character Area:

The Haymill Valley and Cippenham Park form a corridor of open space along a minor watercourse, separated by the railway. This open space comprises amenity grassland and sports pitches, with some mature vegetation. The open space is of higher quality, providing the most important environmental amenity in the area.

Overall the built-up area is generally of moderate townscape quality, reflecting variations in quality between the different zones.

2.4.2 Key Townscape / Landscape Features and Resources

There are no buildings of particular merit or distinction in the vicinity. Burnham Station comprises a single-storey building located on the island platform between the Relief and Main line platforms. It is brick, single-storey, providing canopies with decorative barge- boards over both platforms. Whilst it appears to be largely unaltered, the roof may not be original. It is accessed via a subway, but the entrance on the forecourt/car park to the north is undistinguished.

Locally, buildings such as The Red Squirrel pub function as landmark, but are not key features in townscape terms. Several of the commercial buildings along Bath Road and within the Slough Trading Estate are distinctive, but they exert little visual influence in the immediate vicinity of the station. Industrial/commercial buildings further east, notably Tate & Lyle and Fuller’s Logistics, are visible for considerable distances along the railway corridor.

Vegetation is a locally important influence on views and landscape quality. The most notable vegetation in the immediate vicinity of the station comprises:

- a group of mature trees (beech, sweet chestnut, sycamore etc) adjacent to the Station Road bridge and car park entrance; - mature, but discontinuous scrub, and semi-mature trees, within the railway corridor; and - semi-mature trees and hedgerows (including conifers) within and along the rear boundary of gardens adjoining the railway corridor including several trees (Ash and Sycamore) within the Sandringham Court work site North.

In the wider area, vegetation is locally influential, particularly mature trees associated with the main open spaces at Haymill Valley and Cippenham park.

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2.4.3 Strategic Views and Key Local Views

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

2.4.4 Pedestrian / Vehicular Movement Corridors

Roads are the main movement corridors in the area. Station Road, which passes beneath the railway to the east of the station, links Burnham Lane with Bath Road. Burnham Lane is a local distributor road, which links Bath Road, to the east, with Burnham village to the north- west.

Bath Road (A4) is an arterial route linking Slough with Maidenhead, and most of the section through this route window is dual-carriageway. All other roads in the area are residential streets or access roads serving industrial/ commercial sites.

In addition to roadside footpaths, the pedestrian network comprises paths passing through Cippenham Park to link Station Road with Brook Crescent, Burnham Lane and Bath Road. There is also a pedestrian route northwards from Avenue along the Haymill Valley.

2.4.5 Landscape Planning Designation

The properties fronting onto Burnham Lane from Sandringham Court northwards to Leaholme Gardens are designated as a “residential area of exceptional character.” Most of the Haymill Valley is designated as a Local Nature Reserve.

2.5 Zone of Visual Influence

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

- The relationship of the railway to the surrounding area; - The general character and arrangement of land uses; - The proximity, scale and use of nearby buildings; and - The size and type of nearby vegetation.

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The railway runs on embankment through this area, bridging over Station Road and Burnham Lane. The embankment is most pronounced to the east of the station, as the railway crosses the lower-lying area beyond Cippenham Park. In addition, it is generally less prominent from the north, due to rising terrain.

The relatively elevated position of the station theoretically allows views to be gained over substantial distances, particularly from lower-lying areas to the south. In practice, however, viewing opportunities are constrained by surrounding buildings and by vegetation in the immediate vicinity of the station and railway corridor

The approximate Zone of Visual Influence (ZVI) for the works site is defined by the following:

- To the west along the railway corridor to no further than the Huntercombe Lane bridge; - To the north by the facades of properties in Sandringham Court and Burnham Lane; - To the east along the railway corridor to the vicinity of Burnham Lane bridge, beyond which commercial properties begin to impinge; and - To the south by the facades of properties in Stanhope Road, with glimpses beyond to taller commercial buildings and flats close to bath Road;

In summer, vegetation restricts the ZVI substantially, reinforcing the screening provided by buildings to the north, obstructing some potential views from the south, and constricting the extent of views along the railway corridor.

The main potential sources of views of the station work sites are summarised as follows:

- Occupants of between 30-40 residential properties in Sandringham Court; - Occupants of up to 10 residential properties in Burnham Lane; - Occupants of between 40-45 residential properties in Stanhope Road; - Occupants of the Progress Business Centre; - Users of the recreation ground east of Station Road; - Users of Station Road; - Occupants of taller commercial premises to the south; and - Users of the station.

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2.6 Sensitivity

2.6.1 Sensitivity of Townscape / Landscape to Change

The surrounding townscape/landscape is generally of moderate sensitivity to change.

The commercial areas, including much of the Bath Road corridor, are of low sensitivity, since their pattern of buildings and spaces is able to absorb a substantial degree of visual change without detriment to their character.

The residential areas potentially have a moderate degree of sensitivity, due to their higher level of amenity, although the density of buildings and vegetation allows ground-level views to be readily intercepted. Open spaces are highly sensitive, due to their undeveloped character and the likelihood that they may fall within the visual influence of nearby development. Railway infrastructure is locally prominent, with a potentially large number of receptors experiencing views of the embankment from nearby residential and commercial properties and open space.

2.6.2 Sensitivity of Visual Receptors to Change

Table W21.1: Visual Receptors (Burnham Station Works) below identifies the receptors who are likely to obtain views of the works, together with their sensitivity, the type of views and whether the views are of the temporary or permanent works.

Table W21.1: Visual Receptors for the Burnham Station Works

Receptor Sensitivity Type of (Close Views under 1km of

View View

distance) Works Receptors Oblique Temporary Work Sites Permanent Direct View Ground Residential properties in 1 +upper 9 9 9 9 High Sandringham Court floors Residential properties in Upper 2 9 9 9 High Burnham Lane floors Ground Residential properties in 3 +upper 9 9 9 9 High Stanhope Road floors Occupants of Progress Upper 4 9 9 9 Low Business Centre floors

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Receptor Sensitivity Type of (Close Views under 1km of

View View

distance) Works Receptors Oblique Temporary Work Sites Permanent Direct View Ground 5 Users of recreation ground 9 9 9 High Level Ground 6 Users of Station Road 9 9 9 Low level Occupants of commercial Upper 7 9 9 9 Low buildings to the south floors Ground 8 Users of the station 9 9 9 9 Low level

Local residents and users of the recreation ground will be the most sensitive group of receptors.

In theory, up to 100 residential properties could have winter-time views of the works. However, no more than about half of these would experience direct views, and viewing opportunities will in many cases be confined to upper floors. In addition, perhaps half of these viewing opportunities would be lost during summer.

The least obstructed views would be experienced by residents of potentially about 25 flats in Sandringham Court and about 15 properties in Stanhope Road. Views from other properties will be oblique and will be obstructed to varying degrees. It is unlikely that properties in Burnham Lane, for example, would experience views of the works during summer.

It should be noted that some receptors may experience recurrent views of the works (e.g. from their homes, from the recreation ground and when they use nearby roads or the station).

Receptors who live in or use the area can be assumed to be habituated to a certain degree to the impact of railway maintenance and construction activities. The station construction works would be of approximately four months duration.

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3. Impact of the Scheme

3.1 Listed Buildings and their Setting

There will be no impacts on listed buildings or their setting in this route window.

3.2 Conservation Areas

There will be no impacts on Conservation Areas in this route window.

3.3 Landscape / Townscape

The works at the station would require the clearing of vegetation between the Relief lines and along a section of embankment. The vegetation between the Relief lines comprises rough grass and low scrub, and is not significant. The vegetation along the embankment and the fence-line of Sandringham Court comprises mature, mixed scrub and semi-mature deciduous trees (Ash). This vegetation is locally influential in helping to screen views between the railway corridor and the nearest properties in Sandringham Court. In addition two mature trees are to be removed to accommodate the Sandringham Court North work site.

The only structure to be removed will be a section of the security fence defining the railway corridor, and this will be reinstated. No other landscape features would be affected, and no demolitions would be required. The existing station buildings/structures would not be affected.

3.3.1 Impacts on Designated Townscape/Landscape

The visual influence of the works will not extend into any areas of designated landscape / townscape.

The works are likely to be visible from the recreation ground, and possibly from parts of Haymill Valley. Both of these areas are designated public open space, and the Haymill Valley is a Local Nature Reserve. However, the visual influence of the works on these areas will be minor and will not affect their intrinsic character.

Similarly, the works may also be glimpsed from parts of the “residential area of exceptional character” along Burnham Lane, but will have no impact on its character.

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3.3.2 Impact on Landscape / Townscape Character

Vegetation will be removed along the section of embankment adjoining Sandringham Court. This vegetation influences views to/from the nearest properties, but is not an important feature in the overall character of the area. Its loss is therefore considered to be a minor impact on the residential character area, and is unlikely to be significant.

Although construction features such as mobile cranes, portacabins or hoardings will be visible, they will be present for a limited period and will have no long-term impact on landscape character. Their effect is therefore not considered to be significant.

The permanent works will be seen in the context of the existing station, with which they will be visually consistent. They will have no more than a minor impact on the adjoining parts of the residential character area, and the effect is not considered to be significant.

3.4 Visual impacts

The Visual Appraisal Plan for the Burnham Station works, Drawing No. 1E0316-WIE00-E00- F-00021 illustrates the approximate Zone of Visual Influence for both the temporary and permanent works. It also identifies the principal locations from which views of the development would be obtained.

The assessment of impact during the construction works takes account of their relatively limited duration, and the likelihood that nearby receptors will to a certain degree be tolerant of activities carried out in the normal course of railway maintenance and improvement.

The magnitude of visual impact that would be generated by the temporary works on each receptor group is identified in Table W21.2: Potential Temporary Impacts on Receptors (Burnham Station Works).

Table W21.2: Potential Temporary Impacts on Receptors (Burnham Station)

Magnitude Receptor Sensitivity of Potential (Close Views under 1km of Significance Impact on distance) Receptors Receptors Occupants of approx. 25 1 High High SIG(-) residential properties in

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Magnitude Receptor Sensitivity of Potential (Close Views under 1km of Significance Impact on distance) Receptors Receptors Sandringham Court Occupants of remaining 2 High Moderate NSIG properties in Sandringham Court Occupants of residential 3 High Low NSIG properties in Burnham Lane Occupants of approx. 15 NSIG* see 4 residential properties in High Moderate below Stanhope Road Occupants of Progress 5 Low Moderate NSIG Business Centre 6 Users of the recreation ground High Low NSIG 7 Users of Station Road Low Low NSIG Occupants of commercial 8 Low Low NSIG buildings to the south 9 Users of the station Low Moderate NSIG

The highest degree of impact will be experienced by occupants of approx. 40 residential properties in Sandringham Court and Stanhope Road. However, the effect on visual amenity is only considered to be significant for approx. 25 properties in Sandringham Court. This reflects their proximity to the works, their opportunity for largely unobstructed views and the long-term impact that vegetation loss will have on these views.

For other residents of Sandringham Court, together with residents of Stanhope Road, potential views are oblique and/or over longer distances, and the loss of vegetation will be less obvious. Taking account of the limited duration of the works, their impact on the visual amenity of these receptors is not considered to be significant.

For other highly sensitive receptors (residents of Burnham Lane and users of the recreation ground), views are too distant, oblique and/or too obstructed to constitute a significant effect. The remaining receptors are of low sensitivity, and their visual amenity will be largely unaffected.

The magnitude of visual impact that would be generated by the permanent works on each group of receptors is identified in Table W21.3: Potential Permanent Impacts on Receptors (Burnham Station).

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Table W21.3: Potential Permanent Impacts on Receptors (Burnham Station)

Magnitude Receptor Sensitivity of Potential (Close Views under 1km of Significance Impact on distance) Receptors Receptors Occupants of approx. 25 1 residential properties in High High SIG(-) Sandringham Court Occupants of remaining 2 High Moderate NSIG properties in Sandringham Court Occupants of residential 3 High Low NSIG properties in Burnham Lane Occupants of approx. 15 4 residential properties in High Moderate NSIG Stanhope Road Occupants of Progress 5 Low Moderate NSIG Business Centre 6 Users of the recreation ground High Low NSIG 7 Users of Station Road Low Low NSIG Occupants of commercial 8 Low Low NSIG buildings to the south 9 Users of the station Low Moderate NSIG

The main source of permanent impact will be the loss of vegetation from the embankment close to Sandringham Court. These impacts are considered to give rise to a significant adverse effect on the visual amenity of approx. 25 properties in Sandringham Court. This reflects the proximity of these receptors, the likelihood that they experience relatively uninterrupted views across the railway corridor, and the potential contribution of these views to their amenity. Replanting of vegetation will be undertaken once construction is complete.

For other residents of Sandringham Court and Stanhope Road, the degree of impact will be lower, reflecting their relative distance from the works and the oblique and/or partially screened nature of their views. The impacts of tree loss are likely to be more readily assimilated into the overall character of the railway corridor, and the effect on their visual amenity is not anticipated to be significant.

In all other cases, impacts are of insufficient magnitude, views are too obstructed and/or receptor sensitivity is too low to give rise to significant effects.

The Year 1 predicted impacts, apart from properties on Sandringham Court, are not considered to be significant for the reason given above. After 15 years following completion of the works and the maturing of the replacement trees the visual impact will reduce to not significant.

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4. Summary

4.1 Listed Buildings and their Setting

There will be no impacts on listed buildings or their setting in this route window.

4.2 Conservation Areas

There will be no impacts on Conservation Areas in this route window.

4.3 Landscape / Townscape

The loss of vegetation will not fundamentally alter the overall character of the railway corridor or of the adjoining residential areas, and is not regarded as a significant effect on landscape / townscape. The impact on the setting of designated areas such as Burnham Lane, Haymill Valley and the recreation ground would be minor, and not significant.

The permanent works would will be consistent in scale and function with existing railway infrastructure, and the character of the railway corridor and the nearby residential areas will not be affected significantly.

4.4 Visual Impacts

During the construction phase, vegetation would be removed from a section of the embankment adjoining Sandringham Court. This vegetation is likely to be prominent in views from nearby properties. Its loss, together with the presence of construction plant etc, is considered to have a significant effect on the visual amenity of about 25 properties in Sandringham Court. The effect on other receptors is not regarded as significant, taking account of the limited duration of the works.

Permanent impacts on visual amenity are considered to be significant for occupants of the 25 properties in Sandringham Court. This is due mainly to their proximity to the works, the likelihood that they will experience unobstructed views, and the vegetation loss. These impacts will be mitigated by the replacement planting, when mature, and the impact will be reduced to not significant.

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The effect on other receptors is not considered to be significant. Sensitive receptors such as residents of Stanhope Road are considered to be sufficiently distant from the site, and/or will experience oblique or partially screened views. Other receptors are either of low sensitivity or are too distant to be affected to any real degree.

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5. Summary tables

There will be no impacts on listed buildings, the setting of listed buildings or Conservation Areas in this route window.

Predicted impacts on landscape / townscape character and visual amenity are summarised in Table W21.4: Summary Table of Temporary Impacts and Table W21.5: Summary Table of Permanent Impacts, including any committed mitigation and residual impacts. .

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Route Window W21– Temporary Impacts

Residual Impact Works and potential impact Significance Mitigation Description Significance Impact on designated townscape/landscape Visual influence of works on recreation ground and Local Not Significant None proposed Minimal. Not Significant Nature Reserve Impact on character areas Provide Overall character of railway corridor and residential area Not Significant replacement Minimal. Not Significant would not be affected. planting Impact on visual amenity of: Major change in character of Significant None practicable Significant Approx. 25 residential properties in Sandringham Court view. None: impact will cease Impact on visual amenity of: Not Significant None proposed. when construction is Not Significant Other receptors complete.

Route WindowW21

Route WindowW21 Assessment ofHeritage and Landscape Impacts –Volume2 Crossrail Line 1 Table W21.6: Summary Table of Permanent Impacts (Route Window W21)

Route Window W21 – Permanent Impacts

Residual Impact Works and potential impact Significance Mitigation Description Significance Impact on designated townscape/ landscape: Visual influence may extend into Not Significant None proposed As above Not Significant designated open space, but will have minimal impact on its setting. Impact on character areas Slight increase in visual influence of railway Introduction of new railway Not Significant None proposed Not Significant infrastructure, but fundamental character of infrastructure. surrounding area will be unaffected. Impact on visual amenity of: Approx. 25 residential properties in Significant Replacement planting Minor Not Significant Sandringham Close (due to tree loss) Impact on visual amenity of: Not Significant None proposed Minimal Not Significant Other receptors

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6. Assumptions

- It is assumed that the loss of vegetation associated with the temporary works will be replaced and the area reinstated e.g. areas of car park, re-surfaced and soft areas returned to grass or planting introduced. - 2.4 metre and 3.6 metre high timber hoarding around all work sites - Assumed that the security fencing defining the railway corridor which is to the removed will be reinstated. - Desk-top studies and a number of site visits were undertaken during July 2004 and therefore this assessment was undertaken during the summer period when vegetation was in leaf. However, when considering the landscape and visual impacts of the scheme, an assessment of the potential winter situation has been estimated / taken into account and ZVIs mapped on this basis.

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7. References

- ES Route Window W21 - Parliamentary Plan Sheets - ES Scheme Description

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Route Window W20 Dover Road & Leigh Road Bridges

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Contents

1. Description of the Works 187 1.1 Permanent Works 187 1.2 Temporary Works 187 2. Assessment and Impacts 188

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Route Window W20 Dover Road & Leigh Road Bridges

1. Description of the Works

1.1 Permanent Works

Overhead line equipment will be introduced throughout the alignment in this route window. In order to accommodate the OHLE, Leigh Road bridge will be replaced with a new steel single 25 m span bridge. The new bridge will accommodate a pavement and two traffic lanes, obviating the need for the existing traffic signals, which will be removed.

The parapets of Dover Road bridge will be raised.

1.2 Temporary Works

At Leigh Road Bridge, utilities will be diverted across a temporary utilities bridge while the main works take place. The main works will be completed in about six months. They will involve the removal of the existing arches, pier and abutments, followed by piling for the new abutments to a depth of about 20 m. The new steel structure will then be installed. Finishing works will involve casting the concrete deck, directing services back onto the bridge and resurfacing the road. Required construction plant include mobile cranes, tracked loader, vibratory roller, excavators, concrete pumps, generators, compressors and piling equipment. 9.9.4 Worksites will be located at the northwest, southeast and southwest corners of the bridge. Each worksite will be served by 23 lorries per day during the three-week peak construction period and typically by four at other times.

The works at Dover Road bridge will take a little over two months to complete and will involve the use of mobile cranes and a fork lift loader. Demolition waste and ballast will be transported to/from the site by road. Worksites will be located at the northeast, southeast and southwest corners of the bridge. Six lorries per day will serve each of the worksites throughout the construction period.

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2. Assessment and Impacts

A scoping exercise to determine the potential impacts associated with bridge works was undertaken (see introductory section to this volume). Works to Leigh Road Bridge and Dover Road Bridge were not considered to result in any significant impacts and consequently have not been assessed in detail.

Leigh Road Bridge is one of nine surviving Brunel bridges on this part of the route. They are covered in detail in the Assessment of Archaeology Impacts – Technical Report.

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Route Window W19 Stoke Poges Lane Bridge

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Contents

1. Description of the Works 193 1.1 Permanent Works 193 1.2 Temporary works 193 2. Assessment and Impacts 194

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Route Window W19 Stoke Poges Lane Bridge

1. Description of the Works

1.1 Permanent Works

New overhead line equipment will be introduced throughout the alignment in this route window. In order to accommodate the OHLE, bridge modifications will be required. At Farnham Road bridge, the parapets will be raised and the track will be lowered slightly beneath the bridge. At Stoke Poges Lane, the road bridge will be raised to provide sufficient clearance for OHLE.

1.2 Temporary works

The parapet works at Farnham Road Bridge will take place over a total period of about two months. The track lowering will take about five weeks to complete. Construction plant required for both the track lowering and the parapet works will include bulldozers, excavators, rail-mounted cranes, generators, lighting equipment, diesel locomotives, a tamper and rail saws. Works will be undertaken from the car park to the southwest of the bridge, and from a second worksite located to the immediate northwest of the bridge, just off Malton Avenue. Transport of materials to and from the site for the bridge work will be by road. Materials excavated or used in the track lowering works at Farnham Road bridge will be transported to and from the site by rail. At each worksite there will be some two lorries per day.

The works at Stoke Poges Lane Bridge will take place over a period of about eight months. Following the removal of the road surface and the diversion of utilities onto the existing footbridge, the road bridge will be jacked up and new bed stones/bearings will be installed before the bridge is lowered to its final position on these. These works will require the closure of the footbridge over about three months. The parapets of both the road bridge and the footbridge will then be raised, requiring road closures over about three weeks. Construction plant required at this site will include lighting rigs, mobile cranes, road paving plant and a compactor rammer. Works will be undertaken from a site on each side of the bridge: one to the northeast on an existing industrial site, and another to the southwest in Salt Hill Park. Transport of materials to and from the sites will be by road. Each worksite will be served by 10 lorries per day during the two week peak construction period and typically by four a day at the northeast worksite and two at the southeast during the remainder of the works.

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2. Assessment and Impacts

A scoping exercise to determine the potential impacts associated with bridge works was undertaken (see introductory section to this volume). Works to Farnham Road Bridge and Stoke Poges Lane Bridge were not considered to result in any significant impacts and consequently have not been assessed in detail.

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Route Window W18B Wexham Road Bridge

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Contents

1. Description of the Works 199 1.1 Permanent Works 199 1.2 Temporary Works 199 2. Baseline Assessment 201 2.1 Local context 201 2.2 Listed Buildings and their Setting 201 2.3 Conservation Areas 201 2.4 Landscape / Townscape 202 2.5 Zone of Visual Influence 203 2.6 Sensitivity 205 3. Impact of the Scheme 208 3.1 Listed Buildings and their Setting 208 3.2 Conservation Areas 208 3.3 Landscape / Townscape 208 3.4 Visual impacts 208 4. Summary 212 4.1 Listed Buildings and their Setting 212 4.2 Conservation Areas 212 4.3 Landscape / Townscape 212 4.4 Visual Impacts 212 5. Summary Tables 214 6. Assumptions 217 7. References 218

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Route Window W18B Wexham Road Bridge

1. Description of the Works

This route window deals with Wexham Road Bridge. Route window W18A deals with Slough Station. A scoping exercise to determine the potential impacts associated with bridge works was undertaken (see introductory section to this volume) and this identified that there were significant impact assessment associated with the Wexham Road Bridge works. Works to the two other bridges (Uxbridge Road Bridge and William Street Bridge) were not considered to result in any significant impacts and consequently have not been assessed in detail.

1.1 Permanent Works

Works will be undertaken at the following bridges.

- William Street bridge: alterations will be made to the parapets of this bridge, located at the west end of Slough station.

- Wexham Road bridge: its brick arch span over the main lines will be removed and reconstructed to provide sufficient clearance for OHLE, and alterations will be made to the parapets.

- Uxbridge Road bridge: the parapets of this bridge will be replaced.

1.2 Temporary Works

Duration of Works

Subject to possession planning requirements and excluding final commissioning, the approximate duration of each element of works is as follows:

- William Street bridge: two and a half months; - Wexham Road bridge: ten months; - Uxbridge Road bridge: three and a half months.

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Enabling Works

Enabling works will include the diversion of utilities and services. Works at the three bridges will require demolitions of some parts of the structures.

Main Works

Works at both William Street bridge and Uxbridge Road bridge will require the erection of scaffolding access platforms on both sides of the bridge to facilitate works to the parapets. Track works will be undertaken beneath William Street bridge as part of the new bay platform works at Slough station.

Works at William Street bridge will involve use of a rail-mounted excavator, a bulldozer, a rail-mounted crane, generators, a ballast tamper and a rail saw. They will be undertaken from a worksite on its southwest corner. Nearly all materials will be taken to and from the site by rail. Only about two lorries per day will serve the worksite throughout the construction period.

Works to Uxbridge Road bridge will involve use of a rail-mounted excavator, a bulldozer, a rail-mounted crane and generators. They will be undertaken from a site on its northeast corner. Materials will be taken to and from the site by road, with access from Uxbridge Road. Only about two lorries per day will serve the worksite throughout the construction period.

At Wexham Road bridge, a temporary bridge will first be constructed and traffic diverted onto this. Utilities will also be diverted temporarily across this. Piling will be required to stabilise the south abutment, together with grouting of the buried arch. Once this preparatory work is complete, the existing arch over the main line tracks will be demolished. Pre-cast abutment units and bearing units will then be installed. The pre-cast deck beams for the bridge will be put in place and the finishing works, such as concreting and waterproofing the deck, reinstating the road, and raising the parapets, will be completed. Following this, the temporary road bridge will be removed.

Construction plant at Wexham Road bridge will include a crane, an excavator, a compressor, generators, a piling rig, a grouting rig and a circular saw. Worksites at Wexham Road bridge will be located on the northwest and southwest sides of the bridge. All materials used in the works will be transported into and out of the site by road. Each site will be served by two lorries per day, even during the 11 week peak of construction.

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2. Baseline Assessment

2.1 Local context

Wexham Road Bridge is located within the built-up area of Slough. The area to the north of the railway comprises industrial and commercial uses, notably the ICI Paints factory. Residential areas lie further north, beyond Petersfield Road and the Grand Union Canal (Slough Arm).

The area to the south is mainly residential, comprising terraces dating from about 1900, with some modern three-storey flats in Stratfield Road. Slough town centre lies to the south of Wellington Street (A4), and is dominated by medium- to high-rise retail and office buildings.

The railway generally runs at grade or in shallow cutting through this area, with roads such as Wexham Road ramping up to cross over the line.

The Townscape Character Baseline Plan for RW18: Drawing No. 1E0416-W1E00-E00-F- 00018 identifies the locations of key buildings and landmarks in the local landscape / townscape, local views, pedestrian and vehicular movement corridors, townscape character areas, urban gateways / nodes and the landscape planning designations that relate to the work sites and their surroundings. This plan also illustrates the extent of the work sites for both the temporary and permanent works.

This bridge is one of nine surviving Brunel bridges on the Western Route. They are considered in detail in the Assessment of Archaeology Impacts – Technical Report.

2.2 Listed Buildings and their Setting

Slough Station, about 500m to the west, is a Grade II listed building.

2.3 Conservation Areas

The Upton Conservation Area lies about 400m to the south, beyond Wellington Street.

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2.4 Landscape / Townscape

2.4.1 Character Areas and Landscape / Townscape Quality

The landscape / townscape character of the area is defined mainly by land use and built pattern. Two main character areas may be identified:

- the industrial and commercial area to the north of the railway; and - the residential area to the south.

The northern character area is dominated by the ICI Paints factory, which comprises office and process buildings of between 3-6 storeys high. A tall industrial chimney is located on the eastern part of the ICI site. Other buildings (along Petersfield Road) comprise 1-2 storey warehouses and car showrooms.

The residential area comprises relatively dense streets of two-storey terraces, notably Diamond Road and Richmond Crescent. Later 2-3 storey flats and townhouses occur off Stratfield Road and in Leith Close. Small industrial units occupied by businesses such as accident repairs are located to the south-east of the bridge and at the end of Australia Road.

2.4.2 Key Townscape / Landscape Features and Resources

The ICI Paints factory, and in particular its tall chimney, is a prominent local landmark.

Vegetation has a localised influence on townscape character and views. The most prominent vegetation to the north of the bridge comprises:

- a group of mature Lombardy poplar adjoining the ICI car park; - mature ornamental trees and shrubs including Tulip tree and group of Myrobalan Plum along the western side of Wexham Road; - a 3-4 m tall conifer hedge along part of the eastern side of Wexham Road; and - dense but low scrub within the railway corridor.

The most prominent vegetation to the south of the bridge comprises:

- Mature scrub/semi-mature trees (including oak and sycamore) occupying vacant land between Wexham Road and the rear boundary of properties in Richmond Crescent.

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2.4.3 Strategic Views and Key Local Views

There are no strategic views in the vicinity of the site.

No local views are regarded as key to the extent that they are particularly sensitive or provide exceptional viewing opportunities. However, Wexham Road is a relatively busy pedestrian route, and the bridge provides opportunities for long-distance views along the railway corridor to Slough Station (west) and Uxbridge Road bridge (east).

2.4.4 Pedestrian / Vehicular Movement Corridors

Wexham Road is an unclassified road that links employment and residential areas to the north with the A4 and town centre to the south. The road is heavily trafficked, and provides the main access to the ICI Paints site. Other roads in the immediate vicinity are either residential streets or provide access to industrial and commercial uses. Wellington Street (A4) is an arterial route linking central Slough with the M4 and London.

Wexham Road is also the main pedestrian route in the area, with footpaths of adequate width on both sides.

2.5 Zone of Visual Influence

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

- The relationship of the railway to the surrounding area; - The general character and arrangement of land uses; - Localised changes in topography; and - The proximity, scale and use of nearby buildings.

Views towards the railway corridor are defined mainly by the “front rank” of nearby buildings and by the embankment that carries Wexham Road up to the bridge. An elongated mound located within the railway corridor to the rear of properties in Richmond Crescent probably obstructs views from ground level. Vegetation is intermittently influential; for example, the trees located to the south-west of the bridge will obstruct views from some properties in Richmond Crescent, mainly in summer.

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To the west of Wexham Road, northward views are obstructed by industrial and commercial buildings. Extended views occur only across the car park as far as the 4-5 storey offices of the ICI Paints factory.

Southward views are largely blocked by the terraced properties along the northern side of Richmond Crescent. However, views from the crest of the bridge extend beyond these to 3- storey flats and townhouses further south and west, and to higher-rise buildings within the town centre.

To the east of Wexham Road, northward views are blocked by the buildings of the ICI Paints plant, which extend close to the railway perimeter. Southward views are generally obstructed by the terraced housing around Diamond Road, together with the small industrial units that adjoin the railway corridor.

The main potential sources of views of the works, in the area north of the railway, may be summarised as follows:

- Occupants of the ICI Paints factory (especially the offices); - Occupants of other commercial premises north-west of Wexham Road; - Users of Wexham Road (drivers and pedestrians); - Occupants of residential properties in Richmond Crescent/Leith Close; - Occupants of other residential properties to the south-west (e.g. flats in Stratfield Road); - Occupants of taller buildings in the town centre; - Occupants of residential properties in Colonial Road; - Occupants of the industrial unit in Colonial Road; - Occupants of residential properties in Diamond Road/Australia Road; and - Occupants of residential properties in Wexham Road (south of Diamond Road).

It should be noted that a proportion of the properties in Richmond Crescent/Leith Close are also likely to experience views of the Slough Station works.

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2.6 Sensitivity

2.6.1 Sensitivity of Townscape / Landscape to Change

Built-Up Areas

The industrial/commercial area to the north is of low sensitivity to change, because of its functional character and its robust pattern of relatively large-scale buildings and spaces. Features associated with the construction works, together with the new railway infrastructure itself, would be expected to be unremarkable within this setting.

The residential areas are of moderate sensitivity to change. Although, as built-up areas, they are able to accommodate a degree of change, their small-scale built pattern is more susceptible to adverse impacts from the introduction of larger-scale features. The number of potential receptors, coupled with the amenity value of views from dwellings and gardens, increases this sensitivity.

2.6.2 Sensitivity of Visual Receptors to Change

Table W18.1: Visual Receptors (Wexham Road Bridge Works) below identifies the key receptors who are likely to obtain views of the proposed temporary and permanent works, together with their sensitivity, the type of views and whether the views are of the temporary or permanent works.

Table W18.1: Visual Receptors for the Wexham Road Bridge Works

Receptor Sensitivity Type of (Close Views under 1km of

View View

distance) Works Receptors Oblique Temporary Work Sites Permanent Direct View Ground Occupants of the ICI 1 + Upper 9 9 9 9 Low Paints factory floors Occupants of other Ground commercial premises 2 + upper 9 9 9 9 Low north-west of Wexham floors Road 3 Users of Wexham Road Ground 9 9 9 9 Moderate Occupants of residential Upper 4 9 9 9 High properties in Leith Close floors 5 Occupants of residential Upper 9 9 9 9 High

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Receptor Sensitivity Type of (Close Views under 1km of

View View

distance) Works Receptors Oblique Temporary Work Sites Permanent Direct View properties in Richmond floors Crescent/Wellesley Road/Leith Close Occupants of flats in Stratfield Road and other Upper 6 9 9 9 9 High residential properties to floors the south-west Occupants of taller Upper 7 9 9 9 9 Low buildings in town centre floors Occupants of residential Ground 8 properties in Colonial + upper 9 9 9 9 High Road floors Occupants of the industrial 9 Ground 9 9 9 9 Low unit in Colonial Road Occupants of residential Upper 10 properties in Diamond 9 9 9 9 High floors Road/Australia Road Occupants of residential Upper 11 9 9 9 9 High properties in Wexham . floors

The most sensitive receptors in the area comprise local residents. It is estimated that occupants of approximately 80 residential properties may experience views of the works. These may be summarised as follows:

- 20 properties in Leith Close; - 35 properties in Richmond Crescent/Wellesley Road; - 10 properties in Wexham Road; - 10 properties in Stratfield Road and vicinity; - 15 properties in Colonial Road; and - 5 properties in Diamond Road.

Views of the works to the bridge itself from Leith Close will be oblique, over relatively long distances (225m), and will be confined to those properties that are located closest to the railway boundary. However, the section of railway corridor immediately to the north of these properties will be used as a work site. Properties closest to the boundary will have direct views of this site over very short distances (10-20m).

Views from properties in Richmond Crescent will be both direct and oblique. They are likely to be confined mainly to upper floors , due to screening at ground-level by fences, vegetation

206 Route Window W18B Crossrail Line 1 Assessment of Heritage and Landscape Impacts – Volume 2 and a grassed bund within the railway corridor. They will be relatively short-range, over distances of between 10-50m. Views from properties in Wellesley Road and the eastern section of Richmond Crescent would remain partly screened if vegetation is retained within the area to be used as a work site.

Views from properties in Wexham Road will be over distances of 75-100m, will be oblique and will be directed along the road itself towards the bridge.

Views from flats in Stratfield Road and the immediate vicinity will be from upper floors only and over distances of 150-200m, and are likely to be obstructed to varying degrees by the roofs of intervening properties.

Views from properties in Colonial Road will be over distances of 50m or more, and will be both direct and oblique. Views from properties on the western side of the street will be largely unobstructed (although the industrial unit close to the bridge may obstruct views from the properties nearest to it). Views from the eastern side of Colonial Road are likely to be confined to the northern two-thirds of these properties.

Views from Diamond Road will be over distances of 100-150m, but are likely to be largely obstructed by intervening properties.

Other receptors, such as users of Wexham Road and employees on the ICI Paints site, will be of low to moderate sensitivity.

Receptors who live in or use properties that overlook the railway corridor can be assumed to be habituated to a certain degree to the impact of railway maintenance and construction activities.

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3. Impact of the Scheme

3.1 Listed Buildings and their Setting

Although the works will be visible from Slough Station, which is Grade II listed, they will have no material effect on its setting.

3.2 Conservation Areas

The works are unlikely to be visible within the setting of the Upton Conservation Area. No significant impacts, either during construction or operation are predicted.

3.3 Landscape / Townscape

Although large-scale construction features such as cranes will be visible across parts of the surrounding area and along the railway corridor, they will be of temporary duration, and will not have a significant effect on the character of the surrounding townscape.

It is assumed that vegetation may be lost from the area to be occupied by a temporary work site to the south-west of the bridge. Although this vegetation influences viewing opportunities from nearby properties in Richmond Crescent, it is not critical in terms of townscape character. In addition, work sites are to be restored to their existing condition, and it is assumed in this case that this will include tree planting.

The permanent works will essentially represent a replacement of the existing bridge, albeit in a different design aesthetic and materials. The visual influence of the bridge is unlikely to be extended substantially, and the role of railway infrastructure within the townscape will remain essentially unchanged. The overall effect on landscape character is therefore not considered to be significant, either during construction or operation.

3.4 Visual impacts

The Visual Appraisal Plan for Wexham Road Bridge Drawing No. 1E0316-W1E00-E00-F- 00018 illustrates the approximate Zone of Visual Influence for the proposed temporary and permanent works, and identifies the principal locations from which views of the development would be obtained.

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The magnitude of visual impact that would be generated by the temporary works on each receptor group is identified in Table W18.2: Potential Temporary Impacts on Receptors (Wexham Road Bridge Works)

Table W18.2: Potential Temporary Impacts on Receptors (Wexham Road Bridge)

Magnitude Receptor Sensitivity of Potential (Close Views under 1km of Significance Impact on distance) Receptors Receptors Occupants of the ICI Paints 1 Low Moderate NSIG factory Occupants of other commercial 2 Low Minor NSIG premises 3 Users of Wexham Road Moderate High NSIG Occupants of 20 residential 4 High Moderate NSIG properties in Leith Close Occupants of 10 residential 5 properties in Richmond High High SIG(-) Crescent Occupants of 25 residential 6 properties in Richmond High Moderate NSIG Crescent/Wellesley Road Occupants of 10 residential 7 High Minor NSIG properties in Stratfield Road etc. Occupants of taller buildings in 8 Low Minor NSIG the town centre. Occupants of 15 residential 9 High Moderate NSIG properties in Colonial Road Occupants of the industrial unit 10 Low High NSIG in Colonial Road Occupants of 5 residential 11 High Minor NSIG properties in Diamond Road Occupants of 10 residential 12 High Minor NSIG properties in Wexham Road

Temporary significant effects are predicted for the occupants of about 10 residential properties in Richmond Crescent and comprise properties closest to the bridge. Significant effects will derive from the close proximity to the works, the loss of vegetation from within the work site, and the contribution that views from the rear of these properties are assumed to make to the amenity of the occupants.

These effects are unavoidable, and cannot be mitigated. However, their significance will materially change once construction is complete.

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The work site that will extend along the southern part of the railway corridor will be directly visible from approximately 45 additional properties in Richmond Crescent/Leith Close. However, prominent vegetation will not be lost, and only oblique views will be gained of the bridge works from these properties. The magnitude of impact is therefore considered to be insufficient to constitute a significant effect.

It should be noted, however, that some properties in Leith Close would also experience views of the Slough Station works. There is therefore a potential for cumulative effects on these receptors, if the works take place at the same time.

In all other cases, effects are also not considered to be significant. Where unobstructed views are likely to be gained from residential properties, these will either be over substantial distances or will not be changed fundamentally by the presence of the works (e.g. from Colonial Road). In any event, these effects will not outlive the construction period.

The magnitude of visual impact that would be generated by the permanent works on each group of receptors is identified in Table W18.3: Potential Permanent Impacts on Receptors (Wexham Road Bridge Works).

Table W18.3 :- Potential Permanent Impacts on Receptors (Wexham Road Bridge)

Magnitude Receptor Sensitivity of Potential (Close Views under 1km of Significance Impact on distance) Receptors Receptors Occupants of the ICI Paints 1 Low Minor NSIG factory Occupants of other commercial 2 Low Minor NSIG premises 3 Users of Wexham Road Moderate Minor NSIG Occupants of 20 residential 4 High Minor NSIG properties in Leith Close Occupants of 10 residential 5 properties in Richmond High Moderate NSIG Crescent Occupants of 25 residential 6 properties in Richmond High Minor NSIG Crescent/Wellesley Road Occupants of 10 residential 7 High Minor NSIG properties in Stratfield Road etc. Occupants of taller buildings in 8 Low Minor NSIG the town centre. Occupants of 15 residential 9 High Minor NSIG properties in Colonial Road

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Magnitude Receptor Sensitivity of Potential (Close Views under 1km of Significance Impact on distance) Receptors Receptors Occupants of the industrial unit 10 Low Moderate NSIG in Colonial Road Occupants of 5 residential 11 High Minor NSIG properties in Diamond Road Occupants of 10 residential 12 High Minor NSIG properties in Wexham Road

The permanent works are not predicted to give rise to any significant effects. This is based on the assumption that the new bridge will essentially replicate the existing structure in terms of its overall scale and form. The main visible change will be the replacement of the existing brick arches with concrete beams.

The role of the bridge as a feature within views across the railway corridor will not change fundamentally. This is especially the case for views in which the ICI Paints factory forms a backcloth, notably from properties in Richmond Crescent. In addition, many of these views are oblique and will not be obtained from ground-floor rooms.

Although it is likely that some trees and mature scrub will be lost from within the south- western work site, replacement planting will be provided. As this planting matures, the character of the views from the nearest properties in Richmond Crescent will be restored.

A number of properties in Leith Close/Richmond Crescent are likely to have views both of the reconstructed bridge and of the remodelled Slough Station. However, the cumulative degree of change to the character of these views will be insufficient to constitute a significant effect.

The Year 1 predicted impacts are not considered to be significant for the reason given above. After 15 Years following completion of the works there would be no changes to the townscape and visual impact.

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4. Summary

4.1 Listed Buildings and their Setting

Although there will be some intervisibility between the works and the listed Slough Station, the effects on the setting of Slough Station, will not be significant.

4.2 Conservation Areas

There will be no impacts on Conservation Areas in this route window.

4.3 Landscape / Townscape

The works comprise demolition of the existing brick-arch section of the bridge, and construction of a new span formed of pre-cast concrete beams. Temporary work sites will be established on part of the ICI car park to the north-west of the bridge, and on vacant land within the railway corridor to the south-west. It is assumed that vegetation within the latter site will be removed.

The construction works will have no more than a minor or moderate impact on landscape character. Although they may be visually intrusive, their limited duration will mitigate against any significant effect.

The permanent works will have a generally minor impact on landscape character. The new section of the bridge will not change its role as a townscape feature to a significant degree. The vegetation likely to be lost from the south-western work site is not critical to the character of the area. Replacement planting will be provided.

4.4 Visual Impacts

The construction works are considered to have a temporary significant impact on the amenity of 10 residential properties in Richmond Crescent. This is due to the proximity and relative prominence of the works, (exacerbated by assumed vegetation loss), together with the sensitivity of these receptors. A number of properties in Leith Close/Richmond Crescent will have views of the temporary works associated both with the bridge and with Slough Station. These are not significant.

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The permanent works are not considered to give rise to any significant effects on visual amenity, since the character of views from nearby properties will not change fundamentally.

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5. Summary Tables

There will be no impacts on listed buildings, the setting of listed buildings or Conservation Areas in this route window.

Predicted impacts on landscape / townscape character and visual amenity are summarised in Table W18.4: Summary Table of Temporary Impacts and Table W18.5: Summary Table of Permanent Impacts, including any committed mitigation and residual impacts.

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Route WindowW18B Assessment ofHeritage and Landscape Impacts –Volume2 Crossrail Line 1

Table W18.4: Summary Table of Temporary Impacts (Wexham Road Bridge: Route Window W18B)

Route Window W18B – Temporary Impacts at Wexham Road Bridge

Residual Impact Works and potential impact Significance Mitigation Description Significance Assumed loss of vegetation from southern work site. Impact on character areas Replanting will Character and setting of surrounding areas would be Not Significant Temporary works would be Not Significant be undertaken. largely unaffected. highly visible in places, but no fundamental change to character. Vegetation loss and Impact on visual amenity of: proximity to the works. Significant None practicable Significant Approx. 10 residential properties Significance will cease when work is complete. Impact on visual amenity of: Not Significant None proposed. As above. Not Significant Other receptors

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Table W18.5: Summary Table of Permanent Impacts (Route Window W18: Wexham Road Bridge)

Route Window W18 – Permanent Impacts at Wexham Road Bridge

Residual Impact Works and potential impact Significance Mitigation Description Significance New span will essentially replace existing. Impact on character areas Vegetation to be lost not critical Fundamental character of surrounding Not Significant None proposed Not Significant to townscape character. areas will be unaffected. Role of railway infrastructure will be largely unchanged. Character of views across Impact on visual amenity of: Not Significant None required. railway corridor will not change Not Significant Nearby residents etc. fundamentally.

Route WindowW18B

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

6. Assumptions

- Temporary work sites will be returned to their previous condition and use. - Some loss of vegetation from the immediate vicinity of the bridge will be unavoidable. Vegetation will be replanted once construction is complete. - 2.4 metre and 3.6 metre high timber hoarding around the perimeter of temporary and permanent work sites. - Desk-top studies and a number of site visits were undertaken during July 2004 and therefore this assessment was undertaken during the summer period when vegetation was in leaf. However, when considering the landscape and visual impacts of the scheme, an assessment of the potential winter situation has been estimated / taken into account and ZVIs mapped on this basis.

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7. References

- ES Route Windows W18 - Parliamentary Plan Sheets - ES Scheme Description

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Route Window W18A Slough Station

Route Window W18A 219

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Contents

1. Description of the Works 223 1.1 Permanent Works 223 1.2 Temporary Works 224 2. Baseline Assessment 229 2.1 Local context 229 2.2 Listed Buildings and their Setting 233 2.3 Conservation Areas 239 2.4 Landscape / Townscape 239 2.5 Zone of Visual Influence 242 2.6 Sensitivity 244 3. Impact of the Scheme 248 3.1 Listed Buildings 248 3.2 Setting of Listed Buildings 251 3.3 Conservation Areas 251 3.4 Landscape / Townscape 251 3.5 Visual impacts 252 4. Design Development and selection of preferred scheme 257 4.1 Proposed Works 257 4.2 Design Development 257 4.3 Planning Policy Issues 259 5. Summary 260 5.1 Listed Buildings 260 5.2 Setting of Listed Buildings 260 5.3 Conservation Areas 260 5.4 Landscape / Townscape 260 5.5 Visual Impacts 260 6. Summary tables 262 7. Assumptions 267 8. References 268 9. Appendix 1: Statutory Listings 269 10. Appendix 2: Conservation Bibliography 272

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Route Window W18A Slough Station

1. Description of the Works

This route window deals with Slough Station. Route window W18AB deals with Wexham Road Bridge. A scoping exercise to determine the potential impacts associated with bridge works along the route was undertaken (see introductory section to this volume) and this identified that there were potentially significant impacts associated with the Wexham Road Bridge works. Works to the two other bridges (Uxbridge Road Bridge and William Street Bridge) were not considered to result in any significant impacts and consequently have not been assessed in detail.

1.1 Permanent Works

Slough Station

The ticket hall on platform two will be rearranged to accommodate the ticket gates that will be relocated from the platform. The ticket hall on platform five will be extended to allow sufficient space for additional ticket gates and retail facilities.

A new 80 m long bay platform for a terminating service from Reading will be constructed at the western end of platform five. A 95 m extension at the eastern end of platform five will require platform six to be filled in. Other platforms will be extended westwards by between 26 m and 57 m to accommodate Crossrail trains. The Windsor Branch track will be realigned southwards and platform one will be widened. The platform canopy over platform five, which forms part of the curtilage of the listed station, will be replaced with a new modern canopy that will accommodate the overhead line equipment.

A new 40 m long passenger bridge will be constructed at the west end of the station. Lifts will be provided from this to each platform. The existing listed footbridge that spans the centre of the station will be refurbished and retained for staff and emergency access only.

Bridge Works

Works will be undertaken at the following bridges.

- William Street bridge: alterations will be made to the parapets of this bridge, located at the west end of Slough station.

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- Wexham Road bridge: its brick arch span over the main lines will be removed and reconstructed to provide sufficient clearance for OHLE, and alterations will be made to the parapets. - Uxbridge Road bridge: the parapets of this bridge will be replaced.

Wexham Road Bridge is dealt with in Window W18AB.

Slough Goods Loop

The existing eastbound goods loop between Farnham Road and Slough station will become the new eastbound relief line. The new two-way loop with highspeed junctions at each end will be formed from the existing eastbound relief line and will be located between the westbound relief line and the new eastbound relief line.

1.2 Temporary Works

Duration of Works

Subject to possession planning requirements and excluding final commissioning, the approximate duration of each element of works at Slough is as follows:

- Slough station: twelve months; - William Street bridge: two and a half months; - Wexham Road bridge: ten months; - Uxbridge Road bridge: three and a half months; and - track alterations for Slough goods loop: six months.

Enabling Works

Enabling works will include the diversion of utilities and services. The principal demolitions required at Slough station will include the platform ramps, a platform structure northwest of the station, a single storey building at the western end of platform five and partial removal of canopies on platforms five and six. Works at the three bridges will also require demolitions of some parts of the structures.

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Platform canopy: Original valance canopy

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Main Works - Station

The main stages of construction at Slough station are described below:

- Realignment of the Windsor line bay track followed by widening of platform one. This will create enough platform width adjacent to the new footbridge. - Construction of foundations for widening platform five, and demolition of the existing end ramps on platforms three and four. - Internal alterations of the north and south station buildings and refurbishment of the original listed canopies. - Widening the eastern end of platform five, together with extension of platform three and four. Some trackworks will also be undertaken at this time. - Construction of the new terminal bay platform on the existing sidings north of platform five. - Construction of the new footbridge with lifts, at the western end of the station. - Introduction of signalling and OHLE.

Plant and equipment required at the Slough station will include a mobile crane, a bulldozer, excavators, generators, compressors, a diesel locomotive and a lorry-mounted concrete pump.

Works at the station will be carried from four worksites:

- Railway Terrace worksite west, located in the northwest car park of the station; - Slough station worksite northeast, located to the northeast of the station in a car park; - Slough station worksite south, located in the southeast station car park; and - Brunel Way worksite, located to the southwest of the station in a small car park.

Materials will be taken to and from site by road, accessing the worksites to the south of the station from the A4 Wellington Street and to the north of the station from William Street. Each worksite will be served by five lorries per day during the seven week peak construction period and typically by two at other times.

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Main Works - Bridges

Works at both William Street bridge and Uxbridge Road bridge will require the erection of scaffolding access platforms on both sides of the bridge to facilitate works to the parapets. Track works will be undertaken beneath William Street bridge as part of the new bay platform works at Slough station.

Works at William Street bridge will involve use of a rail-mounted excavator, a bulldozer, a rail-mounted crane, generators, a ballast tamper and a rail saw. They will be undertaken from a worksite on its southwest corner. Nearly all materials will be taken to and from the site by rail. Only about two lorries per day will serve the worksite throughout the construction period.

Works to Uxbridge Road bridge will involve use of a rail-mounted excavator, a bulldozer, a rail-mounted crane and generators. They will be undertaken from a site on its northeast corner. Materials will be taken to and from the site by road, with access from Uxbridge Road. Only about two lorries per day will serve the worksite throughout the construction period.

At Wexham Road bridge, a temporary bridge will first be constructed and traffic diverted onto this. Utilities will also be diverted temporarily across this. Piling will be required to stabilise the south abutment, together with grouting of the buried arch. Once this preparatory work is complete, the existing arch over the main line tracks will be demolished. Pre-cast abutment units and bearing units will then be installed. The pre-cast deck beams for the bridge will be put in place and the finishing works, such as concreting and waterproofing the deck, reinstating the road, and raising the parapets, will be completed. Following this, the temporary road bridge will be removed.

Construction plant at Wexham Road bridge will include a crane, an excavator, a compressor, generators, a piling rig, a grouting rig and a circular saw. Worksites at Wexham Road bridge will be located on the northwest and southwest sides of the bridge. All materials used in the works will be transported into and out of the site by road. Each site will be served by two lorries per day, even during the 11 week peak of construction.

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Main Works – Slough Goods Loop

The track works required for the provision of the new goods loop will involve the use of a bulldozer, excavators, a generator, a compressor, a ballast tamper and a crane. During these works, signalling and overhead electrification will be installed to accommodate the new track layout.

Works to the loop will be undertaken within rail land. The worksite will be located as close as possible to the track. All new track material and some recovered material will be transported by rail.

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2. Baseline Assessment

2.1 Local context

Slough Station lies on the northern edge of the town centre within an entirely built-up area.

To the north of the railway, commercial, office and light industrial uses predominate. In the immediate vicinity of the station, these comprise a bus depot, a series of office/warehouse units, older industrial premises (vacant), the Abbey Business Centre and New Station House (offices).

Light industrial and business uses extend west from Stoke Road to Stoke Poges Lane and include the prominent Horlicks factory. Similar uses extend eastwards to the Grand Union Canal and the rear of residential properties in Peterhead Avenue.

The nearest residential properties comprise 4-storey flats in Mill Lane (Noble Court and Headington Place), about 100m north-east of the station; and two-storey properties in Stoke Road/Stoke Gardens, about 150m to the north-west. Residential areas extend northwards from the industrial/business area to the west of Stoke Road, and from Peterhead Avenue to the canal. The area beyond the canal is also mainly residential.

Retail uses are located along parts of Stoke Road. The nearest open space comprises a sports ground, about 300m north-west of the station, within the industrial area; and playing fields adjoining the canal, about 450m to the north.

To the south of the station, the area between the railway and Wellington Street comprises a mix of commercial, retail and institutional uses. A number of office buildings lie immediately to the south of Brunel Way, comprising UniSys House, Computer Sciences House and Sovereign Square (O2). These are adjoined to the south by the Brunel bus station and car park.

The area to the west of William Street is occupied by the Market Yard car park and the campus of Thames Valley University. Beyond this, the Windsor branch railway line which curves southwards to pass under Wellington Street. West of the railway lie the residential areas of Lansdowne Avenue/Stranraer Gardens.

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A Tesco superstore and its car park occupies the block to the east of Brunel Way and south of the station car park. To the east of the superstore lies the residential area of Wellesley Road, which extends eastwards to Uxbridge Road.

Wellington Street is a dual carriageway, and forms the northern edge of the retail core. The area to the south is dominated by the Observatory and Queensmere shopping centres. These comprise a typical mix of large well known high street stores and shops and multi- storey parking.

Retail uses generally extend along both sides of the High Street from the railway bridge in the west to Yew Tree Road in the east. Office buildings such as Directories House lie between the shopping centres and Wellington Street. The area to the south of the retail core is mainly residential, with some institutional uses.

The Townscape Character Baseline Plan for Station Station, Drawing No. IE0416-WIE00- E00-F-00018 identifies the locations of key buildings and landmarks in the local landscape / townscape, local views, pedestrian and vehicular movement corridors, townscape character areas, urban gateways / nodes and the landscape planning designations that relate to the work sites and their surroundings. These baseline plans also illustrate the extent of the temporary work sites and permanent works.

2.1.1 Slough History

Slough owes its existence and growth to its position on the London/Bath/ road, as a stopping point served by coaching inns and facilities in the then surrounding villages of Charlton, Upton and . A logical network of connections, both local and regional, grew concurrently and as the coaching industry developed in the eighteenth century, Slough became the second stopping point out of London. In 1718 Thomas Baldwin, owner of the Crown Inn on Slough High Street, started a regular coach service between London, Bath and .

Slough Railway Station opened in 1840, and the population doubled within a few years, growing from 1,200 in 1831 to 2,400 in 1841.

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For 13 years (until the Windsor spur was built) Slough was the nearest station to Windsor, and hence used by many VIPs. The Royal Hotel was built opposite the station which includes the carriage loading bay), Slough became a fashionable place to live, and several grand residences were built.

Slough Station 1841

The easy connection to London meant that Slough’ residential population grew rapidly, trebling in size by the end of the Century. Service and Retail industries grew proportionately. In 1920 the Trading Estate was opened (initially to repair vehicles damaged in WW1), and Slough took on the role of an Industrial town. The Trading Estate changed its name in 1924 to become Britain’s first industrial estate - Slough Estates Ltd. The Mars chocolate factory opened in 1930 and is still operating. Housing went up for factory workers. For some, like , this growth was a blight on the landscape.

After the Second World war housing estates were built to re-house Londoners who had lost homes in the Blitz and since the 1960’s Slough’s employment opportunities and location within a good transport network have attracted a steady increase of people. By 1972 the population stood at c. 90,000 and the rail network first developed by Isambard Kingdom Brunel was crucial in this growth.

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2.1.2 The Station

The opening of the Stockton and Darlington line in 1825 heralded the beginning of a new era of communication. The Bristol Chamber of Commerce and other local industrial bodies, long concerned about links with London, formed a committee in 1833 to discuss the proposal of laying a railway to the capital.

Isambard Brunel, who had helped to build the Thames Tunnel and who had been appointed engineer of the Clifton Suspension Bridge, was chosen to superintend the construction of the Bristol-London railway, which in the same year adopted its present title, “Great Western Railway.”

Isambard Kingdom Brunel

Brunel’s route ran north of Marlborough Downs via Reading and Bath. He selected the northern course because it offered better gradients and because it would easily allow extensions to be made later to Oxford, Gloucester and South Wales. June 4th, 1838, was the appointed date for the public opening of the Great Western Railway from Paddington to Maidenhead, or rather Taplow, one and three quarter miles away, since the Maidenhead bridge remained as yet unfinished. There was no passenger stop at Slough.

A traveller on this pioneer train has recorded his experiences in a diary. One passage reads: “June 4th, 1838. Our railway opened to the public this morning. I went to Maidenhead by the first train and came back by the third, which started from Maidenhead at ten-fifteen. I was disappointed with regard to the speed, as we were one hour and twenty minutes going down, and one hour and five minutes coming up. If from the sixty-five minutes we deduct four lost at Drayton, three at Slough, and four between the two places, and in slackening and getting up speed, there remain fifty-four minutes for twenty-three miles, or twenty-five and a half miles an hour. We carried altogether to-day 1,479 people, and took £226.”

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The traffic receipts on the new railway had, in the meantime, been very encouraging. As many as 10,000 passengers a week were carried. Early prejudices against the new method of transport were slowly vanishing, the authorities at , who had formerly regarded the railway’s influence with disfavour, chartered a special train for the conveyance of their pupils.

2.2 Listed Buildings and their Setting

There are 3 listed buildings within the Limits of Deviation (LOD) or the Limits of Land to be Acquired and Used for the project. These are all Grade II listed parts of Slough Station which are as follows:

- The main entrance on the Brunel Way side; - a subsidiary entrance on the Railway Terrace side; and - Island Platform Building

Both the Railway Terrace and Brunel Way buildings were designed in 1882 by J.E. Danks in a Second Empire style. The Island Platform Building, of the same date, is surrounded by canopies to the North and South sides of the platform extending to the west. The footbridge linking the platforms is not referred to in the list descriptions but is deemed to be part of the listed buildings.

The only other listed building in the vicinity is St Ethelberts Church, which lies about 200m to the south.

2.2.1 The Slough Station Site

There was strong initial opposition from the Provost of Eton to the siting of a station at Slough which delayed the opening of Slough Station. The Provost felt, “If the boys could be carried to a distance of five mile in fifteen minutes they could easily put themselves out of the reach of the authorities, and so the school must be injured”

These fears were overcome and the station opened to the general public on 1st June 1840. The route of the Great Western Railway was such that the towns of Slough and Reading were situated mainly to the south of the line. Brunel therefore used a one-sided design with up and down covered platforms on the south side of the line, in effect creating separate stations.

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Slough station was at the forefront of the communications revolution of the 1840’s. The electric telegraph was patented in Britain in 1837 following the pioneering work of Cooke and Wheatstone. In 1839 experiments were made along the Great Western railway line from Paddington to West Drayton, running the electric wire through iron tubes. The telegraph station building (1843) was a very unimpressive wooden cabin, with a maze of seemingly jumbled cables fed through the roof. The electric telegraph enabled messages to be sent along the wires, initially by needles tilted to indicate the different letters. This complicated, slow method of transmitting words was replaced by the simpler transmission of the ‘dot and dash’ code invented by Samuel Morse in 1838, which came into use c.1845.

Increased traffic at both Reading and Slough stations caused excessive delays and the decision was made to replace them.

The second Slough station was constructed in the French Second Empire style then in vogue on the Great Western Railway (also at Torquay and Wrexham) and was opened on 8th September 1884 to designs by the GWR architect JE Danks.

Construction on the station started in 1882 and consisted of three parts built in brick with stone dressings and lacing courses: the main entrance on the Brunel Way side (containing the Booking Hall, Booking Office, and Travel Centre); a subsidiary entrance on the Railway terrace side (Slough Station area Managers office, Traffic Assistant’s Office and Red Star Parcels Office); and an Island Platform Building. All three sections are separately listed at grade II and are linked by a footbridge. For a further in-depth description, see the gazetteer in the Appendix.

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The interior of the footbridge linking all three sections

The area around the station has since the 1880’s undergone extensive changes as Slough has urbanized and grown to the North. The Gotha Iron Works made use of the railways and Slough’s largest employer, the brickfields, were sited further north. The grand hotels that served passengers before the spur to Windsor was built gradually fell into disrepair although

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Mackenzie street named after the man who turned the Royal Hotel into the British Orphan Asylum, still exists giving the south north vista to the main entrance of the station.

The station still sits in a broad setting, but this is now given over to car parking and ancillary buildings tacked onto the flanks of the main station buildings. Signage and inappropriate materials have been added but in essence the building stays as it was constructed. There is an interesting derelict Victorian stationmaster’s house on the periphery of the car park which possibly deserves further research.

Station forecourt

2.2.2 Significance of the Listed Building

Within the national context Slough Station is identified as a building of national ‘architectural or historic interest’ and is listed Grade II. The list description is provided in Appendix 1. The station is not in a conservation area.

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Slough context

There are 96 buildings and structures in Slough Borough, which are included in the statutory list of buildings of special architectural or historic interest. Five of the listed buildings in Slough are classified as Grade I which are of exceptional interest. Within the context of Slough’s buildings, the station is one of a small number of buildings that is listed. The four main criteria for selection as a listed building are:

- Architectural interest - Historic interest – thorough comparative analysis - Close Historical Association - Group Value

Architectural style

The station is significant as it is in a version of the Second Empire style also used at Torquay and Wrexham, then in vogue on the Great Western Railway. Further, it retains much of its original fabric in good condition. When looking at the drawings of Lancaster Owen, the engineer, it is apparent that the buildings are in general as designed.

The major alterations are: the lengthening of the platforms; the extensive alterations to the footbridge; the replacement of the zinc fish scale tiles with G.R.P. facsimilies; alterations and repairs to the canopies; and the proliferation of stylistically inconsistent signage. This make the buildings lose coherence but could easily be remedied.

The station buildings are covered by three separate listings (see Appendix), and as Grade II buildings they are by definition of national importance. None of the listings mention the footbridge but it is part of the 1882-4 design: also, any structure fixed to the listed buildings is deemed to be included in the listing.

Historic interest

The station is significant as part of the second stage of development of the Great Western Railway as the two Up and Down platforms proved to be inadequate for the growth in passenger numbers and more tracks were added along the route.

The site is also interesting as it is the site of the first telegraph station which was opened at Slough in 1843 and linked to Paddington Station.

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The first telegraph station

Historical Associations

The stretch of railway between Paddington and Slough was extremely popular not just with the local population and the scholars from Eton but also with the Royal Family. was at first sceptical but became a committed supporter of this stretch of the railway until the Windsor spur was built.

Simple layout of possible routes

Group Value

The station was closely associated with The Royal Hotel, which became the British Orphan Asylum and was then purchased by the Licensed Victuallers’ Orphanage and pulled down in 1938 after the construction of the Licensed Victuallers School.

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2.3 Conservation Areas

There are no Conservation Areas in the vicinity of the works. The nearest Conservation Area is located about 0.75km to the south-east and 1km beyond the town centre.

2.4 Landscape / Townscape

2.4.1 Character Areas and Landscape / Townscape Quality

The area may be divided into three character areas, reflecting their prevailing uses and built pattern.

Slough Town Centre Character Are:

The Slough Town Centre character area comprises the retail, business and institutional uses to the south of the station. It is characterised by buildings with large footprints, separated by highway infrastructure (Wellington Street) and surface parking.

Buildings are typically of between 3-6 storeys; the tallest buildings comprise the university, the shopping centres and the offices along Brunel Way. Most of the buildings are the result of redevelopment over the past 30-40 years. The shopping centres and university probably date from around 1970, whilst the offices are typical of the 1980s-90s. Older buildings are rare; St. Ethelbert’s Church, on the Wellington Street/William Street roundabout, is the most visible example.

The Town Centre character area is of moderate townscape quality overall. Parts of it are of low quality, with undistinguished retail or office buildings defining equally undistinguished streetscapes, notably Wellington Street. Locally, older buildings or landscaped forecourts provide some enhancement.

Business District Character Area:

The Business District character area comprises the industrial, office and distribution uses north of the railway. This generally comprises buildings of moderate to large footprint, separated by parking areas and service yards. Buildings are mainly of 2-4 storeys, with some taller (4-5 storey) structures. They are of mixed age, including relatively modern office buildings and older industrial units (some of 19th century date). The Horlick factory is a prominent landmark.

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The Business District character area is generally of low townscape quality. Its spatial pattern is relatively incoherent, most of its buildings and streetscapes are undistinguished, and it has little vegetation. A notable exception is the Horlicks factory, with its distinctive chimney.

Residential Character Area:

The Residential District character area comprises the areas of housing that lie to the north of the Business District and to the south of the railway, fringing the town centre. These area mainly comprises low-rise (2-storey) housing dating from the pre-1900 and 1920-40 periods, mixed with medium-rise (2-4 storey) flats of later date.

The railway separates the Business district to the north from the Town Centre and Residential areas to the south.

The residential areas are also of generally moderate quality. They are typical of their period; whilst they are scarcely noteworthy, they generally offer a reasonable degree of amenity.

2.4.2 Key Townscape / Landscape Features and Resources

Four buildings are notable as townscape features. The station itself is a distinctive architectural composition in “Second Empire” style, with curved mansard roofs. Its distinctiveness stems mainly from its style rather than its scale, and its visual influence is restricted to the station forecourt, nearby parking areas and adjoining streets.

The UniSys building, occupying a prominent position on the corner of William Street and Brunel Way, is a striking example of an office building of the 1980 period, with recurrent hexagonal tiers of concrete and a landscaped forecourt.

The Horlicks factory, to the west of the station, is also prominent. Its red-brick façade, recalling a Pennine textile mill, is striking, and its chimney is a local landmark.

The flint tower of St. Ethelbert’s Church, on the south-eastern corner of Wellington Street and William Street, is also distinctive, largely because of the scarcity of other historic references in the townscape.

Vegetation is a locally important influence on views and landscape character. The most notable vegetation in the immediate vicinity of the station comprises a belt of semi-mature

240 Route Window W18A Crossrail Line 1 Assessment of Heritage and Landscape Impacts – Volume 2 and mature deciduous trees (mainly ash, sycamore and poplar) which defines the southern perimeter of the station car park where it adjoins the Tesco superstore and properties in Leith Close. Situated within this tree belt is Station House, which was originally a residential property. However its current use is unknown.

Mature scrub and immature trees occupy parts of the railway corridor adjoining Railway Terrace and Brunel Way, and the cutting close to the university. Relatively mature ornamental planting is associated with the office buildings on Brunel Way.

2.4.3 Strategic Views and Key Local Views

There are no strategic views in the vicinity of the site.

The view from the William Street bridge is regarded as a key local view. The bridge is an important pedestrian route between the town centre and the business/residential areas to the north. It provides unobstructed views along the railway corridor, in which the Horlicks factory (to the west) and the station (to the east) are prominent.

View from the road bridge

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Pedestrian / Vehicular Movement Corridors

Roads are the main movement corridors in the area, both for vehicles and pedestrians, with William Street forming an important link between the town centre and the employment and residential uses to the north. In addition, significant pedestrian flows probably take place across William Street (to/from the University and car parks to the west) and across Wellington Street (to/from the station, the Brunel bus station/car park, the station and nearby offices).

Wellington Street is part of the A4 arterial route between London and Reading. William Street provides access northwards (as the B416) to Stoke Poges and , and southwards (as the A332/Windsor Road) to Eton and Windsor. To the east, the Uxbridge Road (A412) provides access towards the M40.

2.4.4 Landscape Planning Designations

The canalside playing fields (about 0.5km to the north) and the Salt Hill Park and Pleasure Grounds (about 0.6km to the west) are designated public open space.

To the north of the station two planning applications have been submitted for development of a mixed use scheme up to 14 storeys high on land at Railway Terrace and the development of an office building up to 4 to 6 storeys in height.

2.5 Zone of Visual Influence

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

- The relationship of the railway to the surrounding area; - The general character and arrangement of land uses; - The proximity, scale and use of nearby buildings; and - The size and type of nearby vegetation.

The railway runs through the built-up area in a shallow cutting, passing beneath Stoke Poges Lane, William Street and Wexham Road. In the vicinity of the station, the cutting has been widened in order to accommodate access roads and sidings, and the surrounding area is

242 Route Window W18A Crossrail Line 1 Assessment of Heritage and Landscape Impacts – Volume 2 generally at platform level. To the west of William Street, the southern side of the cutting follows the curve of the Windsor branch railway.

The lower elevation of the railway generally restricts opportunities for direct views to track/platform level, except from the station forecourt/car park and from vantage points such as the William Street bridge and from buildings which overlook the railway corridor. The surrounding buildings are the main influence on views, reinforced (in summer) by vegetation, mainly to the south of the railway. The station itself is also influential.

Level of rails in relation to the station

The ZVI can be defined by the following:

- To the West, along the railway corridor to the William Street bridge. One of the work sites associated with the bridge works, however, will be located to the west of the bridge, and its ZVI is likely to extend westwards to the rear of properties in Stranraer Gardens and Bristol Way; - To the North, partly by the cutting slope adjoining Railway Terrace, but principally by the sequence of commercial buildings extending from Stoke Gardens in the west to Wexham Road in the east. In the immediate vicinity of the station, these buildings do not form a continuous screen, allowing views to extend northwards to the second or third row of buildings around Grays Place; - To the East, along the railway corridor to the vicinity of the Wexham Road bridge, defined tightly to the north by industrial buildings and to the south by the cutting and the rear of residential properties; - To the South, by the cutting slope adjoining Brunel Way, by the facades of the properties along the southern side of Brunel Way, by the Tesco superstore and by residential properties in Leith Close. During summer, the ZVI to the south-east is defined mainly by the dense vegetation to the south of the station car park.

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The main potential sources of views of the station work sites may be summarised as follows:

- Occupants of around five residential properties in Stoke Road; - Occupants of around five residential properties (flats) in Mill Lane; - Occupants of commercial properties in Stoke Gardens, Stanley Cottages, Railway Terrace and the industrial estate to the east of the station; - Users of the Thames Valley University campus; - Occupants of the office buildings south of Brunel Way and of some taller buildings in the town centre; - Pedestrians using William Street bridge; - Users of Brunel Way and the station car park; - Users of the Tesco superstore; - Occupants of between 10-20 residential properties in Leith Close/Richmond Crescent/Wellesley Road; and - Users of the station.

In addition, views of the bridge work sites may be experienced by:

- users of the university campus; - users of the Market Yard car park and the car park west of William Street bridge; - residents of around five properties in Stranraer Gardens; and - occupants of commercial properties in Bristol Way

2.6 Sensitivity

The Listed station building is of high sensitivity to change, because of its architectural interest and its status. It has, however, been subject to alterations that are not entirely sympathetic to its original design, notably the construction of platform canopies during the 1960s. Changes that entail the removal of such additions would therefore be potentially beneficial.

The surrounding townscape is generally of low sensitivity to change. The railway corridor, the station, the William Street bridge and the signal box (to the west of the station) are already significant influences, and the area is therefore able to accommodate further railway infrastructure without fundamentally affecting its character.

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The immediate environs of the station are dominated by relatively large-scale buildings separated by largely functional spaces (car parks, roads, service yards). Urban fabric of this type is able to accommodate a substantial degree of change without detriment to its character.

However, any significant loss of the trees which adjoin the station car park to the south would affect townscape character, since this is the most prominent vegetation in the immediate area, and is an important influence on views during summer.

The residential areas located to the east (Leith Close/Wellesley Road/Richmond Crescent), west (Stranraer Gardens), north-west (Stoke Road) and north-east (Mill Lane/Petersfield Avenue) are more sensitive to change, due to their smaller scale built pattern. However, the sensitivity of these areas is mitigated in large part by their distance from the works and by varying degrees of screening provided by intervening buildings.

2.6.1 Sensitivity Of Visual Receptor To Change

Table W18A.1: Visual Receptors (Slough Station Works) below identifies the key receptors which would obtain views of the proposed temporary and proposed permanent works, together with their sensitivity, the type of views and whether the views are of the temporary or permanent works.

Table W18A.1: Visual Receptors for the Slough Station Works

Receptor Type of Sensitivity (Close Views under 1km View of distance) Receptors Works Temporary Work Sites Permanent Direct View Oblique View 1 Residential properties in Upper 9 9 9 High Stoke Road floors 2 Commercial properties in Ground 9 9 9 9 Low Stoke Gardens/Stoke + upper Road/Bristol Way/ Stanley floors Cottages and the industrial estate to the east. 3 Residential properties Upper 9 9 9 9 High (flats) in Mill Lane (station floors works only) 4 Users of William Street Ground 9 9 9 9 Low bridge

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Receptor Type of Sensitivity (Close Views under 1km View of distance) Receptors Works Temporary Work Sites Permanent Direct View Oblique View 5 Users of the university, Ground 9 9 9 9 Low offices south of Brunel + upper Way + the Tesco floors superstore 6 Users of Brunel Way, Ground 9 9 9 9 Low Railway Terrace, the level station + car park 7 Residents of Leith Close/ Upper 9 9 9 High Richmond Crescent/ floors Wellesley Road (station works only) 8 Users of car park west of Ground 9 9 9 9 Low William Street bridge level (bridge works only) 9 Residents of Stranraer Upper 9 9 9 9 High Gardens (bridge works floors only)

Local residents will be the most sensitive group of receptors and theoretically, between 25-35 residential properties could have winter-time views of the works. However:

- more than about half of these would experience direct views; - viewing opportunities will in virtually every case be confined to upper floors; - most viewing opportunities from properties in Leith Close/Richmond Crescent/ Wellesley Road would be lost during summer; - views from properties in Stoke Road and Mill Lane will be highly obstructed by intervening buildings; and - properties in Stranraer Gardens would only view the bridge works (which are of insignificant scale).

The least obstructed views would be experienced by users of the station, the car park, Railway Terrace and Brunel Way, by users (mainly pedestrian) of William Street bridge, by users of the Tesco superstore and by occupants of commercial properties to overlooking the station area. However, none of these receptors are considered to be of high sensitivity.

Some receptors may experience recurrent views of the works (e.g. from the workplace and from nearby roads or the station). In addition, a proportion of the properties in Leith Close and Richmond Crescent are likely to experience views of both the Slough Station works and the Wexham Road bridge works.

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Receptors who live in or use the area can be assumed to be habituated to a certain degree to the impact of railway maintenance and construction activities. The station construction works would be of approximately eleven months duration.

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3. Impact of the Scheme

3.1 Listed Buildings

Demolition of Canopies and Installation of OHLE

The 1960s canopy over platform 5 which forms part of the curtilage of listed station will be replaced with a new modern canopy. This impact is considered to be a significant benefit as the canopy is not of historic or architectural interest, and its removal will improve views from within the station.

To provide standard clearances from the new overhead line electrification, it would be necessary to trim the decoratively carved valance to the canopy on Platform 4. This impact is potentially significant. To mitigate this impact, dispensation will be sought to adopt a sub- standard clearance which would allow the existing valance to be retained. The residual impact is therefore Not Significant (NSig.).

The final design solution for the stanchions to support the overhead line electrification has not been resolved and therefore the stanchions could potentially penetrate the existing canopy structures and change the visual impact of their supporting columns. This impact is potentially significant . To mitigate this impact, during detailed design, the aim will be for penetrations of the existing canopies to be avoided by fixing supports for the overhead lines to the existing buildings above the canopies. Should this be the final design solution then the residual impact is considered Not Significant .

There is a potential visual impact on the Grade II listed station buildings and canopies from the installation of overhead line electrification, for which there is no mitigation. The residual impact is therefore significant (Sig.).

Refurbishment of Station Buildings

It is proposed to remove some of the internal walls and partitions to the both the station building on Brunel Way and Railway Terrace. This is to provide additional ticket barriers and facilities. The existing windows on the platform elevation to the Brunel Way Station building will be made into doors. This impact is consider not significant (NSig.) as the domed roofs and facades will be largely unaffected by the proposed.

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Platforms

It is proposed to demolish the platform end ramps in order to extend the existing platform. The platform and ramps are part of the curtilage of Slough Station, a group of Grade II listed buildings. The platform end ramps are not of historical or architectural importance, therefore this impact is Not Significant (NSig.).

Construction of new footbridge and lifts

A new footbridge is to be constructed at the western end of the station. This is assumed to be within the curtilage of the listed buildings. There is potential for the new footbridge to have a visual effect on the setting of the station buildings especially when viewed from the platform and immediate environs. In mitigation, detailed design will be undertaken in consultation with English Heritage and Slough Borough Council. Further modifications to the design of the footbridge may make it more in keeping with the listed buildings, but its residual impact will still be significant.

A crane will be required to lift the new bridge. The crane may have to oversail the existing listed buildings, therefore there is a risk of falling objects. This impact is considered significant . In mitigation of this impact good construction practice will be carried out and the crane will avoid oversailing the listed station and its elements. The residual impact is considered not significant (NSig.).

There is a potential impact of damage from construction plant and vehicles. This impact is considered significant (Sig.). In mitigation of this impact it is proposed to position entrances to worksites and turning points away from the station. The residual impact is considered not significant (NSig.).

There would also be extensive changes to features such as signage and lighting, and to the station forecourts. There are already ancillary structures flanking the station buildings, which detract from the visual impact of the building. This effect is exacerbated by inconsistent and unobtrusive signage and parking in the forecourt areas

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Station and parking area

The design proposals will take this opportunity to lessen obstructions to the visual impact. The proposals also look to improve the following:

- New station fixtures and furniture will be provided on the extended platforms. - The existing forecourt will be upgraded to include new paving, signage, lighting, cycle parking and taxi and MIP drop off.

Changes to the William Street bridge will be confined to the parapet. Some scrub vegetation may need to be cleared from the temporary bridge work sites, but this is not visually significant.

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3.2 Setting of Listed Buildings

Views of the station within its townscape setting are obtained from William Street bridge and whilst the introduction of the new footbridge will be visible it is considered that the wider setting will not result in a significant impacts. However, as noted in section 3.1 above, when the introduction of OHLE and a new footbridge is viewed from the platforms and from within the station, this is considered to affect the local setting of the station buildings and result a significant impact. Demolition of the 1960s canopy will result in a significant beneficial impact.

The construction works will influence the setting of the station for a period of about a year. Their impact is considered to range between minor and major at various times, depending on the scale of the work and equipment in use. However, in view of their temporary nature, their impact on the setting of the listed building is not considered to be significant.

The permanent works will generally reinforce the role of railway infrastructure as an influence on the setting of the station. Since the fundamental character of this setting will not change, their effect is not considered to be significant. Improvements to the station forecourts will represent a benefit to its immediate setting, but will not be significant.

The visual impact of the works will not affect the setting of any other listed buildings.

3.3 Conservation Areas

There will be no impacts on Conservation Areas in this route window.

3.4 Landscape / Townscape

The only designated feature that will be affected will be the station buildings. All three of its main elements – the southern building containing the booking hall, booking office and travel centre, the island platform building and the northern building on Railway Terrace – are Grade II listed.

The proposals will involve a number of physical changes to the station, including demolitions, alterations, refurbishment and new structures. These changes relate primarily to the physical integrity of the building, rather than to its wider setting, and are addressed in section 3.1.

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The visual influence of the works will not extend into any areas of designated landscape / townscape.

Construction features such as mobile cranes, piling rigs, HGVs, portacabins and hoardings will be a relatively prominent feature around the station for almost a year. Their overall level of impact is likely to be moderate; at times it will be low, and at others potentially major (e.g. when cranes are lifting the footbridge spans or canopies into place).

However, the area (apart from the station) is generally of low sensitivity to change, and is able to accommodate construction features without fundamentally affecting its character. Their effect is therefore not considered to be significant.

The most visible features of the permanent works will be the new footbridges, the platform canopies and the entrance canopy on Railway Terrace. Removal of the single-storey extensions and general refurbishment of the station and forecourts will also be apparent.

These features will be seen in the context both of the existing station, with which they will to some extent be visually consistent, and of the surrounding urban area. They will have no more than a moderate impact on the character of the area immediately surrounding the station. This impact will dissipate rapidly, due both to obstruction of views and to the character of the town centre (to the south) and the business uses (to the north).

The overall impact on the character of the townscape is considered to be minor, and the effect is unlikely to be significant.

3.5 Visual impacts

The Visual Appraisal Plan for Slough Station and William Street Bridge Drawing No. 1E0316- WIE00-E00-F-00018 illustrates the approximate Zone of Visual Influence for the proposed temporary and the proposed permanent works, and identifies the principal locations from which views of the development would be obtained.

The assessment of impact during the construction works takes account of their relatively limited duration, and the likelihood that nearby receptors will to a certain degree be tolerant of activities carried out in the normal course of railway maintenance and improvement.

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The magnitude of visual impact that would be generated by the temporary works on each receptor group is identified in Table W18A.2: Potential Temporary Impacts on Receptors (Slough Station Works). This table includes impacts associated with the William Street bridge works; separate reference is made to these where necessary.

Table W18A.2:- Potential Temporary Impacts on Receptors (Slough Station/ William Street Bridge)

Magnitude Receptor Sensitivity of Potential (Close Views under 1km of Significance Impact on distance) Receptors Receptors Occupants of approx. 5 1 residential properties in Stoke High Low NSIG Road Occupants of commercial properties in Stoke Gardens/ 2 Bristol Way/ Stoke Road/ Low Low-High NSIG Stanley Cottages and industrial estate. Occupants of approx. 5 3 residential properties in Mill High Low NSIG Lane (station works only) 4 Users of William Street Bridge Low Low to High NSIG Occupants of the university, 5 offices south of Brunel Way and Low Low to High NSIG Tesco superstore Users of Brunel Way, Railway Moderate to 6 Terrace, the station and car Low NSIG High parks Residents of 10-20 residential properties in Leith 7 High Low NSIG Close/Wellesley Road/ Richmond Crescent. Users of car park west of 8 William Street bridge (bridge Low Low NSIG works only) Residents of approx. 5 9 properties in Stranraer Gardens High Low NSIG (bridge works only)

The highest degree of impact will be experienced by users of the station, Brunel Way, Railway Terrace and the adjoining car parks, by users of the Tesco superstore and by occupants of the business premises overlooking the railway corridor. None of these receptors are considered to be highly sensitive to visual change, and none of the affected views are critical to their amenity. Hence, although the magnitude of impact will in several cases be high, its effect will not be significant.

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For the most sensitive receptors (local residents), the degree of impact is considered to be low in all cases. This is because:

- From properties in Stoke Road, views will be oblique, will be obstructed to varying degrees by intervening buildings, and will be confined in the main to the bridge works and escape footbridge/platform extension works; - From flats in Mill Lane (Noble Court/Headington Place), most views will be oblique and/or obstructed by intervening buildings; - From Leith Close/Wellesley Road/Richmond Crescent, most views will be oblique, will be experienced over distances of 150-200m and in summer will be substantially screened by vegetation; and - From Stranraer Gardens, views will be confined to the (relatively insignificant) bridge works.

For these reasons, the temporary effects on visual amenity are not considered to be significant.

It should be noted, however, that a substantial number of the properties in Leith Close and Richmond Terrace will also be affected by the temporary works associated with reconstruction of Wexham Road bridge. The latter will involve the use of the railway corridor to the rear of these properties as a work site, and will represent a more immediate source of impact than the station works. Should the station and bridge works be undertaken at the same time, there is a potential for cumulative effects on these properties.

The magnitude of visual impact that would be generated by the permanent works on each group of receptors is identified in Table W18A.3: Potential Permanent Impacts on Receptors (Slough Station).

Table W18A.3: - Potential Permanent Impacts on Receptors (Slough Station)

Magnitude Receptor Sensitivity of Potential (Close Views under 1km of Significance Impact on distance) Receptors Receptors Occupants of approx. 5 1 residential properties in Stoke High Low NSIG Road

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Magnitude Receptor Sensitivity of Potential (Close Views under 1km of Significance Impact on distance) Receptors Receptors Occupants of commercial properties in Stoke Gardens/ Low to 2 Bristol Way/ Stoke Road/ Low NSIG Moderate Stanley Cottages and industrial estate. Occupants of approx. 5 3 residential properties in Mill High Moderate NSIG Lane (station works only) Low to 4 Users of William Street Bridge Low NSIG Moderate Occupants of the university, Low to 5 offices south of Brunel Way and Low NSIG Moderate Tesco superstore Users of Brunel Way, Railway Moderate to 6 Terrace, the station and car Low NSIG High parks Residents of 10-20 residential properties in Leith 7 High Moderate NSIG Close/Wellesley Road/ Richmond Crescent. Users of car park west of 8 William Street bridge (bridge Low Low NSIG works only) Residents of approx. 5 9 properties in Stranraer Gardens High Low NSIG (bridge works only)

The main source of permanent impact will be the change in the arrangement of features at the station. The net impact of this change will be to increase the prominence of railway infrastructure, notably with the introduction of new footbridges, extended platforms and remodelling of the buildings. However, the overall role of the station within the local townscape will remain largely unchanged, as will the character of the views that it influences.

As before, the highest degree of impact will be experienced by receptors of relatively low sensitivity, and therefore will not give rise to significant effects. The most sensitive receptors will be affected as follows:

- Residents of Stoke Road are only likely to see the top of the emergency escape footbridge, and this in views that are oblique and constricted; - Residents of Noble Court/Headington Place will probably see the new pedestrian overbridge, changes to the platform canopies and possibly the new canopy to the northern entrance;

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- Residents of Leith Close/Wellesley Road/Richmond Crescent are likely to see the new pedestrian overbridge and changes to platform canopies; and - Residents of Stranraer Gardens may see the changes to William Street bridge.

The impact on these views is considered to be no more than moderate (for residents of Leith Close/Wellesley Road/Richmond Crescent). Since the fundamental character of these views will not change, and since they are unlikely to be critical to the amenity of those who experience them, the effect is not considered to be significant.

A proportion of the properties in Leith Close and Richmond Crescent will also have views of the permanent works at Wexham Road Bridge. However, the changes to the bridge will make little difference to the character of these views, and the cumulative effect will not be significant.

The Year 1 predicted impacts are not considered to be significant for the reasons given above, apart from impacts on the listed building and their local settings. After Year 15 of the completion of the works the townscape and visual impacts will remain the same.

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4. Design Development and selection of preferred scheme

The Crossrail proposals for Slough Station involve construction of a new overbridge at the west end of the station. Lifts will be provided to each platform. The new bridge is predicted to have significant visual impacts on the Grade II listed Slough Station.

This section describes the design development of the Crossrail proposals and provides an explanation of the reasons for the selection of the proposed scheme.

4.1 Proposed Works

The proposed works at Slough Station include

- platform lengthening, - construction of a new footbridge, - internal rearrangement of the north and south station buildings to provide enlarged ticket halls, - installation of overhead wiring and supports for traction current supply, - modification of the platform canopies to provide electrical safety clearances, - replacement of life-expired steel platform canopies dating from 1950’s.

Of these, the new footbridge will have the greatest visual impact on the listed buildings and canopies.

The new footbridge will be 8m high, 3m wide and 40m long, spanning all the through tracks.

4.2 Design Development

The existing platforms are connected by a footbridge and stairs, part of the 1882 structure and very little altered since except for the installation of electric lighting and modern signage. The stairs are narrow for the current and forecast usage nor comply with accessibility regulations. The footbridge is narrow and there are no passing places. The bottom flights of the stairs to the central island platform are directed towards the platform edges and deemed a safety risk. It was also thought that there was insufficient clearance for electrification wires beneath the bridge, but Scott Wilson Railways engineers have now assessed that the bridge may remain in situ.

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Footbridge – behind later building

Although there is level access to the north and south sides of the station, there is no disabled access to the island platform

The architects have investigated the possibilities of upgrading the existing footbridge and structure to insert DDA-compliant lifts and to modify the stairs to DDA requirements. This would involve significant physical alteration of the building in order to insert lifts at each end of the footbridge. It is not certain that the new lifts could be fitted in without having to raise the roofline of the distinctive pavilion roofs. Additionally, an attached structure to house the central lift on the island platform would be needed. This would require local removal of the listed platform canopy. Even after these substantial interventions, the stairs would remain sub-standard. During the works, the bridge would be closed and a temporary footbridge erected.

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The construction of a subway connecting the platforms was not considered because such work would involve substantial disruption of the railway operation, as well as intrusive works within and beneath the listed buildings.

The preferred option is a free-standing bridge which can be installed with the minimum disruption of station operation and could be craned in during a single 56-hour possession. This has a visual impact on the setting of the listed buildings, but does not require physical alteration of the existing buildings. The existing footbridge will be retained for non-public use and for cabling routes.

Location of new bridge

The initial location of the new footbridge was at the eastern end of the station buildings, where the platform extensions were proposed.

It was then decided that, for railway operational reasons, the existing bay platform (No. 6) facing east, had to be retained until the new Crossrail trains came into service. Additionally, a new west-facing bay platform was introduced at the north-eastern side of the station, to serve residual non-Crossrail services from Reading.

This led to a decision to extend the platforms westwards. The bridge was repositioned to serve the centre of passenger movement.

4.3 Planning Policy Issues

The principal policy issue relates to the visual impact of the news footbridge on the Grade II listed station. Although the construction of the new footbridge will have no physical impact on the listed station, it will have a major impact on the way in which the station is seen, especially by railway travellers. The main consideration in the design of the new footbridge is to achieve a solution which is sensitive to the character and appearance of the listed station buildings including the existing footbridge.

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5. Summary

5.1 Listed Buildings

There are Significant (Sig.) residual visual impacts on the Grade II listed buildings of Slough Station from the installation of overhead line electrification and the construction of a new footbridge linking the platforms. Additional works will be undertaken to modify the bridge as appropriate in consultation with English Heritage and Slough Borough Council. All other residual impacts are not significant (NSig.).

5.2 Setting of Listed Buildings

Construction features will intrude into the setting of the listed station, but their effect is not considered to be significant due to their temporary nature. Neither will they fundamentally alter the overall character of the railway corridor or of the adjoining areas, and are not regarded as a significant effect on landscape / townscape.

The permanent impact of the works will be due primarily to changes in the built form of the station, which include demolitions, additions, new footbridges and refurbishment.

5.3 Conservation Areas

There will be no impacts on Conservation Areas in this route window.

5.4 Landscape / Townscape

There are no significant impacts on landscape / townscape character in this route window.

5.5 Visual Impacts

During the construction phase, major items of plant, the compounds and work such as demolition will be prominent at various times over the construction period. The works will be clearly visible to a substantial number of receptors, notably occupants of nearby offices, pedestrians on William Street bridge and users of the station. However, none of these are considered to be highly sensitive, and the effect on them will not be significant.

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The degree of impact on local residents will be mitigated by factors such as distance and obstruction, and is also not considered to give rise to significant effects. Some residential properties will experience views of both the station works and the works at Wexham Road bridge.

Permanent impacts on visual amenity are not considered to be significant. The highest degree of impact will be experienced by users of the station, William Street bridge and nearby roads and car parks, and by occupants of nearby business premises, none of whom are considered to be significant.

Local residents, who are the most sensitive receptors, will experience no more than a moderate degree of impact; in most cases their views of the works will be restricted, will not be altered fundamentally and are unlikely to be critical in amenity terms. The net effect on their amenity is therefore not considered to be significant. This also applies to receptors who may experience views of the permanent works relating to both the station and Wexham Road bridge.

The construction and permanent would potential also be visible to residents and workers of the new developments in the locality and for the reason given above it is considered that the work would not result in significant visual impacts.

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6. Summary tables

There are no impacts on Conservation Areas in this route window, hence this is not included within the Summary Tables.

Table W18A.4 sets out the impacts on listed buildings. Predicted impacts on the setting of listed buildings, landscape / townscape character and visual amenity are summarised in Table W18A.5: Summary Table of Temporary Impacts and Table W18A.6: Summary Table of Permanent Impacts, including any committed mitigation and residual impacts.

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Route WindowW18A Assessment ofHeritage and Landscape Impacts –Volume2 Crossrail Line 1

Table W18A.4: Impacts on Listed Buildings - Route Window W18A C.R. Action Required and Residual Impact Address Grade Proposed Works Potential Impact Sig. No Mitigation Description Sig.

No significant physical No significant NSig.. None needed. NSig. 863- New footbridge and lifts to be impact. residual impact. 865 provided at the country end of the Slough (W18 II station to improve access for both Station Design modified to be A) able bodied and mobility impaired Potential major visual more in keeping with Residual impact persons. impact on the listed PSig existing structure; is still Sig. station. possible revision to significant. location. Existing footbridge will be No significant No significant impact. NSig. None needed. NSig. refurbished. residual impact. Refurbish Station building on Demolition of some Brunel Way. Works include internal walls and internal walls/partitions and the partitions and the No significant construction of new NSig. None needed. NSig. construction of new residual impact. walls/partitions. Windows to be ones. Minor loss to made into doors on platform platform facade fabric. elevation. Refurbish Station Building on Demolition of some Railway Terrace. Works include internal walls and demolition of internal No significant partitions and the NSig. None needed. NSig. walls/partitions and the residual impact. construction of new construction of new ones. walls/partitions. Demolition of existing 1960s canopy which All historic canopies will be forms part of the retained. The 1960s canopy will curtilage of the listed Sig. No significant Sig. be replaced and new modern None needed. station. The canopy is Pos residual impact. Pos canopies will provide addition of no historic or shelter. architectural interest.

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C.R. Action Required and Residual Impact Address Grade Proposed Works Potential Impact Sig. No Mitigation Description Sig. Overhead Line Electrification. Obtain dispensation for Possible local trimming of sub-standard clearance to valances of historic canopies on avoid trimming valances. Local removal/alteration No significant Platform 4 to provide clearance. Sig. Fix overhead line NSig. of historic fabric. residual impact. Insertion of stanchions through supports to existing canopies to support overhead buildings above canopies lines. to avoid penetrations. Potential visual impact Sig. Overhead line Sig. on the listed station. electrification cannot be repositioned, so there remains a significant residual visual impact on the listed station. Upgrade forecourt to include new Location and design of paving, signage, lighting, cycle Potential visual impact No significant Sig. upgrade to be in keeping NSig. parking, and taxi and MIP drop on the listed station. residual impact. with the listed station. off. Demolition of platform end ramps in order to Existing platforms extended to extend existing 210m. Assume existing platform platforms. The platform No significant end ramps demolished in order to end ramps form part of NSig. None needed. NSig. residual impact. construct platform extension. the curtillage of the Some platforms made wider. listed station but are not of historical or

RouteWindow W18 architectural importance. New station fixtures/furniture is Location and design of proposed on the extended Potential visual impact new fixtures/furniture to No significant Sig. NSig. platforms. on the listed station. be in keeping with the residual impact. listed station.

A

Route WindowW18A Assessment ofHeritage and Landscape Impacts –Volume2 Crossrail Line 1

C.R. Action Required and Residual Impact Address Grade Proposed Works Potential Impact Sig. No Mitigation Description Sig. Carry out good Crane may oversail construction practice. Worksites. elements of the listed Avoid oversailing the No significant Sig. NSig. building – Risk of failing listed station and its residual impact. objects. elements.

Position entrance to Potential damage from worksite, turning points No significant Sig. NSig. vehicle/plant impact. and vehicular route away residual impact. from station.

Table W18A.5: Summary Table of Temporary Impacts (Route Window W18A)

Route Window W18A – Temporary Impacts

Residual Impact Works and potential impact Significance Mitigation Description Significance Impact on setting of listed building No impacts on the setting of the station buildings from Not Significant None proposed Minimal. Not Significant the wider townscape.

Impact on landscape / townscape character areas Loss of small amount of Overall character of railway corridor and surrounding Not Significant None proposed. Not Significant vegetation for short period area would not be affected.

Impact on visual amenity of between 25-35 residential Not Significant None proposed Minimal. Not Significant properties

Impact on visual amenity of other receptors Not Significant None proposed. Minimal. Not Significant

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Table W18A.6: Summary Table of Permanent Impacts (Route Window W18A)

Route Window W18A – Permanent Impacts

Residual Impact Works and potential impact Significance Mitigation Description Significance Impact on setting of listed station from Remodelling of forecourts; wider townscape Not Significant None proposed. introduction of new railway Not Significant infrastructure. Impact on landscape / townscape character Increase in visual influence of railway Role of station remains Not Significant None proposed Not Significant infrastructure, but fundamental character of fundamentally unchanged. surrounding area will be unaffected. Character of views, therefore Impact on visual amenity of: Not Significant None proposed level of amenity, remains Not Significant Between 25-35 residential properties. fundamentally unchanged. Impact on visual amenity of: Not Significant None proposed As above. Not Significant Other receptors.

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7. Assumptions

- Assume the existing footbridge will not have to be raised for OHLE - 2.4 metre and 3.6 metre high timber hoarding around boundary of temporary and permanent works site - It is assumed that the temporary works site will be landscaped and restored to their previous condition / use, e.g. car parking areas will be reinstated and soft areas returned to grass or planted. - It is assumed that further design work will be undertaken with a view to minimising the impact of the new footbridge on the listed buildings. - Desk-top studies and a number of site visits were undertaken during July 2004 and therefore this assessment was undertaken during the summer period when vegetation was in leaf. However, when considering the landscape and visual impacts of the scheme, an assessment of the potential winter situation has been estimated / taken into account and ZVIs mapped on this basis.

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8. References

- ES Route Window W18A - Parliamentary Plan Sheets

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9. Appendix 1: Statutory Listings

Location : SLOUGH, BERKSHIRE IoE number : 038705 Date listed : 03 AUG 1984 Date of last amendment : 03 AUG 1984 SU 98 SE SLOUGH BRUNEL WAY (north side)

2/18 Slough Station Booking Hall, Booking Office, And Travel Centre G.V. II

Station building. 1882, by J.E. Banks in a Second Empire style. Red brick with grey brick dressings and lacing courses, and stone dressings. Central and outer blocks with laminated timber pavilion roofs clad in g.r.p. facscimilies of zinc fish-scale tiles, and linking blocks with corrugated iron roofs. Plan consists of central booking hall and 2 smaller flanking pavilions with linking blocks. Central block: one storey. Unfluted pilaster strips rising to dentil cornice and moulded gutter with trefoiled acroteria above; raised open segmental pediment over central bay with keyed clock in tympanum and orb finial above; 4 oeil de boeuf attic windows with shells above, and wrought iron balustraded surround to central flat part of roof. 5 bays; paired clerestory casements, segmental headed lower windows with C20 glazing bars, paired in second bay from left, and C20 glazed double doors in left-hand and central bays. Linking-blocks: one storey. Each has 2 ridge stacks off-centre to left and right with over- sailing tops. 6 bays; paired and tripartite segmental headed windows with C20 glazing bars, and C20 glazed double doors in right-hand block in second bay from right. Continuous canopy in front of central and linking blocks supported on open cast iron brackets, formerly with toothed valence and decorative cast-iron cresting. Outer blocks: one storey. Unfluted pilaster strips rising to dentil cornice and moulded gutter with trefoiled acroteria above; wrought iron balustraded surround to central flat part of roof; 2 end stacks to right-hand block, and 3 end stacks to left hand block, all with oversailing tops. Each outer pavilion formerly had 3 oeil de boeuf windows. 3 bays; left-band pavilion with tall paired centre hung casements and right-hand pavilion with large segmental headed casements in 2 right-hand bays and paired segmental headed casements in left-hand bay. 11 bay platforms canopy to north with fluted cast iron columns, timber roof and toothed valence. Interior: tall central booking hall open to the roof. B.O.E. (Bucks), p.258; The , Maxwell Fraser, Slough Corporation, 1973, P.52 and p.145.

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Location : SLOUGH, BERKSHIRE IoE number : 038724 Date listed : 03 AUG 1984 Date of last amendment : 03 AUG 1984 SU 98 SE SLOUGH RAILWAY TERRACE (south side)

2/20 Slough Station Area Manager’s Office, Traffic Assistant’s Office, And Red Star Parcels Office G.V. II

Station building. 1882, by J.E. Danks in a Second Empire style. Red brick with grey brick and stone dressings and lacing courses. Central and outer blocks with laminated timber pavilion roofs clad in zinc fish-scale tiles with rope moulded ridge flashing, and linking blocks with corrugated iron roofs. Plan consists of central block and 2 smaller flanking pavilions with linking blocks. Central block: one storey. Unfluted pilaster strips rising to dentil cornice and moulded gutter with acroteria above; 3 oeil de boeuf attic windows with shells above, and wrought iron balustraded surround to central flat part of roof. 4 bays; centre-hung casements, paired in 2 central bays, and half glazed double doors in left-hand bay. Linking blocks: each has one ridge stack with oversailing top. 4 bays; centre-hung casements, either paired or singly; half glazed double doors in right- hand bay of left-hand block, and 2 wooden gates in right-band bay of right-hand block. Continuous canopy in front of central and lining blocks supported on open cast iron brackets. Outer blocks: one storey. Unfluted pilaster strips rising to dentil cornice and moulded gutter with trefoiled acroteria above; 3 oeil de boeuf attic windows with shells above; wrought iron balustraded surround to central flat part of roof; end stacks on inner faces with oversailing tops, 3 bays; tall paired centre-hung casements. B.O.E. (Bucks), p.238; The History of Slough Maxwell Fraser, Slough Corporation, 1973, p.52 and p.145.

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SU 98 SE SLOUGH BRUNEL WAY (north side)

2/19 Island Platform Building Approximately 25 Metres To North Of Slough Station Booking Hall, Booking Office, And Travel Centre G.V. II

Station building. Circa 1882. Red brick with grey brick and stone lacing courses and dressings, and slate roof. One storey. Segmental headed doors and windows. Canopy to north and south, extending to west, supported by fluted cast iron columns. Included for group value.

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10. Appendix 2: Conservation Bibliography

- Beckett, Derrick, Brunel’s Britain, 1984, David and Charles - Biddle, Gordon, Britain’s Historic Railway Buildings, 2003, Oxford University Press, p68 - Fraser, Maxwell, The History of Slough, Slough Corporation, 1973, p.52 and - Pevsner, Nikolaus, , (Buildings of England Series), p238

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Route Window W17 Middlegreen Road, St Mary’s Road & Trenches Bridges

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Contents

1. Description of the Works 279 1.1 Permanent Works 279 1.2 Temporary Works 279 1.3 Results of Scoping Exercise 280 2. Baseline Assessment 281 2.1 Local context 281 2.2 Listed Buildings and their Setting 282 2.3 Conservation Areas 282 2.4 Landscape / Townscape 282 2.5 Zone of Visual Influence 283 2.6 Sensitivity 285 3. Impact of the Scheme 288 3.1 Listed Buildings and their Setting 288 3.2 Conservation Areas 288 3.3 Landscape / Townscape 288 3.4 Visual Impacts 290 4. Summary 293 4.1 Listed Buildings and their Setting 293 4.2 Conservation Areas 293 4.3 Landscape / Townscape 293 4.4 Visual Impacts 293 5. Summary tables 294 6. Assumptions 297 7. References 298

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Route Window W17 Middlegreen Road, St Mary’s Road & Trenches Bridges

1. Description of the Works

1.1 Permanent Works

New overhead line equipment will be provided along the Crossrail route. In order to accommodate the OHLE, bridge modifications will be required. The brick arches of both Middlegreen Road (Langley Down) bridge and St Mary’s Road (Church Lane) bridge will be demolished and replaced with new bridge decks. Trenches footbridge will be partially demolished and a new two-span steel superstructure erected.

1.2 Temporary Works

Middlegreen Road bridge works will take about three and half months to complete. Utilities will first be diverted across a temporary utilities bridge. The main bridge works will involve demolition of the brick arches, installation of new pre-cast concrete arch units, in-fill and concreting over the arch units, provision of new parapets, reinstatement of track ballast, re- laying of utilities and finishing works. Works will be undertaken from a site on the northwest corner of the bridge. The worksite will be served by eight lorries per day during the five week peak construction period and typically by six per day at other times.

St Mary’s Road bridge works will take about seven months to complete. A temporary pedestrian/services bridge will be provided before the existing bridge is demolished. Construction of the new bridge will then involve provision of the piers and the south abutment, prior to the installation of bedstone units and concrete beams. Finishing works will include the provision of bridge decks and parapets. On completion, the temporary bridge will be removed. Works will be undertaken from a site on the southwest corner of the bridge. The worksite will be served by 12 lorries per day during the 12 week peak construction period and typically by eight per day at other times.

Trenches footbridge works will take a little over six months to complete. Demolition of the existing superstructure will be undertaken, while retaining the brick abutments and pier. Bedstone units will then be cast into place before the new bridge is lifted into position and finishing works are completed. Only about two lorries per day will serve the worksite throughout the construction period.

Transport of materials to and from all of the bridge worksites will be by road.

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1.3 Results of Scoping Exercise

A scoping exercise to determine the potential impacts associated with bridge works was undertaken (see introductory section to this volume). Works art St Marys Road Bridge and Trenches Bridge were not considered to result in any significant impacts and consequently have not been assessed in detail. Middlegreen Road Bridge is dealt with below.

All three of these bridges are surviving Brunel bridges. They are considered in detail in the Assessment of Archaeology Impacts – Technical Report.

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2. Baseline Assessment

2.1 Local context

Middlegreen Road Bridge is located on the northern edge of the built-up area of Slough. To the north, between the railway and the Grand Union Canal (Slough Arm), a playing field lies to the west of Middlegreen Road. This open space is adjoined to the west by the residential area of Goodman Park.

The Middlegreen Trading Estate, comprising a range of industrial and warehouse buildings probably dating from the 1930s, lies to the east of the road. The area north of the canal comprises countryside that retains a relatively intact field pattern, but which has been altered by urban fringe features such as power lines, nurseries and residential properties, especially around Middle Green.

Apart from an area of mature woodland to the west of Middlegreen Road, the area south of the railway is wholly urban. It comprises mainly residential streets, with some community uses such as schools. Housing is of mixed age and type, including typical 1930s semi- detached dwellings in Cherry Avenue, more recent (probably around 1970) detached housing in Halkingcroft, and older detached dwellings in Langley Road.

The railway generally runs at grade through this area, with roads such as Middlegreen Road ramping up to cross over the line.

The Townscape Character Baseline Plan for Middlegreen Road Bridge Drawing No. 1E0416- W1E00-E00-F-00017 identifies the locations of key buildings and landmarks in the local landscape / townscape, local views, pedestrian and vehicular movement corridors, townscape character areas, urban gateways / nodes and the landscape planning designations that relate to the work sites and their surroundings. This plan also illustrates the extent of the work sites for both the temporary and permanent works.

Middlegreen Road bridge is one of nine surviving Brunel bridges on the Western Route. They are considered in detail in the Assessment of Archaeology Impacts – Technical Report.

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2.2 Listed Buildings and their Setting

There are no listed buildings within the approximate zone of visual influence of the works.

2.3 Conservation Areas

There are no Conservation Areas within the vicinity of the works.

2.4 Landscape / Townscape

2.4.1 Character Areas and Landscape / Townscape Quality

The landscape / townscape character of the area is defined mainly by land use and built pattern. Three main character areas may be identified:

- the mainly residential area that lies to the south of the railway and west of the playing field; - the playing field and countryside to the north of the railway; and - the Middlegreen Trading Estate.

The area of woodland to the south of the railway is in many ways distinctive in its own right, due to the relative absence of other woodlands in the vicinity. However, in visual terms it is most strongly associated with the rural landscape to the north.

2.4.2 Key Townscape / Landscape Features and Resources

There are no key built features in the area. Thames House, the main building within the trading estate, presents a distinctive brick facade to the railway, and is prominent from residential properties to the south. However, it is not regarded as a key townscape feature.

Vegetation is the most important landscape resource in terms of its influence on character and views. The most prominent vegetation comprises:

- The area of woodland bounded by Halkingcroft, Middlegreen Road and the railway; - Mature scrub/semi-mature tree (ash, sycamore etc) along much of the road embankment;

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- A mix of coniferous hedges and semi-mature trees along the rear boundary of properties in Cherry Avenue; - Mature, but gappy hedgerows along Middlegreen Road north of the railway; - Mature scrub along parts of the railway corridor; and - Semi-mature trees (poplar etc) along the boundary between the railway and the playing field.

2.4.3 Strategic Views and Key Local Views

There are no strategic views in the vicinity of the site. No local views are regarded as key to the extent that they are particularly sensitive or provide exceptional viewing opportunities.

2.4.4 Pedestrian / Vehicular Movement Corridors

Middlegreen Road is an unclassified road that links the built-up area of Slough/Langley, to the south, with George Green and surrounding countryside to the north. The road does not appear to be an important pedestrian route.

A number of footpaths traverse the rural area north of the canal. The playing field appears to provide a pedestrian route between Middlegreen Road and Goodman Park. The canal towpath is probably of local importance as a pedestrian/cycle route for dog-walking etc. The area of woodland is also publicly accessible.

2.4.5 Landscape Planning Designations

The playing field, and the woodland between Halkingcroft/Middlegreen Road/the railway, are designated as “important open space” and Metropolitan Green Belt.

2.5 Zone of Visual Influence

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

- The relationship of the railway to the surrounding area; - The general character and arrangement of land uses; - The proximity, scale and use of nearby buildings; and - The size and type of nearby vegetation.

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Views towards the railway corridor are defined mainly by the surrounding land uses and vegetation. In most cases, the ZVI is defined by the “front rank” of nearby properties or by vegetation along the perimeter of the railway corridor. Where the railway is adjoined by open land, and such vegetation is absent, views generally extend no further than the first field boundary/hedgerow.

To the west of Middlegreen Road, northward views are obstructed to varying degrees by vegetation along the railway corridor and around the perimeter of the playing field mainly a belt of sycamore and hawthorn. Gaps in this vegetation allow views to extend to the hedgerow/trees along the canal.

Southward views are blocked by the area of woodland and by properties and garden vegetation in Ravens Field and Halkingcroft.

Views extend westwards along the railway to the Uxbridge Road bridge and tall buildings within the town centre.

To the east of Middlegreen Road, northward views are blocked by the buildings of the trading estate. Southward views extend to the facades of properties in Cherry Avenue, with varying degrees of obstruction by vegetation along their rear boundary.

Views of the bridge itself are screened to varying degrees by vegetation on the road embankments to either side.

The main potential sources of views of the works, in the area north of the railway, may be summarised as follows:

- Occupants of residential properties in Goodman Park that look eastwards across the playing field; - Users of the playing field and the canal towpath; - Users of Middlegreen Road; - Employees on the trading estate; - Occupants of residential properties in Ravens Field and Halkingcroft; - Users of the woodland; - Occupants of residential properties in Cherry Avenue; and - Occupants of residential properties on the eastern side of Middlegreen Road.

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2.6 Sensitivity

2.6.1 Sensitivity of Townscape / Landscape to Change

Built-Up Areas

The trading estate is of low sensitivity to change, because of its functional character and its robust pattern of relatively large-scale buildings and spaces. Features associated with the railway construction works would be expected to be unremarkable within this setting. New railway infrastructure is also unlikely to be intrusive within an industrial context.

The residential areas are of moderate sensitivity to change. Although, as built-up areas, they are able to accommodate a degree of change, their small-scale built pattern is more susceptible to adverse impacts from the introduction of larger-scale features. The number of potential receptors, coupled with the amenity value of views from dwellings and gardens, increases this sensitivity.

Open Land

The playing fields and the countryside to the north are potentially highly sensitive to change, due to their relative degree of visual exposure and the contrast with which new construction or infrastructure features may be perceived.

2.6.2 Sensitivity of Visual Receptors to Change

Table W17.1: Visual Receptors (Middlegreen Road Bridge Works) below identifies the key receptors who are likely to obtain views of the proposed temporary and permanent works, together with their sensitivity, the type of views and whether the views are of the temporary or permanent works.

Table W17.1: Visual Receptors for the Middlegreen Road Bridge Works

Receptor Sensitivity Type of (Close Views under 1km of View

distance) Works Receptors Temporary Work Sites Permanent Direct View Oblique View Occupants of Residential Upper 1 9 9 9 9 High properties in Goodman floors

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Receptor Sensitivity Type of (Close Views under 1km of View

distance) Works Receptors Temporary Work Sites Permanent Direct View Oblique View Park 2 Users of the playing field Ground 9 9 9 9 Moderate 3 Users of canal towpath Ground 9 9 9 9 Moderate Users of Middlegreen 4 Ground 9 9 9 9 Low Road 5 Users of the trading estate Ground 9 9 9 9 Low Occupants of residential Upper 6 properties in Ravens 9 9 9 9 High floors Field/Halkingcroft 7 Users of the woodland Ground 9 9 9 9 Moderate Occupants of residential Ground 8 properties in Cherry + upper 9 9 9 9 High Avenue floors Occupants of residential Ground 9 properties in Middlegreen + upper 9 9 9 9 High Road floors

The most sensitive receptors in the area comprise local residents. It is estimated that occupants of up to 30 residential properties may experience views of the works. These may be summarised as follows:

- 10 properties in Goodman Park; - 5 properties in Raven Field/Halkingcroft; - 10 properties in Cherry Avenue; and - 5 properties in Middlegreen Road.

Views from properties in Goodman Park will be across the playing field, over distances of between 300-400m, and will in many cases be partially obstructed by vegetation along the perimeter of the railway corridor.

Views from properties in Raven Field/Halkingcroft will be over distances of 150-300m and will be largely obstructed by the woodland in summer.

Views from properties in Cherry Avenue will be over distances of between 30-100m and most will be obstructed to varying degrees by vegetation along the rear garden boundary.

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Views from properties in Middlegreen Road will be over distances of between 75-150m and will in most cases be obstructed by vegetation along the road frontage.

Users of the playing field, the canal/towpath and nearby footpaths, will also experience views of the works, and are considered to be of generally moderate sensitivity.

The remaining receptors in the area – including users of the trading estate and Middlegreen Road, will be of low sensitivity.

Receptors who live in or use properties that overlook the railway corridor can be assumed to be habituated to a certain degree to the impact of railway maintenance and construction activities.

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3. Impact of the Scheme

3.1 Listed Buildings and their Setting

There will be no impacts on listed buildings or their setting in this route window.

3.2 Conservation Areas

There will be no impacts on Conservation Areas in this route window.

3.3 Landscape / Townscape

The temporary work site will be located within part of the playing field to the north-west of the bridge. It is assumed that part of the mature scrub/semi-mature trees that occupy the road embankment closest to the bridge will need to be cleared.

The works propose demolition of the existing bridge, and its replacement with a structure formed of “con-arches”.

In addition to the usual range of features, it is assumed that the construction works may require some larger-scale equipment such as mobile cranes and concrete pumps.

3.3.1 Impacts on Designated Townscape/Landscape

The temporary works will occupy part of the playing field, which is designated as important open space and Metropolitan Green Belt. However, only a small part of the playing field will be affected, and for the duration of the construction period only; it is assumed that the work site will be restored to amenity grassland. There will be no long-term affect on the character of this area.

The works will take place within the setting of the area of woodland to the south-east. However, no loss of trees from within this area is proposed, and the new bridge will not represent a significant change to the character of its setting. The long-term effect is therefore not considered to be significant.

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3.3.2 Impacts on Landscape / Townscape Character

Large-scale construction features such as cranes will be visible across parts of the surrounding area and along the railway corridor. The impacts of the temporary works on landscape / townscape character areas may be summarised as follows:

- A moderate impact on the playing field/countryside character area. - A minor impact on the trading estate. - A moderate impact on the residential area (east of Middlegreen Road). - A minor impact on the Goodman Park residential area. - A minor impact on the Ravens Field/Halkingcroft residential area. - A moderate impact on the woodland area.

None of these impacts will alter the character or setting of the character areas to any fundamental degree, and they are not considered to be significant.

As stated above, it is assumed that vegetation may be lost from the sections of the road embankment closest to the bridge. This vegetation is influential in framing and partially screening views of the bridge, particularly from the nearest properties in Cherry Avenue and Middlegreen Road.

However, the vegetation is not critical in landscape terms, and it is reasonable to assume that similar re-growth of scrub and secondary woodland will occur on the embankment slopes. The loss of vegetation is therefore not considered to have a significant effect on the character of the area.

The permanent works will essentially represent a like-for-like replacement of the existing bridge, albeit in a different design aesthetic and materials. The net effect (taking account of the loss of screening vegetation) will probably be to increase the prominence of the bridge as a local feature.

However, the visual influence of the bridge is unlikely to be extended substantially, and the role of railway infrastructure within the landscape will remain essentially unchanged. The overall effect on landscape character is not considered to be significant.

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3.4 Visual Impacts

The Visual Appraisal Plan for Middlegreen Road Bridge Drawing No. IE0316-W1E00-E00-F- 00017 illustrates the approximate Zone of Visual Influence for the proposed temporary and permanent works, and identifies the principal locations from which views of the development would be obtained.

The magnitude of visual impact that would be generated by the temporary works on each receptor group is identified in Table W17.2: Potential Temporary Impacts on Receptors (Middlegreen Road Bridge Works).

Table W17.2: Potential Temporary Impacts on Receptors (Middlegreen Road Bridge)

Magnitude of Sensitivity Receptor Potential of Significance (Close Views under 1km distance) Impact on Receptors Receptors Occupants of 10 residential properties 1 High Minor NSIG in Goodman Park 2 Users of the playing field Medium Moderate NSIG 3 Users of canal towpath Medium Minor NSIG 4 Users of Middlegreen Road Low Major NSIG 5 Users of the trading estate Low Moderate NSIG Occupants of 5 residential properties 6 High Minor NSIG in Ravens Field/Halkingcroft 7 Users of the woodland Medium Minor/ Moderate NSIG Occupants of 5 residential properties 8 High Major/ Moderate SIG (-) in Cherry Avenue Occupants of another 5 residential 9 High Moderate/ Minor NSIG properties in Cherry Avenue Occupants of one residential property 10 High Moderate SIG (-) in Middlegreen Road Occupants of another 4 residential 11 High Minor NSIG properties in Middlegreen Road

Temporary significant effects are predicted for the occupants of about six residential properties. These are No. 38 Middlegreen Road and Nos. 23, 23a, 24, 25 and 26 Cherry Avenue.

The significance of the effect results from the proximity of these properties to the works, the likely prominence of the bridge and road embankment in views from them, and the assumed impact of vegetation loss.

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In all other cases, effects are not considered to be significant. Whilst the works will be visible from properties in Goodman Park, their impact will be mitigated by the combination of viewing distance and screening by vegetation. Similarly, the impact on views from properties in Ravens Field/Halkingcroft will be largely mitigated by screening.

The remaining receptors are of low or medium sensitivity, and the magnitude of the works will be insufficient to trigger a significant effect.

The magnitude of visual impact that would be generated by the permanent works on each group of receptors is identified in Table W17.3: Potential Permanent Impacts on Receptors (Middlegreen Road Bridge Works).

Table W17.3: Potential Permanent Impacts on Receptors (Middlegreen Road Bridge)

Magnitude Receptor Sensitivity of Potential (Close Views under 1km of Significance Impact on distance) Receptors Receptors Occupants of 10 residential 1 High Minor NSIG properties in Goodman Park 2 Users of the playing field Medium Moderate NSIG 3 Users of canal towpath Medium Minor NSIG 4 Users of Middlegreen Road Low Moderate NSIG 5 Users of the trading estate Low Minor NSIG Occupants of 5 residential 6 properties in Ravens High Minor NSIG Field/Halkingcroft 7 Users of the woodland Medium Minor NSIG Occupants of 5 residential 8 High Moderate NSIG properties in Cherry Avenue Occupants of another 5 9 residential properties in Cherry High Minor NSIG Avenue Occupants of one residential 10 High Moderate NSIG property in Middlegreen Road Occupants of another 4 11 residential properties in High Minor NSIG Middlegreen Road

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The permanent works are not predicted to give rise to any significant effects. This is based on the assumption that the new bridge represents in essence a like-for-like replacement of the old. Its role as a feature within views across the railway corridor will not change fundamentally. This is especially the case for views in which the trading estate forms a backcloth, notably from properties in Cherry Avenue). In addition, these views are mainly oblique, and may not be obtained from ground-floor rooms.

Although it is assumed that tree loss from the road embankment may alter the character of these views, intervening vegetation within private gardens will remain, and it is likely that vegetation similar to the existing would become re-established on the embankment over time. Vegetation lost to the works will be replanted.

The Year 1 predicted impacts are not considered to be significant for the reason given above. After 15 years following completion of the works, there would be no change to the townscape and visual effects of the scheme.

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4. Summary

4.1 Listed Buildings and their Setting

There will be no impacts on listed buildings or their setting in this route window.

4.2 Conservation Areas

There will be no impacts on Conservation Areas in this route window.

4.3 Landscape / Townscape

The construction works will have no more than a minor or moderate impact on landscape character. Although they may be visually intrusive, their limited duration will mitigate against any significant effect.

The permanent works will have a generally minor impact on landscape character. The new bridge will in visual terms represent a like-for-like replacement of the existing structure; any change in its role as a landscape feature will not be significant. The vegetation that may be lost from the road embankment is not critical to the character of the area.

In accordance with the above, effects on the character or setting of the designated woodland and playing field are not considered to be significant.

4.4 Visual Impacts

The construction works are considered to have a temporary significant impact on the amenity of six residential properties in Cherry Avenue/Middlegreen Road. This is due to the proximity and relative prominence of the works, (exacerbated by assumed vegetation loss), together with the sensitivity of these receptors.

The permanent works are not considered to give rise to any significant effects on visual amenity, since the character of views from nearby properties will not change fundamentally.

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5. Summary tables

There will be no impacts on listed buildings, the setting of listed buildings, Conservation Areas or any other landscape / townscape designations in this route window.

Predicted impacts on landscape / townscape character and visual amenity are summarised in Table W17.4: Summary Table of Temporary Impacts and Table W17.5: Summary Table of Permanent Impacts, including any committed mitigation and residual impacts.

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Route WindowW17 Assessment ofHeritage and Landscape Impacts –Volume2 Crossrail Line 1

Table W17.4: Summary Table of Temporary Impacts (Middlegreen Road Bridge: Route Window W17)

Route Window W17 – Temporary Impacts at Middlegreen Road Bridge

Residual Impact Works and potential impact Significance Mitigation Description Significance Loss of some vegetation from road embankment. Impact on landscape / townscape character: Temporary works would be Character and setting of surrounding areas would not be Not Significant None required. Not Significant highly visible in places, but largely affected. no fundamental change to character. Impact on visual amenity of: Vegetation loss and Significant None practicable Significant Approx. six residential properties proximity to the works Impact on visual amenity of: Not Significant None proposed. As above. Not Significant All other receptors

295

296 Assessment ofHeritage and Landscape Impacts –Volume2 Crossrail Line 1 Table W17.5: Summary Table of Permanent Impacts (Route Window W17: Middlegreen Road Bridge)

Route Window W17 – Permanent Impacts at Middlegreen Road Bridge

Residual Impact Works and potential impact Significance Mitigation Description Significance New bridge will essentially replace existing. Impact on character areas Replanting of the road Vegetation to be lost not critical Fundamental character of surrounding Not Significant embankment would be Not Significant to landscape character. areas will be unaffected. undertaken. Role of railway infrastructure will be largely unchanged. Character of views across Impact on visual amenity of nearby Not Significant None required. railway corridor will not change Not Significant residents etc. fundamentally.

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6. Assumptions

- Temporary work sites will be returned to their previous condition and use (in this case, a playing field). - Some loss of vegetation from the road embankment will be unavoidable. - 2.4 metre and 3.6 metre high timber hoarding around the perimeter of temporary and permanent work sites. - Desk-top studies and a number of site visits were undertaken during August 2004 and therefore this assessment was undertaken during the summer period when vegetation was in leaf. However, when considering the landscape and visual impacts of the scheme, an assessment of the potential winter situation has been estimated / taken into account and ZVIs mapped on this basis.

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7. References

- ES Route Windows W17 - Parliamentary Plan Sheets - ES Scheme Description

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Route Window W16 Langley Station

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Contents

1. Description of the Works 303 1.1 Permanent Works 303 1.2 Temporary Works 303 2. Baseline Assessment 304 2.1 Local context 304 2.2 Listed Buildings and their setting 305 2.3 Conservation Areas 305 2.4 Landscape / Townscape 305 2.5 Zone of Visual Influence 307 2.6 Sensitivity 308 3. Impact of the Scheme 311 3.1 Listed Buildings and their Setting 311 3.2 Conservation Areas 311 3.3 Landscape / Townscape 311 3.4 Visual impacts 312 3.5 Cumulative Impacts 314 4. Summary 315 4.1 Listed Buildings and their Setting 315 4.2 Conservation Areas 315 4.3 Landscape / Townscape 315 4.4 Visual Impacts 315 5. Summary tables 317 6. Assumptions 320 7. References 321

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Route Window W16 Langley Station

1. Description of the Works

1.1 Permanent Works

New overhead line equipment will be provided along the Crossrail route. Relief line platforms at Langley station will be extended eastwards by about 42m to accommodate Crossrail trains. The down main platform will be extended eastwards by 20m to allow for its use by five-car Crossrail trains during designated maintenance periods for the relief lines. In addition, some track works will also be required to the east of Langley station, with the provision of a new junction for the Langley-West Drayton loop scheme (see Route Window W15).

A new feeder station (Slough feeder station) will be required to supply the main power to the railway. This will be located at a strategic location adjacent to high voltage power supplies, on the north side of the railway north of Darwin Road. The feeder station will comprise a unit of 23m by 8m.

1.2 Temporary Works

The station works will be undertaken from a worksite located within the vacant oil terminal on the north side of the station. Transport of materials to and from the sites will be by road; vehicle access will be from Langley Park Road. The worksite will be served by four lorries per day during the six week peak construction period and typically by two per day at other times.

The construction of the new junction arrangement will be undertaken during approximately 12 weekend possessions. The worksite for the track work will be located within the existing railway boundary. Materials will be moved to and from the site by rail using existing lines.

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2. Baseline Assessment

2.1 Local context

Langley Station lies in the northern part of the built-up area of Langley and Slough. The station is adjoined to the north by light industry and business uses, occupying a wedge of land between the railway corridor and the Grand Union Canal (Slough Arm). These uses comprise a mix of two-storey modern business premises (Langley Business Park) and older industrial sheds, together with the vacant site of the former Total Oil depot.

To the east, these industrial uses give way to open agricultural land which extends on both sides of the railway corridor to form the “rural gap” separating Langley / Slough from Richings Park. The area to the north of the canal is also predominantly rural, open countryside although it includes uses such as mobile home parks and is crossed by two high-voltage power lines. A mature parkland landscape remains around Langley Park.

The built-up area to the south of the railway comprises a mix of mainly residential and business uses. The Langley Business Centre, located directly south of the station, consists of modern office and warehouse units up to three storeys high. To the west, beyond Station Road, lies The Willow Tree public house and the residential area of Alderbury Road, comprising mainly two-storey semi-detached dwellings dating from 1950-70. To the east lies the residential area of Mead Avenue, comprising terraces of typical two-storey dwellings dating from 1920-40.

Further south, lies the Harrow shopping centre and the campus of East Berkshire College.

The Townscape Character Baseline Plan for Langley Station, Drawing No. IE0416-WIE00- E00-F-00016 identifies the locations of key buildings and landmarks in the local landscape / townscape, local views, pedestrian and vehicular movement corridors, townscape character areas, urban gateways / nodes and the landscape planning designations that relate to the work sites and their surroundings. These baseline plans also illustrate the extent of the work sites for both the temporary and permanent works.

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2.2 Listed Buildings and their setting

The nearest listed buildings are Langley Hall and The Harrow, about 0.4km south of the station. Langley Station is locally listed.

2.3 Conservation Areas

The nearest Conservation Area is the St. Mary’s Conservation Area, which lies about 0.8km south-west of the station.

2.4 Landscape / Townscape

2.4.1 Character Areas and Landscape / Townscape Quality

The area comprises five main character areas: Langley Gap, Langley Business / Commercial Area, East Berkshire College, Maplin and Meadfield and Alderbury and Langley Road.

Langley Gap Character Area:

The Langley Gap (an area of open land to the north and east of Langley) is generally of moderate landscape quality. More locally, it includes low quality areas, particularly to the south of the canal, where field pattern and land use have been disrupted (e.g. by gravel working), and high quality areas around Langley Park.

Langley Business / Commercial Character Area:

The Langley Business / Commercial Character Area comprises the business and industrial areas between the railway and the canal (Langley Business Park), and Langley Business Centre to the south of the station.

East Berkshire Character Area:

An institutional area (containing) East Berkshire College is located to the south-west of Langley Business / Commercial Character Area.

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Maplin and Meadfield Character Area:

Maplin and Meadfield Character Area is comprised of a mixture of predominantly semi- detached homes of varying periods.

Alderbury and Langley Road (to the south of Langley Business Park) Character Area is comprised of flats and houses ranging from 1970s to present day periods.

The built-up areas are of generally moderate townscape quality. Lower quality features such as vacant land and the older industrial buildings are to some extent offset by the relatively high quality townscape of the Business Park and the area around the college and St. Mary’s Church. Most of the built-up area of Langley comprises residential estates that are typical of the period and certainly of no more than moderate quality in townscape terms.

2.4.2 Key Townscape / Landscape Features and Resources

Langley Station is a locally distinctive building, assumed to be contemporaneous with the railway. It is of whitewashed brick, two storey building, with a mansard roof.

The Langley Business Centre is also prominent, particularly the three-storey brick office building closest to Station Road.

Vegetation is a locally important influence on views and townscape quality. The most notable vegetation comprises:

- a group of mature chestnut, ash and pine to the north of the railway bridgedense semi- mature trees and shrubs within the Business Park; - mature ornamental shrubs (including evergreens) to the north of the Up Relief platform; - dense scrub to the north of the station car park; - semi-mature trees within and along the railway boundary of the Business Centre; and - mature trees/scrub to the east of the Business Centre and to the rear of properties in Mead Avenue.

In addition, mature trees and scrub largely define the route of the canal to the north and the edge of the open land to the east.

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2.4.3 Strategic Views and Key Local Views

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

2.4.4 Pedestrian / Vehicular Movement Corridors

The main movement corridor in the area comprises Station Road, which is a B-road connecting Cowley and Iver, to the north-east, with the A4. Station Road passes beneath the railway immediately to the west of the station.

All other roads in the area provide local access only, and are also the main pedestrian routes. A public footpath runs to the south of the railway, connecting Mead Avenue with Station Road. The canal towpath is a public right of way of local recreational importance.

2.4.5 Landscape Planning Designations

There are no landscape planning designations in the vicinity.

2.5 Zone of Visual Influence

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

- The relationship of the railway to the surrounding area; - The general character and arrangement of land uses; - The proximity, scale and use of nearby buildings; and - The size and type of nearby vegetation.

The railway runs on a slight embankment in the vicinity of the station. To the west, the line returns to grade, passing into a cutting to run beneath Trenches Bridge. To the east, this embankment becomes more pronounced as the line approaches Chequers Bridge.

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Surrounding land uses are the main determinants of visibility, with the industrial buildings to the north and the business units to the south largely intercepting views in these directions. Several of these buildings have no or very few windows. However, the office buildings, notably that closest to the station in the Langley Business Centre and those in Langley Business Park - provide several viewing opportunities.

Viewing opportunities extend along the railway corridor in both directions as industrial/business uses are superseded by smaller-scale residential areas. The majority of views from residential properties are oblique, are gained from the upper floors only and are to varying degrees screened by intervening vegetation. Typically, the “front row” of properties obstructs views from those behind. Vegetation tends to reinforce, rather than replace, the role of buildings as a determinant of views. The winter ZVI is not anticipated to differ significantly from the summer ZVI. The longest-distance views are gained to the east, across open land, where the cranes of the Bison concrete works are prominent.

The main potential sources of views of the station work sites may be summarised as follows:

- Offices in the Business Centre (south of the station) and the Business Park (west of Station Road), and parts of their curtilage; - Residential properties in Mead Avenue and Alderbury Road (mainly upper floors); - Users of the public footpath to the south of the railway corridor; - External parts of the industrial estate to the north; - Future users of the Total Oil site (if this is redeveloped prior to the works taking place); and - The station car park, platforms, footbridge and passing/stationary trains.

2.6 Sensitivity

2.6.1 Sensitivity of Townscape / Landscape to Change

The surrounding townscape/landscape is generally of low to moderate sensitivity to change.

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The station lies between two industrial/business sub-zones within the Langley character area. These zones are characterised by medium-rise (2/3 storey) buildings, typically with a substantial footprint, separated by largely functional spaces of similar scale (car parks, service yards, access roads etc). The pattern of buildings, spaces (and, in some cases, vegetation) absorbs the majority of views across these zones and can accommodate a considerable degree of change without affecting their fundamental character.

The residential areas to the west and east are more sensitive to change, due to their smaller- scale pattern of buildings and vegetation. The open land to the east has the highest sensitivity, due to the relative absence of built features within it. However, this sensitivity is tempered by distance from the works and by the degree of screening provided by vegetation.

Railway infrastructure is a locally important influence on the character of the area immediately around the station, notably the station building, the footbridge and the Station Road bridge. It should be noted, however, that the station, as a locally listed building, is potentially sensitive to any change that might affect either its architectural integrity or the character of its setting.

2.6.2 Sensitivity of Visual Receptors to Change

Table W16.1: Visual Receptors (Langley Station Works) below identifies the Key Visual receptors which would obtain views of the proposed works, together with their sensitivity, the type of views and whether the views are of the temporary or permanent works.

Table W16.1 :- Visual Receptors for the Langley Station Works

Receptor Sensitivity Type of (Close Views under 1km of

View View

distance) Works Receptors Oblique Temporary Work Sites Permanent Direct View Occupants of Langley Upper 1 9 9 9 Low Business Centre level Occupants of Langley Upper 2 9 9 9 9 Low Business Park level Occupants of the industrial Ground 3 9 9 9 9 Low estate level Occupants of approx. 5 Upper 4 properties in Mead 9 9 9 High levels Avenue

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Receptor Sensitivity Type of (Close Views under 1km of

View View

distance) Works Receptors Oblique Temporary Work Sites Permanent Direct View Occupants of approx. 10 Upper 5 additional properties in 9 9 9 High level Mead Avenue Occupants of approx. 5 Upper 6 properties in Alderbury 9 9 9 High level Road Users of the footpath Ground 7 9 9 9 9 Moderate south of the station level Ground 8 Users of the station level + 9 9 9 9 Moderate footbridge

Local residents will be the most sensitive group of receptors. However, viewing opportunities are confined to upper floors only and about 75% of the views are oblique. They are also screened to varying degrees; from Mead Avenue by trees and scrub within the railway corridor, in rear gardens and around the perimeter of the Business Centre; and from Alderbury Road by The Willow Tree pub, by nearby vegetation and by the buildings within the Langley Business Centre.

It should be noted that some receptors may experience recurrent views of the works (e.g. from their homes and when they use the station).

Direct views of the works will be obtained from the station itself, from nearby business premises and from the footpath to the south of the railway. In these cases, receptor sensitivity is assumed to be low and/or medium.

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3. Impact of the Scheme

3.1 Listed Buildings and their Setting

There will be no impacts on listed buildings or their setting in this route window. Langley Hall and The Harrow public house are too distant from the site to be affected, even indirectly.

3.2 Conservation Areas

The St. Mary’s Conservation Area is too distant from the site to be afected by the works, even indirectly.

3.3 Landscape / Townscape

The works at the station would require the demolition of a single-storey operational building at the eastern end of the island platform. A small area of scrub and ruderal vegetation within the railway corridor and adjoining the public footpath would also be removed. The temporary work site within the car park would not require the removal of any landscape features. No part of the locally listed station building would be demolished or altered.

The temporary construction works represent a negligible magnitude of impact on a townscape of moderate to low sensitivity and moderate quality. The permanent work would result in similar limited impacts.

The building to be demolished and the vegetation to be removed during construction are not important influences on the character of the area.

Some of the construction works elements will be relatively prominent, e.g. mobile cranes, portacabins. However, they will be present for a limited period and will have no long-term impact on landscape character. Their effect is therefore not considered to be significant.

The permanent works will be seen within the context of other railway infrastructure, including the existing footbridge. It will have no more than a minor impact on the adjoining parts of the Langley character area, and its visual influence will scarcely be felt within the Langley gap to the east. Its effect is therefore not considered to be significant.

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3.4 Visual impacts

The Visual Appraisal Plan for Langley Station Drawing No. 1E0316-WIE00-E00-F-00016 illustrates the approximate Zone of Visual Influence for both the proposed temporary works and proposed permanent works, and identifies the principal locations from which views of the development would be obtained.

The visual impact of the construction works must take account of the relatively limited period during which they will occur. In addition, nearby receptors will to a certain degree be tolerant of activities carried out in the normal course of railway maintenance and improvement.

The magnitude of visual impact that would be generated by the temporary works on each receptor group is identified in Table W16.2: Potential Temporary Impacts on Receptors (Langley Station Works).

Table W16.2: Potential Impacts on Receptors for Langley Station Temporary Construction Works

Magnitude Receptor Sensitivity of Potential (Close Views under 1km of Significance Impact on distance) Receptors Receptors Occupants of between 10-15 NSIG* see 1 residential properties in Mead High Moderate below Avenue Occupants of approx. 5 2 residential properties in High Low NSIG Alderbury Road Occupants of Telewest + SCC 3 buildings, Langley Business Low High NSIG Centre Occupants of other units in 4 Low Moderate NSIG Langley Business Centre Occupants of Langley Business 5 Low Low NSIG Park Users of the footpath south of 6 Low Moderate NSIG the station 7 Users of the station Low Moderate NSIG

No residential properties will have direct views of the works. The nearest such properties, in Mead Avenue, will have oblique views only, probably confined to upper floors. Receptors who live in or use the area can be assumed to be habituated to a certain degree to the impact of railway maintenance and construction activities.

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The construction works would not have a significant impact on visual amenity. The greatest degree of impact would affect receptors of low sensitivity (occupants of the business premises). The impact on highly sensitive receptors (local residents) would be no more than moderate, and would be qualified by constraints on visibility and by the limited duration of the works. For these reasons it is considered that these receptors would not have a significant impact on their visual amenity.

The magnitude of visual impact that would be generated by the permanent works on each group of receptors is identified in Table W16.3: Potential Permanent Impacts on Receptors (Langley Station).

Table W16.3 :- Potential Impacts on Receptors for Langley Station Permanent Works

Magnitude Receptor Sensitivity of Potential (Close Views under 1km of Significance Impact on distance) Receptors Receptors Occupants of between 10-15 1 residential properties in Mead High Low NSIG Avenue Occupants of approx. 5 2 residential properties in High Low NSIG Alderbury Road Occupants of Telewest + SCC 3 buildings, Langley Business Low High NSIG Centre Occupants of other units in 4 Low Moderate NSIG Langley Business Centre Occupants of Langley Business 5 Low Low NSIG Park Users of the footpath south of 6 Low Moderate NSIG the station 7 Users of the station Low Moderate NSIG

Permanent impacts on visual amenity are not considered to be significant. The occupants of between 15-20 residential properties which overlook the railway corridor are likely to see the works. However, visibility will be constrained and the fundamental character of these views will be unchanged.

The Year 1 predicted impacts are not considered to be significant. After 15 years, following completion of the works, there would be no changes to the townscape and visual impacts.

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3.5 Cumulative Impacts

The assessment has taken account of all the works within this route window and there are no additional works outside the rail corridor which would lead to cumulative impacts of the scheme.

Within the W15 Route Window works associated with Chequers Bridge have been assessed comprehensively and the findings set out in Report Number 1E0316-W1E00-00015. The work associated with the embankment widen and new track will be potential visible in conjunction with the works at Langley Station. However, due to the separation distance between the work site, it is considered that the magnitude of cumulative impacts of both the temporary and permanent works will be negligible and not significant.

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4. Summary

4.1 Listed Buildings and their Setting

There will be no impacts on listed buildings or their setting in this route window.

4.2 Conservation Areas

There will be no impacts on Conservation Areas in this route window.

4.3 Landscape / Townscape

During the construction phase, impacts on landscape / townscape would not be significant. Neither the building to be demolished nor the vegetation that would be lost are visually important. There would be no long-term impact on the adjoining character area. The listed station building would not be directly affected, and the impact on its setting would not be significant.

The permanent features of the works would reinforce the existing influence of railway infrastructure, and would not have a significant effect on landscape / townscape character.

4.4 Visual Impacts

Of most potential concern is the impact on some residents of Mead Avenue where properties look out across the rail corridor to open land and the vacant oil depot site. Although the construction works are likely to be clearly visible, and receptor sensitivity is assumed to be high, actual views are oblique, will probably be confined to upper floors and in summer will be screened to varying degrees by vegetation. Since the works will be of limited (five months) duration, and will not fundamentally change the character of these views, the impact on visual amenity is not regarded as significant.

The temporary works will be clearly visible from the public footpath to the south and there will be direct views of the platform works. Since the works will be of limited duration, and will not fundamentally change the character of these views, the impact on visual amenity is not regarded as significant.

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The permanent works will represent, at most, only a moderate impact on these views, the essential character of which will be unaffected. The qualifications on visibility, as described above, would continue to apply in the long-term. Taken together, the effect on visual amenity is not considered to be significant.

Neither the construction works or permanent works will result in any significant impacts on visual amenity.

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5. Summary tables

There will be no impacts on listed buildings, the setting of listed buildings or Conservation Areas in this route window; hence these are not included within the summary tables.

Predicted impacts at on landscape / townscape and visual amenity are summarised in Table W16.4: Summary Table of Temporary Impacts and Table W16.5: Summary Table of Permanent Impacts, including any committed mitigation and residual impacts.

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318 Assessment ofHeritage and Landscape Impacts –Volume2 Crossrail Line 1 Table W16.4: Summary Table of Temporary Impacts (Route Window W16)

Route Window W16 – Temporary Impacts

Residual Impact Works and potential impact Significance Mitigation Description Significance Demolition of trackside Impact on character areas building Townscape/landscape quality is no more than moderate Not Significant As above. Not Significant loss of low quality scrub and its overall character would not be affected. vegetation 3.6 and 2.4 Impact on visual amenity of: metre high None: impact will cease Occupants of between 10-15 properties in Mead Avenue Not Significant hoarding around when construction is Not Significant + 5 properties in Alderbury Road. construction complete. works compound 3.6 and 2.4 Impact on visual amenity of: metre high None: impact will cease All other receptors (occupants of business premises, Not Significant hoarding around when construction is Not Significant users of the footpath south of the station etc) construction complete.

works compound

Route WindowW16

Route WindowW16 Assessment ofHeritage and Landscape Impacts –Volume2 Crossrail Line 1 Table W16.5: Summary Table of Permanent Impacts (Route Window W16)

Route Window W16 – Permanent Impacts

Residual Impact Works and potential impact Significance Mitigation Description Significance Impact on character areas: Slight increase in visual influence of railway Introduction of new railway infrastructure, but will not affect overall Not Significant None proposed Not Significant infrastructure. character of area.

Impact on visual amenity of: Increase in visibility of railway Occupants of up to 20 residential infrastructure, but character of properties; occupants of business Not Significant None proposed views, hence the amenity of Not Significant premises; Users of station, nearby footpath receptors, will not change etc fundamentally.

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6. Assumptions

- Assumed that the temporary works site will be restored to its previous use and condition as a paved car park. - It is proposed that 2.4 and 3.6 metre high hoarding will be used to mitigate the demolition works and reduce the visual effects during the construction stages. - Desk-top studies and a number of site visits were undertaken during August 2004 and therefore this assessment was undertaken during the summer period when vegetation was in leaf. However, when considering the landscape and visual impacts of the scheme, an assessment of the potential winter situation has been estimated / taken into account and ZVIs mapped on this basis.

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7. References

- ES Route Window W 16 - Parliamentary Plan Sheets - ES Scheme Description

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Route Window W15 Dog Kennel Bridge

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Contents

1. Description of the Works 327 1.1 Permanent Works 327 1.2 Temporary Works 327 2. Baseline Assessment 329 2.1 Local context 329 2.2 Listed Buildings and their setting 330 2.3 Conservation Areas 330 2.4 Townscape 330 2.5 Zone of Visual Influence 332 2.6 Sensitivity 333 3. Impact of the Scheme 337 3.1 Listed Buildings and their setting. 337 3.2 Conservation Areas 337 3.3 Landscape/ Townscape 337 3.4 Visual impacts 338 3.5 Cumulative Impacts 341 4. Summary 343 4.1 Listed Buildings and their Setting 343 4.2 Conservation Areas 343 4.3 Townscape 343 4.4 Visual Impacts 343 5. Summary tables 344 6. Assumptions 347 7. References 348

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Route Window W15 Dog Kennel Bridge

1. Description of the Works

1.1 Permanent Works

A new single track relief line will be constructed on the northern side of the alignment over about 1.2 km between Chequer Bridge and Dog Kennel Bridge. This will link the existing freight lines that exist to the west and east, so creating a continuous loop between Langley and West Drayton stations and providing additional capacity both for freight and passenger trains by increasing the route from four tracks to five along this section. To accommodate this additional track, the embankment between Chequer Bridge and Dog Kennel Bridge will be widened by approximately 7m.

At Chequer Bridge, a new single track railway bridge will be built to the north of the existing structure to carry the new track over Hollow Hill Lane/Market Lane east of Langley.

Dog Kennel Bridge will be demolished.

1.2 Temporary Works

At Chequer Bridge, the work will take about one year and one month. Piled foundations and abutments will be constructed and plinths installed before the new bridge superstructure is erected. Works at the bridge will be undertaken from a site that extends between Hollow Hill Lane and Dog Kennel bridge, located to the north of the railway. Materials for the bridge works will be taken to and from the site by road. The worksite will be served by 64 lorries per day during the 13-week peak construction period and typically by 44 per day at other times.

Construction plant required at the worksite will include a bulldozer, a lifting crane, excavators, concrete vibrators, piling rig, compressors and generators.

The works at Chequer bridge will need to be preceded by the diversion of two gas mains and an oil pipeline, which are currently located in the vicinity of the most easterly bridge support. This will require an initial 10-month period of trench digging, pipe laying and backfilling. The works will require a half road closure of Market Lane for a three week period and the use of shuttle working. Works will be undertaken from a separate worksite.

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The works at Dog Kennel Bridge will take about three months to complete. Works will be undertaken from worksites located on the north and south sides of the bridge, adjacent to the railway. The materials generated from demolition of the existing brick arch will be taken away by road. Vehicle access to the worksites will be from North Park Road and from Market Lane. The worksite will be served by four lorries per day including the 10 week peak construction period.

Construction of the additional track will be undertaken during possession of the relief lines.

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2. Baseline Assessment

2.1 Local context

The railway passes through this area on embankment near the edge of Slough / Langley and bridges over Market Lane. This embankment becomes less pronounced on the approach to Iver Station and Riching Park where the line lies at grade or is in cutting. The Crossrail route separates landscapes of contrasting character.

An area of open land comprising a large arable field and the Bison Concrete Works Site lies immediately to the north of Dog Kennel Bridge, extending up to the Grand Union Canal. A high voltage powerline runs to the north of the canal, beyond which is Trading Estate and a further area of open agricultural farmland and the village of Iver. To the north- west, beyond Chequers Bridge lies a smaller arable field and the Mansion Caravan and Mobile Home Site adjacent to the Grand Union Canal, beyond which is Iver Golf Course and a cluster of residential developments near Iverdale Close on the B470.

To the south of the rail corridor lies an area of open agricultural farmland which separates Richings Park from the built up areas of Slough / Langley on Market Lane to the west. Richings Park is mainly a residential area, with a range of local shops and services situated near the Iver Station and comprises detached and semi-detached two storey dwellings typical of the 1920 – 1940 period together with blocks of flats near the Station. This area contrasts with the built up edge of Slough / Langley which comprises mainly semi-detached and terraced 1960s housing fronting Parlaunt Road and Market Lane and a modern housing (1990s) estate of Maplin Park adjoining the rail corridor. A small group of terraced cottages lie to the south of Chequers Bridge.

The Townscape Character Baseline Plan for the Slough / Langley to Richings Park Gap Drawing No.1E0416-WIE00-E00-F-00015 identifies the locations of key buildings and landmarks in the local landscape / townscape, local views, pedestrian and vehicular movement corridors, townscape character areas, urban gateways / nodes and the landscape planning designations that relate to the work sites and their surroundings. The baseline plan also illustrates the extent of the work sites for both the temporary and permanent works.

This bridge is one of nine surviving Brunel bridges on the Western Route. They are considered in detail in the Assessment of Archaeology Impacts – Technical Report.

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2.2 Listed Buildings and their setting

There are no Listed Buildings within the approximate zone of visual influence of the works.

2.3 Conservation Areas

There are no Conservation Areas in the vicinity of the works.

2.4 Townscape

2.4.1 Character Areas and Landscape / Townscape Quality

The area comprises three main character areas: Richings Park, Slough / Langley Gap and Maplin Park Character Areas.

Richings Park Character Area:

The character of Richings Park is essentially that of a medium density suburb and is typical of developments of the 1920 – 1940 period. Since it is largely surrounded by open land, it is perceived as a discrete settlement in its own right. In townscape terms, Richings Park is an area of moderate quality. Although it is not especially notable, it does not contain any particular features that detract from its character and it has a strong vegetative western edge.

The Slough / Langley – Richings Park Gap:

The Slough / Langley Gap comprises an area of open agricultural farmland to the north and east of the edge of Slough / Langley. The area is generally of moderate landscape quality. More locally, it includes low quality areas to the south-east of the existing Dog Kennel bridge (e.g. former gravel workings).

Maplin Park Character Area:

The Maplin Character Area comprises a mixture of predominantly semi-detached homes of varying periods. The housing around Maplin Park, an area of public open space, dates from the 1980s / 1990s with older terraced and semi-detached housing lying to the south of Meadfield Road and Parlaunt Road, dating from the 1960s / 1970s.

The built up areas are generally of moderate townscape quality.

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2.4.2 Key Townscape / Landscape Features and Resources

There are no built features of particular merit in the vicinity of the work sites. Features that are distinctive or locally prominent comprise a number of cranes at the Bison Works and the overhead pylons to the north of the Grand Union Canal. In addition, the railway line crosses a relatively open landscape and forms a notable feature especially when trains are passing.

Vegetation is the most important landscape feature in the area in qualitative terms. The most notable vegetation comprises:

- the narrow belts of mature trees and scrubs located adjacent to the rail corridor; - a line of mature trees along the Grand Union Canal; - small group of scrub and trees within the open areas; - dense belts of tree planting along the edge of Richings Park and south of North Park Road on the edge of Richings Park Golf Course; - scrub and trees of varying density on the open land to the north of Langley Station.

2.4.3 Strategic View and Key Local Views

There are no strategic views in the vicinity of the Site. No local views are considered to qualify as key views.

2.4.4 Pedestrian / Vehicular Movement Corridors

Key vehicular movement corridors in the area comprise Market Lane, Hollow Hill Lane and Mansion Lane to the north and Market Lane, Parlaunt Road and North Park to the south of the railway corridor. Market Lane to the south of Chequers Lane is essentially an upgraded lane that carries relatively heavy but mainly local traffic from the built up areas of Slough / Langley. To the north of Chequers Bridge where Market Lane passes under the railway, the narrow country lane character of the road persists. Viewing opportunities from the lane to the north of the railway are constrained to varying degrees by hedgerows, whilst to the south, there are open views across the farmland towards the railway. There are also opportunities for open views towards the railway from sections of Parlaunt Road and North Park.

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A public footpath extends from North Park road northwards following a farm track across the open land and is carried over the railway by Dog Kennel Bridge. The path then continues along the edge of the Bison Works up to the Grand Union Canal towpath.

2.4.5 Landscape Planning Designations

There are no landscape designations in the vicinity of the works.

2.5 Zone of Visual Influence

The approximate Zone of Visual Influence (ZVI) for the work site is determined by the following influences:

- the relationship of the railway to the surrounding area; - the general character and arrangement of land uses; - the proximity, scale and use of nearby buildings; - the size and type of nearby vegetation; and - the degree of enclosure of nearby pedestrian and vehicular routes.

The railway line is located on embankment for most of its length across the Slough / Langley Gap. The embankment is pronounced at Chequers Bridge and reduces in height to the east where runs into a cutting in the vicinity of Iver Station.

The built up areas of Slough / Langley (Maplin Park) to the south of the rail corridor provides viewing opportunities from nearby housing areas. However, between the housing and railway is a substantial bund, which effectively screens views from rear gardens and lower windows and restricts views to those from upper storeys. The work site for the gas and oil pipeline diversion will be visible from Chequers Cottages.

The built up areas of Richings Park also provides potential viewing opportunities from housing adjoining the Slough / Langley Gap and rail corridor. However, the majority of the western edge of the settlement is well vegetated and restricts views. This vegetation also effectively defines the ZVI to the south-east. The presence of open land to the south and north of the rail corridor offers theoretical viewing opportunities as far as Parlaunt Road and North Park, the edge of Slough and Market Lane, and north as far as the canal and beyond to the edge of Iver village.

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To southern extent of the ZVI for the OHLE and track works is defined to the south-west by the housing fronting Market Lane, to the south by the housing fronting Parlaunt Road and vegetation along the northern edge of Richings Park Golf Course. Whilst to the west, it is defined by the vegetation and housing on the edge of Richings Park.

The northern extent of the ZVI for the OHLE and track works is defined by the vegetation and treebelts along the Grand Union Canal and Iver Golf Course to the north-west, to the north by the treebelt along the canal in the summer with the ZVI extending slightly further north to the field hedgerows and hedges on Mansion Lane and to the north-east by the vegetation surrounding the Bison works in the summer and probably by the treebelt and industrial estate adjacent to the Grand Union Canal to the north of this in winter.

The main potential sources of views for the works can be summarised as follows:

- Residential properties and some gardens, and roads / footways on the edge of Slough / Langley including Chequers Cottages; - Residential properties (mainly upper floors), some front gardens and sections of Parlaunt Road and North Park; - Some residential properties (mainly upper floors) and some gardens in Richings Park; - Sections of the public footpath to the north and south of Dog Kennel Lane bridge; - The adjoining and approaching sections of Market Lane and possible glimpsed views from short sections of Hollow Lane and Mansion Lane looking south; and - Residential properties and gardens in Mansion Caravan and Mobile Home Site adjoining the Grand Union Canal.

2.6 Sensitivity

2.6.1 Sensitivity of Townscape / Landscape to Change

The surrounding townscape / landscape is generally of low to medium sensitivity to change.

The work sites for both the Dog Kennel Bridge, Chequers Bridge and track widen works including pipeline diversions are located within the Slough / Langley – Richings Park Gap character area. Although this area is largely open, its character is partly influenced by vegetation and by features such as the Bison Works and elevated railway corridor. The gap forms part of the wider pattern of open agricultural land, which has been altered by activities such as gravel extraction and removal of hedgerows with the enlargement of the field

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2.6.2 Sensitivity of Visual Receptors to Change

Table W15.1 Visual Amenity Receptors (Slough / Langley – Riching Park Gap OHLE and Dog Kennel Bridge and Chequers Bridge Works) below identifies the key visual receptors which would obtain views of the proposed works, together with their sensitivity, the type of views and whether the views are of the temporary or permanent works.

Table W15.1 Visual Amenity Receptors for the Slough / Langley – Richings Park Gap OHLE, Dog Kennel Bridge and Chequers Bridge.

Receptor (Close Views Type of Sensitivity of

under 1km distance) View Receptors Works Temporary Works Site Permanent Direct View Oblique View Chequers Bridge Occupants of approximately 60 to 70 residential properties in Maplin Park (between Upper 1 High Nos. 367 to 509 Maplin Level Park and 23 to 27 Southwold Spur and 36 to 41 Southwold Spur) Ground / Occupants of Chequers 2 Upper High Bridge Cottages (7No.) Level Occupants of approximately 26 Ground / 3 residential properties Upper High fronting Market Lane Level (between Nos. 1 to 51) User of Maplin Public Ground 4 Moderate Open Space Level Ground 5 User of Market Lane Moderate Level User of footpath north Ground 6 and south of Dog Kennel Moderate Level Bridge

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Receptor (Close Views Type of Sensitivity of

under 1km distance) View Receptors Works Temporary Works Site Permanent Direct View Oblique View Occupants of approximately 23 Ground / residential properties 7 Upper High fronting Parlaunt Road Level (Even Nos.224 to 336) (Distant views) Dog Kennel Bridge Occupants of approximately 17 residential properties in Upper 8 Richings Park (Nos. 77 High Level to 105 Bathhurst Walk and 10/11 St James Walk) Occupants of 11No. Mobile Homes situated Ground 9 High on the south side of Level Mansion Caravan Park Users of Parlaunt Road Ground 10 and North Park (distant Moderate Level view) Potential view from users of Hollow Lane and Ground 11 Moderate Mansion Lane (distant Level views)

The main receptors surrounding the works site are as follows:

- Occupants 60 to 70 residential properties (mostly flats) in Maplin Park potentially experiencing views of the OHLE and Chequers Bridge widening works; - Occupants of Chequers Bridge Cottages would experience views of the OHLE and temporary construction works associated with the widening of the bridge. They would not experience views of the permanent works as these are screened by the embankment; - Users of Market Lane (mainly drivers and passengers) who will mainly experience views of the OHLE, bridge widening and embankment widening works when approaching from the north. It is unlikely that they would experience these works when viewed from the south apart from the use of cranes and machinery and the permanent OHLE works.

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- Users of Dog Kennel Bridge and sections of the public footpath to the north and south (mainly pedestrians and farmer workers) who are likely to experience views of the OHLE and Dog Kennel Bridge works; and - Occupants of the Mobile Homes on the south side of Mansion Caravan Park who would experience open views across the open arable field towards the Chequers Bridge widening works, embankment widening works and OHLE.

Local residents will be the most sensitive group of receptors. It should be noted that some receptors may experience recurrent views of the works (e.g. from their homes or when they drive / walk along Market Lane or use the public footpath).

In several cases, potential views of the works are likely to be screened by vegetation, and will only be experienced during the winter. For example, southward distant views from Market Lane / Hollow Lane and Mansion Lane. The existing railway embankment and retained vegetation on the south side of the rail corridor will tend to restrict and screen views when seen from vantage points to the south.

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3. Impact of the Scheme

3.1 Listed Buildings and their setting.

There will be no impacts on listed buildings or their setting in this route window.

3.2 Conservation Areas

There will be no impacts on Conservation Areas in this route window.

3.3 Landscape/ Townscape

3.3.1 Impacts on Character Areas

The construction works would have two main impacts on landscape character: the removal of vegetation and the temporary presence of construction plant and associated features.

The vegetation to be removed for the bridge works and embankment widening works, comprises scrub and trees generally of poor quality which are not visually significant, although they assist in screening some views. Whilst vegetation is a notable feature in the landscape and is an influence on the overall character of the area, the removal of the vegetation along the northern side of the rail corridor, is not considered to be significant. In addition it is assumed that the planting would be reinstated on the new slope to the embankment and in the long term, this would replicate the existing vegetation. The impact on character at both bridge sites and along a relatively short section of track is not considered to be significant.

Some of the construction features themselves will be relatively prominent e.g. mobile cranes and portacabins etc. in this open landscape. However they will be present for a short period and will have no long-term impact on landscape character. Their effect is therefore not considered to be significant.

The permanent works at each bridge site will involve the widening of the Chequers Bridge with an additional span and the demolition and removal of the Dog Kennel Bridge. Whilst the proposed works will result in a noticeable change, views of the Chequers Bridge widening works are generally restricted to local views from areas to the north and Market Lane itself. The removal of Dog Kennel Bridge will result in a noticeable change in views of the existing

Route Window W15 337 Crossrail Line 1 Assessment of Heritage and Landscape Impacts – Volume 2 bridge. However views are restricted mainly to the rail corridor and any change experienced will be very localised. The effect on landscape character will be no more than minor and will not be significant.

3.4 Visual impacts

The Visual Appraisal Plan for the Slough / Langley – Richings Park Gap OHLE and Chequers / Dog Kennel Bridges Drawing No.10316-WIE00-E00-F-00015 illustrates the approximate Zone of Visual Influence for both the proposed temporary and permanent works. It also identifies the principal locations from which views of the development would be obtained.

The visual impact of the construction works must take account of the relatively limited period during which they will occur. In addition nearby receptors will to a certain degree be tolerant of activities carried out in the normal course of railway maintenance and improvement.

The magnitude of visual impact from both the temporary and permanent works associated within the construction of the OHLE is considered to be low to moderate for up to 105 properties at Maplin Park / Southwold Spur / Chequers Cottages / Market Lane / Mansion Caravan Park and at Richings Park (Bathurst Walk and St James Walk). In most of these cases the properties are located close to the railway (within 50 metres) and potentially could experience direct and relatively unobstructed view especially during the winter.

Although the OHLE construction and its permanent features are likely to be visible to these receptors, the works will not change the character of these views to a fundamental degree. The existing embankment and bridges together with passing trains will continue to be the main influence on these views. Consequently the effects on visual amenity due to the OHLE are not considered to be significant. Similarly where a low degree of impact is predicted to occur such as in the longer distance views from Parlaunt Road and North Park, the effect is also not considered to be significant. The precise degree of impact on each group of receptors has therefore not be tabulated.

In relation to the bridge and embankment widening works, the magnitude of visual impact that would be generated by the temporary works on each receptor group is identified in Table W15.2 Potential Temporary Impact on Receptors (Slough / Langley – Richings Park Gap, Embankment Widening / Pipeline Diversion / Chequers Bridge Works and Dog Kennel Bridge Works).

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Table W15.2 – Potential Temporary Impacts on Receptors (Slough / Langley – Richings Park Gap, Embankment Widening / Pipeline Diversion / Chequers Bridge and Dog Kennel Bridge Works)

Magnitude Sensitivity of Potential Receptors of Significance Impact on Receptors Receptors Chequers Bridge Occupants of between 60-70 1 residential properties in Maplin Park High Moderate SIG (-) and Southwold Spur Occupants of Chequers Bridge 2 High Moderate SIG (-) Cottages Occupants of approximately 26 3 High Low NSIG residential properties on Market Lane 4 Users of Maplin Public Open Space Moderate Low NSIG 5 Users of Market Lane Moderate Major SIG (-) Users of the public footpath north 6 Moderate Low NSIG and south of Dog Kennel Bridge Occupants of approximately 23 7 residential properties fronting High Low NSIG Parlaunt Road (distant views) Occupants of approximately 17 8 residential properties in Richings High Low NSIG Park Occupants of 11 mobile homes at 9 High Moderate SIG (-) Mansion Caravan Park Dog Kennel Bridge Occupants of approximately 6 1 residential properties on Southwold High Low NSIG Spur (distance view) Occupants of Chequers Cottage 2 High Low NSIG (distance view) Occupants of residential properties 3 on Market Lane 26No. (distance High Low NSIG view) Users of Maplin Public Open Space 4 Moderate Low NSIG (distant view) 5 User of Market Lane (distant view) Moderate Low NSIG User of the public footpath to the 6 north and south of Dog Kennel Moderate Major SIG (-) Bridge Occupants of approximately 23 7 residential properties on Parlaunt High Low NSIG Road (distant view) Occupants of approximately 17 8 residential properties in Richings High Low NSIG Park Occupants of 11 mobile homes at 9 High Low NSIG Mansion Caravan Park

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The magnitude of visual impact that would be generated by the permanent works on each group of receptors is identified in Table W15.3 – Potential Permanent Impacts on Receptors (Slough / Langley – Riching Gap, Embankment Widening, Chequers Bridge and Dog Kennel Bridge).

Table W15.3 – Potential Permanent Impacts on Receptors (Slough / Langley – Richings Park Gap, Embankment Widening, Chequers Bridge and Dog Kennel Bridge Works)

Magnitude Sensitivity of Potential Receptors of Significance Impact on Receptors Receptors Chequers Bridge Occupants of between 60-70 1 residential properties in Maplin High Low NSIG Park and Southwold Spur Occupants of Chequers Bridge 2 High Low NSIG Cottages Occupants of approximately 26 3 residential properties on Market High Low NSIG Lane 4 Users of Maplin Public Open Space High Low NSIG 5 Users of Market Lane High Low NSIG Users of the public footpath north 6 Moderate Low NSIG and south of Dog Kennel Bridge Occupants of approximately 23 7 residential properties fronting High Low NSIG Parlaunt Road (distant views) Occupants of approximately 17 8 residential properties in Richings High Low NSIG Park Occupants of 11 mobile homes at 9 High Low NSIG Mansion Caravan Park Dog Kennel Bridge Occupants of approximately 6 1 residential properties on Southwold High Negligible NSIG Spur (distance view) Occupants of Chequers Cottage 2 High Negligible NSIG (distance view) Occupants of residential properties 3 on Market Lane 26No. (distance High Negligible NSIG view) Users of Maplin Public Open Space 4 Moderate Negligible NSIG (distant view) 5 Users of Market Lane (distant view) Moderate Negligible NSIG Users of the public footpath to the 6 north and south of Dog Kennel Moderate Low NSIG Bridge

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Magnitude Sensitivity of Potential Receptors of Significance Impact on Receptors Receptors Occupants of approximately 23 7 residential properties on Parlaunt High Negligible NSIG Road (distant view) Occupants of approximately 17 8 residential properties in Richings High Negligible NSIG Park Occupants of 11 mobile homes at 9 High Negligible NSIG Mansion Caravan Park

Temporary significant temporary effects are predicted for the Chequers Bridge Works and embankment widening works on the visual amenities of about 60 to 88 residential properties at Maplin Park / Southwold Spur / Chequers Cottages and Mansion Caravan Park and users of Market Lane.

Significant temporary effects are also predicted for uses of the public footpath to the north and south of Dog Kennel Bridge during the demolition and removal of the bridge.

Users of Market Lane would be affected by the permanent works to Chequers Bridge due to the works relating to the extension of the bridge span. However, the resulting effect visually would be low to negligible in the long term and would not be significant.

The overall impact of the permanent works are not considered to be significant. The Year 1 predicted impacts are not considered to be significant for the reasons given above. After 15 years following completion of the works, there would be no changes to the townscape and visual effects of the scheme.

3.5 Cumulative Impacts

Within the W14 Iver Station route window, the works associated within platform changes and new bridge work have been assessed comprehensively. Both the temporary and permanent works associated with Iver Station and the construction of the new track will be visible from receptors at Iver Station platform. It is considered that the magnitude of cumulative impacts will be limited and not significant.

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Within the W16 Langley Station route window, the minor works associated with the platform extension have been assessed comprehensively within. Both the temporary and permanent works associated with Chequers Bridge Works and the construction of the new section of track will be potentially visible from receptors and users at Langley Station. However, due to the increased distance between the two areas of work, it is considered that the magnitude of cumulative impacts will be negligible and not significant in this instance.

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4. Summary

4.1 Listed Buildings and their Setting

There will be no impacts on listed buildings or their setting in this route window.

4.2 Conservation Areas

There will be no impacts on Conservation Areas in this route window.

4.3 Townscape

The temporary construction work sites will require the removal of area of scrub and tree vegetation. The assessment has assumed that the vegetation removed will be replaced and that the line side vegetation on the south side of the rail corridor will be retained.

The construction and permanent works are not predicted to give rise to significant effects on landscape character.

4.4 Visual Impacts

The magnitude of visual impact from both the temporary and permanent works associated within the construction of the OHLE is considered to be low to moderate for up to 105 properties and for long distance views of the works. Although the OHLE construction and its permanent features are likely to be visible to these receptors, the works will not change the character of these views to a fundamental degree. Consequently the effects on visual amenity due to the OHLE are not considered to be significant.

Temporary significant temporary effects are predicted for the Chequers Bridge Works and embankment widening works on the visual amenities of about 60 to 88 residential properties. Significant temporary effects are also predicted for uses of the public footpath to the north and south of Dog Kennel Bridge during the demolition and removal of the bridge.

Users of Market Lane would be affected by the permanent works to Chequers Bridge due to the works relating to the extension of the bridge span. However, the resulting effect visually would be low to negligible in the long term and would not be significant. The overall impact of the permanent works are not considered to be significant.

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5. Summary tables

There are no significant impacts on listed buildings, the setting of listed buildings or conservation areas in this route window; hence these are not included within the summary tables.

Predicted Impacts on landscape/townscape character and visual amenity are summarised in Table W15.4 Summary Table of Temporary Impacts and Table of Temporary Impacts and Table W15.5 Summary Table of Permanent Impacts including any committed mitigation and residual impacts.

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Route WindowW15 Assessment ofHeritage and Landscape Impacts –Volume2 Crossrail Line 1 Table W15.4: Summary Table of Temporary Impacts (Route Window 15)

Route Window W15 – Temporary Impacts

Residual Impact Works and potential impact Significance Mitigation Description Significance Impact on character areas: Temporary works would be of Townscape / landscape quality is no more than very limited duration but would Not Significant None proposed Not Significant moderate and its overall character would not be have no fundamental impact on affected. character Impact on visual amenity of: Occupants of approx. 60 to 81 properties in Maplin Park, Southwold Spur and Mansion Caravan Park. Occupants of 7 properties at Chequers Cottages Significant None proposed Minimal Significant Users of Market Lane Users of public footpath north and south of Dog Kennel Bridge Impacts on visual amenity of: Not Significant None proposed Not significant Other receptors

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346 Assessment ofHeritage and Landscape Impacts –Volume2 Crossrail Line 1 Table W15.5: Summary Table of Permanent Impacts (Route Window 15)

Route Window W15 – Permanent Impacts

Residual Impact Works and potential impact Significance Mitigation Description Significance Incremental change to role of Impact on character areas Not significant None required railway infrastructure will be Not significant OHLE and bridge / embankment work minor Impact on visual amenity of bridge and embankment works: Occupants of between 60-70 residential properties; Not significant None required None Not significant Occupants at 7 properties at Chequers Cottages Users of Dog Kennel public footpath Users of Market Lane Impact on visual amenity of OHLE Works: OHLE impact considered low to moderate to occupants of 105 residential properties at Character of views will not Not significant None required Not significant Maplin Park / Southwold Spur / Chequers change in amenity terms Cottages / Market Lane / Mansion Caravan Park and Richings Park Route WindowW15

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

6. Assumptions

- Assumed temporary work sites will be returned to their previous condition and use - Substantial removal of line side vegetation to south side of the railway corridor will not be necessary - New embankment along the north side of the corridor will be landscaped using native shrubs and some trees. - It is proposed that 2.4 and 3.6 metre high hoarding would be used around the boundary of the temporary works site to mitigate the demolition works and visual effects during the construction stages.

The visual impact conclusion of the OHLE are based on the following assumptions:

- the railway is already prominent in the relevant views; - the construction works will be of a very limited duration within each view; - the permanent works (the OHLE columns and gantries) will represent a small incremental change to the role of railway infrastructure within these views; - the southern embankment slope which are partially vegetated will be retained and will continue to provide a backdrop and / or screen; and - the change in the character of views from nearby properties will therefore not affect their contribution to visual amenity to a significant degree.

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7. References

- ES Route Window W15 - Parliamentary Plan Sheets - ES Scheme Description

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Route Window W14 Iver Station

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

Contents

1. Description of the Works 353 1.1 Permanent Works 353 1.2 Temporary Works 354 2. Baseline Assessment 355 2.1 Local context 355 2.2 Listed Buildings and their settings 356 2.3 Conservation Areas 356 2.4 Townscape 356 2.5 Zone of Visual Influence 358 2.6 Sensitivity 360 3. Impact of the Scheme 364 3.1 Listed Buildings and their settings 364 3.2 Conservation Areas 364 3.3 Townscape 364 3.4 Visual impacts 366 4. Summary 370 4.1 Listed Buildings and their Setting 370 4.2 Conservation Areas 370 4.3 Townscape 370 4.4 Visual Impacts 370 5. Summary tables 371 6. Assumptions 374 7. References 375

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Route Window W14 Iver Station

1. Description of the Works

1.1 Permanent Works

Iver Station

At Iver station, a new ticket office will be provided on the site of the existing facility. Platforms two, three and four at Iver station will be extended eastwards by about 30 m to accommodate Crossrail trains. Platform four will be converted to an island platform: its north side will be reconstructed to create the new platform five; this will serve the new relief line (see route windows W16 and W15), created at Iver station by upgrading the existing freight loop and realigning it slightly northwards.

Thorney Lane Bridge

In order to accommodate the OHLE, Thorney Lane road bridge will be replaced with a new steel structure immediately to its east,

OHLE

The permanent works will comprise the provision of overhead line equipment along the Crossrail route.

In order to provide sufficient electromagnetic clearances between the OHLE and the existing high voltage (HV) 132 kv cables above the railway, two 20 m high lattice masts will be installed adjacent to the south side of the rail corridor to raise the HV cables. Only minimal works will be undertaken at the existing pylons to enable re-stringing of the cables. These works will take place over about six months.

A new feeder station (Iver feeder station) will be required to supply the main power to the railway. This will be located at a strategic location adjacent to high voltage power supplies, on the north side of the railway, adjacent to the Iver water treatment works, east of the M25. The feeder station will comprise a unit of 17 m by 8 m.

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1.2 Temporary Works

Iver Station

In total, works at the station, including the trackworks, will take about one year and seven months to complete. Construction plant will include rail-mounted plant for track realignment, excavators and other tracked vehicles, piling rigs, concrete pump, mobile cranes, generators and vibrating compactors.

Works at the station will be undertaken from a site off the Thorney Lane access road to the immediate north of the railway and northwest of the station. Materials will be taken to and from the sites by road, from Thorney Lane. The worksite will be served by 30 lorries per day during the five week peak construction period and typically by eight per day at other times.

Thorney Lane Bridge

The bridge will be constructed using piled foundations and pilecaps. The steel superstructure will be delivered by road and assembled at the worksite and craned into position. Additional steelwork will be installed and a concrete deck will then be laid. Thorney Lane South and associated roads will be realigned and modified as necessary. This work will be undertaken before the existing bridge is demolished. Vehicle access will be retained across the railway throughout the construction period, except for short-term (weekend and overnight) closures in association with the realignment of the road with the new bridge. Thorney Lane footbridge will be retained and its parapets raised. These bridge works will take approximately one year and three months to complete. They will require a variety of construction equipment including a piling rig, cranes, excavators, and a lorry-mounted concrete pump.

The bridge works will be undertaken from three main worksites: one immediately south of the railway and southeast of the existing bridge; one north of the railway and northeast of the existing bridge; and one north of the railway and northwest of the existing bridge. Materials will be taken to and from the sites by road, with vehicle access from the A4 London Road via North Park Lane, Sutton Lane and Thorney Lane South, apart from limited periods when the bridge is closed, when access to the northern worksites will be gained from the north.

Up to 40 lorries per day will access the two northern worksites for Thorney Lane bridge during the five week construction peak, and around 24 lorries per day will access each site at other times. Similar lorry numbers will occur for the southern worksite.

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2. Baseline Assessment

2.1 Local context

In the immediate vicinity of Iver Station, the Crossrail route separates landscapes of contrasting character.

To the north, beyond a private access road to the Bison Concrete Works Site, lies an area of open land comprising rough grassland and scrub, which appears to occupy infilled gravel workings. This area is bounded to the west by the Bison works, to the east by Thorney Lane and to the north by the Grand Union Canal (Slough Arm). A high-voltage power line runs to the north of the canal, beyond which lie the Ridgeway Trading Estate, and a further area of open agricultural farmland and the village of Iver.

To the south of the station, the railway is adjoined by the built-up area of Richings Park. This is a mainly residential area, with a range of local shops and services on Bathurst Walk. The built form comprises detached and semi-detached two-storey dwellings typical of the 1920- 1940 period, together with two blocks of flats (two-storey Buckfield Court and four-storey Wellesley Court).

Open agricultural farmland separates Richings Park from the built-up area of Langley on Market Lane to the west, and from the M25 to the east. The M25 runs on embankment to bridge over the railway. The floodplain of the lies to the east of the motorway, characterised by a mix of land uses, including gravel workings, the Iver Water Treatment works, the Thorney Park golf course and the small built up area of Thorney.

The Townscape Character Baseline Plan for Iver Station, Drawing No. 1E0416-WIE00-E00- F-00014 identifies the locations of key buildings and landmarks in the local landscape / townscape, local views, pedestrian and vehicular movement corridors, townscape character areas, urban gateways / nodes and the landscape planning designations that relate to the work sites and their surroundings. These baseline plans also illustrate the extent of the work sites for both the temporary and permanent works.

Thorney Lane bridge is one of nine surviving Brunel bridges on the Western Route. They are considered in detail in the Assessment of Archaeology Impacts – Technical Report.

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View taken from Iver Station platform looking east.

2.2 Listed Buildings and their settings

There are no listed buildings within the approximate zone of visual influence of the works.

2.3 Conservation Areas

There are no Conservation Areas in the vicinity of the works.

2.4 Townscape

2.4.1 Character Areas and Landscape / Townscape Quality

The area comprises two character areas - Richings Park and the Thorney Gap/Colne Valley – separated by the railway corridor and Thorney Lane.

Richings Park Character Area

The character of Richings Park is essentially that of a medium-density suburb, and is typical of developments of the 1920 – 1940 period. Since it is largely surrounded by open land, it is perceived as a discrete settlement in its own right. In townscape terms, Richings Park is an area of moderate quality. Although it is not especially notable, it does not contain any particular features that detract from its character.

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Thorney Gap / Colne Valley Character Area

The Thorney Gap comprises the open land that lies between the railway and the canal to the north, and between Thorney Lane and the M25 to the east. The motorway separates it from the Colne Valley, with which it shares a number of characteristics. Both of these areas comprise fragmented countryside partly disturbed by gravel working and influenced visually by nearby built-up areas and transport infrastructure.

The Thorney Gap is generally of low landscape quality, due to its lack of internal structure and its neglected appearance. However, it fulfils an important local role by separating Richings Park from the Ridgeway Trading Estate to the north and from the M25 to the east.

The Colne Valley is of higher quality, due to the opportunity for water views provided by flooded gravel pits, and the presence of mature trees (typically willows marking the various channels of the River Colne). The area to the north of the railway comprises the Iver Water Treatment Works and a number of business uses. The area to the south comprises the Thorney Park Golf Course, and several smallholdings and businesses.

2.4.2 Key Townscape / Landscape Features and Resources

There are no built features of particular merit in the vicinity of the station. Features that are distinctive or locally prominent comprise a number of cranes at the Bison works, overhead pylons to the north of the Grand Union Canal and the M25 bridge/embankment to the east. In addition, the existing footbridge and Thorney Lane bridge are prominent in the immediate context of the station.

Vegetation is the most important landscape feature in the area in qualitative terms. The most notable vegetation comprises:

- a line of mature trees (mainly aspen) along the canal; - scrub of varying density on the open land; - dense scrub and semi-mature trees along the southern side of the railway cutting; - hedgerows along much of Thorney Lane; - immature woodland planting and several mature cypresses between the railway and the access road to the Iver water Treatment Works; - ornamental planting in Richings Park (street trees, mature conifer hedges etc); - dense immature treebelts along the M25; and

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- mature trees and scrub in parts of the Colne Valley.

2.4.3 Strategic Views and Key Local Views

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

2.4.4 Pedestrian / Vehicular Movement Corridors

Key vehicular movement corridors in the area comprise Thorney Lane, the M25 and the local residential roads within Richings Park. Thorney Lane is essentially an upgraded lane that carries relatively heavy but mainly local traffic. The lane crosses the area at grade, but rises slightly to pass over Thorney Lane Bridge. Viewing opportunities from the lane are constrained to varying degrees by hedgerows.

A footpath/minor road runs to the south of the railway between Thorney Lane and Wellesley Avenue, providing access to the station. A footpath follows the western side of Thorney Lane and is carried over the railway on a separate footbridge. The canal towpath is also a public right of way, connecting east of the M25 with the Colne Valley Way.

2.4.5 Landscape Planning Designations

The Thorney Gap/Colne Valley are designated as Metropolitan Green Belt, and some of the works will take place within this area. The Green Belt in this area includes features such as the M25, a concrete works, the water treatment works and high-voltage power lines.

2.5 Zone of Visual Influence

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

- The relationship of the railway to the surrounding area; - The general character and arrangement of land uses; - The proximity, scale and use of nearby buildings; - The size and type of nearby vegetation; and - The degree of enclosure of nearby pedestrian and vehicular routes.

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The railway occupies a shallow (up to about 5m deep) cutting in the vicinity of the station. To the east, after passing beneath Thorney Lane and the M25, the railway runs onto embankment to cross the Colne Brook.

The built-up area of Richings Park provides viewing opportunities from nearby buildings, whilst screening views from locations further west and south. The presence of open land to the east and north offers theoretical viewing opportunities as far as the canal and the M25 respectively.

The station buildings are single-storey, small-scale and have little influence on views. The residential buildings of Richings Park are of sufficient scale to screen most ground-level views, whilst providing viewing opportunities from upper floors. These buildings effectively define the ZVI to the and west of Thorney Lane and south of the station.

The northern extent of the ZVI for the station is defined by the vegetation along the Bison works access road in the summer, and probably by the treebelt and industrial estate adjacent to the Great Union Canal to the north of this in winter.

Hedgerows along Thorney Lane, together with vegetation within the railway corridor and in the vicinity of the bridge, partly define the eastern extent of the ZVI for the station works in summer. A hedgerow and associated vegetation along Thorney Lane largely defines the southern extent of the ZVI for the bridge works in summer.

In winter, buildings within Richings Park largely define the southern extent of the ZVI for the station and the south-western extent of the ZVI for the bridge. Evergreen vegetation is locally important, notably a row of semi-mature cypress along the rear boundary of gardens in Bathurst Walk, to the east of the station.

The M25 embankment/bridge, reinforced by dense woodland planting, defines the eastern extent of the ZVI for both the station and the bridge works.

The main potential sources of views of the station work sites may be summarised as follows:

- Residential properties (mainly upper floors), some gardens and some sections of streets and footpaths (Wellesley Avenue/Bathurst Walk) in Richings Park. - The private road to the north of the station and the pedestrian route/station access road to the south;

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- The footbridge adjoining Thorney Lane bridge (and possible glimpses from the bridge itself); and - The station platforms and passing/stationary trains.

The main potential sources of views of the Thorney Lane bridge work sites may be summarised as follows:

- The adjoining and approaching sections of Thorney Lane (and footpath); - The eastern part of Bathurst Walk (southern work site only); - Residential properties in Thorney Lane and the eastern part of Bathurst Walk; - Possible glimpses from the M25 ; and - Passing trains and the station platforms.

To the east of the M25, views are defined by features such as the railway embankment and the buildings of the water treatment works, and by mature vegetation, mainly along the watercourses. Relatively unobstructed views are gained across open areas such as the Thorney Park Golf Course.

The main potential sources of views of the 132kV cable raising works will comprise:

- The water treatment works, the industrial premises to the north, and the access road; - The Thorney Park Golf Course; - Other parts of the Colne Valley accessible for recreation; - Possible glimpses from the M25 and the Thorney Mill Road overbridge; - Residential properties in Millside Court and Thorney. and one or two properties east of the Colne Brook (e.g. Thorney Weir House).

2.6 Sensitivity

2.6.1 Sensitivity of Townscape / Landscape to Change

The surrounding townscape/landscape is generally of low to medium sensitivity to change.

The work sites for both the station and the bridge are located within the Thorney Gap character area. The work sites for the pylons are located within the Colne Valley.

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Although these areas are largely open, their character is strongly influenced by vegetation and by features such as the Bison works, the water treatment works and the M25. They form part of the wider pattern of modified rural landscapes characteristic of the Green Belt, and are considered to be of medium sensitivity to the scale of proposed change.

The station and Thorney Lane are located on the edge of the Richings Park character area. As a built-up area, this is of relatively low sensitivity to the scale of proposed change.

2.6.2 Sensitivity of Visual Receptors to Change

Table W14.1: Visual Amenity Receptors (Iver Station, Thorney Lane Bridge and Pylon Works) below identifies the key visual receptors which would obtain views of the proposed works, together with their sensitivity, the type of views and whether the views are of the temporary or permanent works.

Table W14.1: Visual Amenity Receptors for the Iver Station, Thorney Lane Bridge and Utility Diversion Works

Receptor Sensitivity Type of (Close Views under 1km of

View View

distance) Works Receptors Oblique Temporary Work Sites Permanent Direct View Iver Station Occupants of approx. 20 residential properties in Upper 1 9 9 9 9 High Bathurst Walk (between level Nos. 27-79) Occupants of approx. 10 Upper 2 9 9 9 9 High flats in Buckfield Court level Occupants of potentially 5 residential flats above Upper 3 9 9 9 9 High Nos. 1-7 Wellesley level Avenue Occupants of potentially Upper 4 9 9 9 9 High 10 flats in Wellesley Court levels Users of the private Ground 5 access road north of the 9 9 9 Low level station 6 Users of the station Mixed 9 9 9 9 Moderate Users of the Ground 7 footpath/access road 9 9 9 level south of the station Thorney Lane Bridge Occupants of approx. 10- Mainly 8 20 residential properties in upper 9 9 9 9 High Thorney Lane/Bathurst floors

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Receptor Sensitivity Type of (Close Views under 1km of

View View

distance) Works Receptors Oblique Temporary Work Sites Permanent Direct View Walk Drivers and passengers Ground 9 9 9 9 9 Moderate on Thorney Lane level Pedestrians on Thorney Ground 10 9 9 9 9 Moderate Lane level Users of the Ground 11 footpath/access road 9 9 9 9 Moderate level south of the station Ground 12 Users of the station 9 9 9 Moderate level Users of the Water Ground 13 Treatment Works access 9 9 9 9 Low Level road Ground 14 Users of the M25 9 9 9 Moderate level Utility Works Users of M25 + Thorney Ground 15 9 9 Moderate Mill Road level Employees at water Ground 16 treatment works + nearby 9 9 9 9 Low level businesses Users of Thorney Park Ground 17 Golf Course and other 9 9 9 9 Moderate level parts of Colne Valley Ground Occupants of residential level + 18 9 9 9 9 High properties in Millside Court first floor Occupants of residential Upper 19 properties in Thorney + 9 9 9 High floors east of Colne Brook

The main receptors surrounding the work sites are as follows:

- Occupants of potentially 40-75 residential properties in Richings Park, of which the greater number (between 40-50) would experience views of the station works only; - Occupants of potentially 10 properties in Millside Court, who will experience direct and largely unobstructed views of the (southern) pylon works, and of potentially 5 additional properties in the Colne Valley; - Users of Thorney Lane (drivers, passengers and pedestrians), who will mainly experience views of the bridge works;

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- Users of the footpath/access road south of the station, and of the private access road north of the station, who are likely to experience views of both sets of works; - Users of the station, who will also experience views of both sets of works; - Users of the M25, who may have glimpses of both the bridge and pylon works; - Employees of the water treatment plant and nearby businesses, who will have views of the 132kV OHL cable raising works; and - Users of the Thorney Park Golf Course, and potentially of other parts of the Colne Valley, who will have views of the 132kV OHL cable raising works.

Local residents will be the most sensitive group of receptors. It should be noted that some receptors may experience recurrent views of the works (e.g. from their homes, when they use the station and/or when they drive/walk along Thorney Lane).

In several cases, potential views of the works are likely to be screened by vegetation, and will be experienced mainly during the winter. For example, northward views from properties in Bathurst Walk and north-eastward views from properties in Thorney Lane (prior to removal of the hedgerow).

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3. Impact of the Scheme

3.1 Listed Buildings and their settings

There are no impacts on listed buildings or their setting in this route window.

3.2 Conservation Areas

There are no impacts on Conservation Areas in this route window.

3.3 Townscape

The works at the station would require the removal of vegetation along the northern side of the existing cutting, adjacent to the Bison access road and on the site of the compound.

The work associated with the bridge and the realignment of Thorney Lane would require the removal of the following vegetation:

- scrub and semi-mature trees within the railway corridor at the location of the new bridge; - immature mixed planting and a group of mature cypress in the triangle of land between the railway and the Iver Water Treatment Works access road; and - two sections of hedgerow along the eastern side of Thorney Lane.

Structures to be demolished would comprise part of the station platforms, and the existing Thorney Lane road and pedestrian bridges.

Temporary work sites will be landscaped and restored to their previous condition. It is therefore assumed that the temporary works site for the station and the southern temporary work site for the bridge will be restored to grassland use, whilst the northern temporary work site for the bridge will be replanted as woodland.

The works associated with the 132kV OHL cables will be confined to the area immediately to the north around two existing pylons, adjoining the rail corridor together with an area to the north of a pond within the golf course. It is unlikely that any significant vegetation will be removed during the course of these works.

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The construction works would have two main impacts on landscape character: removal of vegetation and the temporary presence of construction plant and associated features.

The vegetation to be removed for the station works comprises low-density scrub, which is not visually significant.

The vegetation to be removed for the bridge works is more significant in terms of its extent, its scale and its visibility (since much of it adjoins Thorney Lane). Although this vegetation is relatively prominent, its visual influence is highly localised, and it is not a major influence on the overall character of the area. In addition, it is assumed that woodland planting would be reinstated on the undeveloped area to the north of the bridge.

Vegetation loss would have a minor impact on the Thorney Gap/Colne Valley character area and on the setting of the Richings Park character area. These impacts are not considered to be significant.

Some of the construction features themselves will be relatively prominent, e.g. piling rigs, mobile cranes, portacabins. However, they will be present for a limited period and will have no long-term impact on landscape character. Their effect is therefore not considered to be significant.

Most of the permanent works at the station will be located at track and platform level, and their visual influence will scarcely extend beyond the station and cutting. The main exception will be the emergency escape footbridge, which will be visible above the natural ground level on either side. This structure, however, will be seen within the context of other railway infrastructure, including the existing footbridge, and will not be especially prominent. It will have no more than a minor effect on the Thorney Gap and Richings Park character areas. This effect is not considered to be significant.

The new Thorney Lane bridge will be more prominent than the existing bridge, since its horizontal alignment will be higher, it will require larger-scale earthworks and it will necessitate the removal of vegetation. It will be most visible from Thorney Lane itself, from nearby properties and from the station platforms. In addition, the new bridge will adopt a very different design aesthetic to the current structure.

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However, since the existing bridge is to be demolished, the works essentially represent a like-for-like replacement in landscape terms. The design aesthetic of the new bridge will resemble that of the existing M25 bridge in many respects, whilst remaining subordinate to it. As a result, the impact on landscape character will be no more than moderate, and will not amount to a significant change.

The 132kV OHL cable raising works including the introduction of a new “support” tower adjacent to the railway not dissimilar to the existing pylons, within a setting that is already influenced by other nearby pylons, the concrete works and the M25. The effect on the landscape character of the area is therefore not considered to be significant.

3.4 Visual impacts

The Visual Appraisal Plan for the Iver Station and Thorney Lane Bridge, Drawing No. 1E0316-WIE00-E00-F-00014 illustrates the approximate Zone of Visual Influence for both the proposed temporary and permanent works. It also identifies the principal locations from which views of the development would be obtained.

The visual impact of the construction works must take account of the relatively limited period during which they will occur. In addition, nearby receptors will to a certain degree be tolerant of activities carried out in the normal course of railway maintenance and improvement.

The magnitude of visual impact that would be generated by the temporary works on each receptor group is identified in Table W14.2: Potential Temporary Impacts on Receptors (Iver Station, Thorney Lane Bridge and Pylon Works).Table W14.2 :- Potential Temporary Impacts on Receptors (Iver Station, Thorney Lane Bridge and Utility Works)

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Table W14.2: Potential Temporary Impacts on Receptors Magnitude of Receptor Sensitivity Potential (Close Views under 1km of Significance Impact on distance) Receptors Receptors Iver Station 1 Occupants of between 40-50 residential properties in Bathurst High Moderate SIG (-) Walk, Buckfield Court, Wellesley Avenue and Wellesley Court 2 Users of the private access road Low Moderate NSIG north of the station 3 Users of the station Low High NSIG 4 Users of the footpath/access Moderate Low NSIG road south of the station Thorney Lane Bridge 1 Occupants of approx. 25 High Moderate/High SIG (-) residential properties in Thorney Lane 2 Drivers and passengers on Moderate High SIG (-) Thorney Lane 3 Pedestrians on Thorney Lane Moderate High SIG (-) 4 Users of the Bison + Water Low Moderate NSIG Treatment Works access roads 5 Users of the footpath/access Moderate Minor NSIG road south of the station 6 Users of the station Low Moderate NSIG 7 Users of the M25 Moderate Low NSIG Utility Works 1 Users of M25 + Thorney Mill Medium Low NSIG Lane 2 Employees at water treatment Low Moderate NSIG works 3 Employees of nearby Low Low NSIG businesses 4 Users of Thorney Park Golf Medium High NSIG Course 5 Other recreational users of Medium Low NSIG Colne Valley 6 Occupants of 10 residential High Low NSIG properties in Millside Court 7 Occupants of 5 additional High Low NSIG residential properties

If the station and bridge works take place at the same time, users of the private access road north of the station, of the footpath/access road south of the station and of the station itself would be affected by both sets of works.

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Temporary significant effects would be experienced by up to 50 residential properties overlooking the station works, a further 25 properties overlooking the bridge and road works along Thorney Lane.

Whilst 10 properties have views across the golf course towards the 132kV OHL cable raising works, the works occur within the rail corridor, are minor in nature and of short duration. The effect is not considered to be significant.

The magnitude of visual impact that would be generated by the permanent works on each group of receptors is identified in Table W14.3: Potential Permanent Impacts on Receptors (Iver Station, Thorney Lane Bridge and Pylon Works).

Table W14.3: Potential Permanent Impacts on Receptors (Iver Station, Thorney Lane Bridge and Pylon Works)

Magnitude Receptor Sensitivity of Potential (Close Views under 1km of Significance Impact on distance) Receptors Receptors Iver Station Occupants of between 40-50 residential properties in Bathurst 1 High Low NSIG Walk, Buckfield Court, Wellesley Avenue and Wellesley Court Users of the private access road 2 Low Low NSIG north of the station 3 Users of the station Medium Low NSIG Users of the footpath/access 4 Medium Low NSIG road south of the station Thorney Lane Bridge Occupants of approx. 15 1 residential properties in Thorney High Low NSIG Lane/Bathurst Walk Drivers and passengers on 2 Medium Low NSIG Thorney Lane 3 Pedestrians on Thorney Lane Medium Low NSIG Users of the Bison + Water 4 Moderate Low NSIG Treatment Works access roads Users of the footpath/access 5 Moderate Low NSIG road south of the station 6 Users of the station Moderate Low NSIG 7 Users of the M25 Moderate Low NSIG Utility Works Users of M25 + Thorney Mill 1 Moderate Low NSIG Lane Employees at water treatment 2 Low Low NSIG works

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Magnitude Receptor Sensitivity of Potential (Close Views under 1km of Significance Impact on distance) Receptors Receptors Employees of nearby 3 Low Low NSIG businesses Users of Thorney Park Golf 4 Moderate Low NSIG Course Other recreational users of 5 Moderate Low NSIG Colne Valley Occupants of 10 residential 6 High Low NSIG properties in Millside Court Occupants of 5 additional 7 High Low NSIG residential properties

Users of the access road to the north of the station, the footpath/access road to the south of the station and on the station itself would be affected by the permanent features of both works. The cumulative effect, however, would not be significant.

The impacts of the permanent works are not considered to be significant. Although residents who overlook the station area from the south are assumed to be highly sensitive to visual change, many of these views are screened to varying degrees by vegetation, are already influenced by railway infrastructure and will be obtained form upper floors only.

Occupants of about 15 residential properties in Thorney Lane are likely to experience views of the realigned road. Although the depth of these views will be opened up by removal of the hedgerow, this change will be mainly apparent in summer, and their character will not change fundamentally. The realignment of Thorney Lane will move traffic further away from these receptors, which may be regarded as a benefit in visual amenity terms.

The new masts/pylons will not have a fundamental impact on the character of views from nearby receptors, and the impacts are not considered to be significant.

The Year 1 predicted impacts are not considered to be significant for the reasons given above. After Year 15 of completion of the works there will be no changes to the townscape and visual impact.

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4. Summary

4.1 Listed Buildings and their Setting

There will be no impacts on listed buildings or their setting in this route window.

4.2 Conservation Areas

There will be no impacts on Conservation Areas in this route window.

4.3 Townscape

During the construction phase, impacts on landscape / townscape would not be significant. Loss of vegetation due to the bridge works would be noticeable, but would not affect the overall character of the area. It is assumed that vegetation would be reinstated on the temporary work site to the north of the bridge.

The landscape / townscape impact of the permanent features of the works would be insufficient to represent a fundamental change to the character of the area, and would not be significant. The new Thorney Lane bridge, for example, would replace the existing structure, and would be visually subservient to the M25 bridge.

4.4 Visual Impacts

Temporary significant temporary visual impacts would be experienced by the occupants of between 40 to 75 residential properties and by users of Thorney Lane.

Permanent impacts on visual amenity are not considered to be significant. Although impacts will be experienced by the occupants of between 40-65 residential properties overlooking the railway corridor or Thorney Lane, the character of their views will not change fundamentally

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5. Summary tables

There are no significant impacts on listed buildings, the setting of listed buildings or conservation areas in this route window, hence these are not included in the summary tables.

Predicted impacts on landscape / townscape character and visual amenity are summarised in Table W14.4: Summary Table of Temporary Impacts and Table W14.5: Summary Table of Permanent Impacts, including any committed mitigation and residual impacts.

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Table W14.4: Summary Table of Temporary Impacts (Route Window W14)

Route Window W14 – Temporary Impacts

Residual Impact Works and potential impact Significance Mitigation Description Significance Restoration of Impact on character areas: woodland Townscape/landscape quality is no more than moderate Not Significant planting on None Not Significant and its overall character would not be affected. northern bridge work site. Impact on visual amenity of: None: significance of impact Occupants of up to 50 properties in Bathurst Hoarding around Significant will cease when construction Significant Walk/Wellesley Avenue, 25 properties in Thorney Lane, work sites is complete. users of Thorney Lane. Impact on visual amenity of: Not Significant As above Not Significant All other receptors

Route WindowW14

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Table W14.5: Summary Table of Permanent Impacts (Route Window W14)

Route Window W14 – Permanent Impacts

Residual Impact Works and potential impact Significance Mitigation Description Significance Impact on character areas Introduction of new railway Slight increase in visual influence of railway Not Significant None proposed Not Significant infrastructure, but will not affect overall infrastructure. character of area. Increase in visibility of Impact on visual amenity of: infrastructure, but character of Occupants of between 40-65 residential Not Significant None proposed views, + hence the amenity of Not Significant properties; users of Thorney Lane, station receptors, will not change footpath, access roads and the station. fundamentally. Impact on visual amenity of: Not Significant None proposed Not Significant All other receptors.

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6. Assumptions

- The temporary works sites for the station and bridge will be landscaped and restored to their previous condition as the works are completed - The station works and new Thorney Lane bridge works will occur during the same construction period - 2.4 and 3.6 metre high timber hoarding around boundary of temporary work sites.

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7. References

- ES Route Window W14 - Parliamentary Plan Sheets - ES Scheme Description

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Route Window W13 West Drayton Station and Stabling

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Contents

1. Description of the Works 381 1.1 Permanent Works 381 1.2 Temporary Works 382 2. Baseline Assessment 385 2.1 Local context 385 2.2 Listed Buildings and their setting 386 2.3 Conservation Areas 386 2.4 Townscape 387 2.5 Zone of Visual Influence 390 2.6 Sensitivity 392 3. Impact of the Scheme 396 3.1 Listed Buildings and their Setting 396 3.2 Conservation Areas 397 3.3 Landscape / Townscape 397 3.4 Visual impacts 400 4. Summary 405 4.1 Listed Buildings and their Setting 405 4.2 Conservation Areas 405 4.3 Landscape / Townscape 405 4.4 Visual Impact 406 5. Summary tables 407 6. Assumptions 411 7. References 412

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Route Window W13 West Drayton Station and Sidings

1. Description of the Works

1.1 Permanent Works

West Drayton Stabling Sidings

A new stabling facility will be constructed on the site of the former West Drayton coal concentration depot, west of the station. The facility will comprise 22 sidings with low height lighting, train washing facilities and staff accommodation buildings. The sidings will require the removal of light industrial units, the provision of a new bridge over the and the realignment of an access road.

West Drayton Station

Various track and platform works will be required at West Drayton station. Platform four will be lengthened at the eastern end by 62 m to accommodate Crossrail trains. The curvature of the goods line behind platform four will be adjusted to allow for the provision of a new face to platform five. Its junction at the eastern end of the station will be moved eastwards by approximately 100 m. Platform three will be extended eastwards by 65 m.

A new ticket hall will be constructed east of the existing facility at the station. A new footbridge will be provided with lift access to the platforms. The existing ticket hall will be converted to commercial use. The existing subway will remain open to provide public access between the station ticket hall and the residential area to the south, with the stairs to the platforms blocked up.

Signalling and Overhead Line Equipment

New and modified signalling will be required for the stabling and station. Overhead line equipment will be installed on all five tracks at the station, on the stabling sidings and along all of the alignment in this route window, except for the branch.

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1.2 Temporary Works

Construction - West Drayton Stabling Sidings

Subject to possession planning requirements and excluding final commissioning, the construction of the new sidings and the new turnouts will take place over a total period of approximately one year and six months.

Enabling works will include the diversion of utilities and services. The principal demolitions required at the stabling sidings will include light industrial units, a weighbridge house and some minor buildings.

One element of these enabling works will be the diversion of the Colne Valley trunk sewer. The existing sewer runs across the proposed worksite, and new railway tracks will be located over an access manhole to this sewer. The sewer will be diverted so that the manhole access, the position of which is critical, will be accessible. These works will require additional cranes and tunneling equipment and will be undertaken from their own designated worksite.

The main stages of construction at the stabling sidings are described below.

- Construction of the new access road including a new bridge over the Frays River within the depot area, and a new level crossing over the Colnbrook branch. - Foundation works on the sidings site, together with the removal of the existing sidings and structures and the provision of new sidings and trackwork. - Construction of the new carriage washing facility, depot buildings and car parking. - Construction of access platforms for train cleaning staff. - Provision of lighting and fencing. - Re-signalling and electrification works.

Plant and equipment required at the stablings worksite will include a mobile crane, a rail- mounted crane, poker vibrators, a piling rig, excavators, compressors, rollers and generators.

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Works will be undertaken from the existing coal yard, located within the sidings, towards its eastern corner. Although most of the materials will be transported to and from the site by road, using access via Tavistock Road, ballast and trackwork will be delivered by rail. The worksite will be served by 68 lorries per day during the 19 week peak construction period and typically by 44 per day at other times.

Construction - West Drayton Station

Subject to possession planning requirements and excluding final commissioning, the construction of the platform extensions, new overbridge and trackworks will take place over a total period of approximately 20 months. The construction of the new ticket hall will take about one year and five months to complete.

Enabling works will include the diversion of utilities and services. The principal demolitions required at the station will include a single-storey building and some shed structures between the railway and canal, as well as the wall alongside the eastbound goods line.

The main stages of construction at the station are described below.

- Extension of the westbound relief platform (platform three). - On completion of this, works will commence to the eastbound relief/reversible platform and the new overbridge, involving demolition of the front wall of the existing platform four and provision of foundations for platform four/five and footbridge. The eastbound goods line will be realigned and redesignated as the eastbound relief line as part of the Langley- West Drayton loop scheme. These works will take approximately two months to complete. - Construction of new front walls of the new eastbound relief/reversible platform (platform four/five). - Construction of the new station building. The new station will consist of a steel-framed construction with slabs formed from in-situ or pre-cast concrete. The substructure will be piled. The construction of the new station building will take approximately eight months to complete. The conversion to non-operational use of the existing ticket hall will take about five weeks to complete. - Installation of the new footbridge, stairs and lifts. On completion of these works the bridge will be opened and the platform accesses from the subway will be closed.

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- The steps of the subway will be closed off leaving the subway as an access beneath the tracks. At the same time the reversible line (formerly the eastbound relief line) will be tamped to its design alignment, coping stones will be fixed and the platform surfacing will be completed. These works will take approximately one month to complete. - Provision of platform furniture, drainage and lighting. The full face of the new reversible platform face will then be opened. - On completion of these works, the demolition of the western end of the platform and the construction of the new ramps and final section of the eastbound relief platform face will begin. These works will take approximately a month and half to complete. - Following this, the formation of the new eastbound relief line will be prepared and ballast and track will be laid and tamped to design alignment. The coping stones and platform surfacing will then be set out and fixed to the new platform.

Construction plant required at the station worksite will include a mobile crane, a rail-mounted crane, poker vibrators, lighting rigs for night work, a piling rig, excavators, compressors, rollers and generators.

Works will be undertaken from the area of land located between the existing railway and the canal known as West Drayton Station to Horton Bridge worksite (see also Route Window W12). The majority of materials will be taken to and from the site by road, although some ballast and track components may be delivered by rail. Access will be from Station Approach. The worksite will be served by 60 lorries per day during the five-week peak construction period and typically by eight per day at other times.

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2. Baseline Assessment

2.1 Local context

West Drayton Station lies within an entirely urban setting, between the built-up areas of to the north and West Drayton to the south. These areas form a wedge of development that extends southwards to the M4 and is bounded to the west by the Colne valley and to the east by open land (golf courses, business parks etc) along the A408 corridor.

To the east of the station, the Grand Union Canal runs parallel with the railway, before turning northwards to pass beneath High Street and follow the Colne Valley.

The station adjoins the town centre of West Drayton/Yiewsley, which comprises a range of typical retail and service activities extending southwards along Station Road and northwards along High Street. Buildings are typically 2/3 storey, with some later developments of 4/5 storey offices and flats immediately to the north of the station (Ashley Court, Station House).

The commercial core is adjoined partly by industrial and business premises (in Tavistock Road, Horton Road and occupying the strip of land between the railway and canal). Industrial uses also extend to the north-west, between High Street and the canal, and eastwards along Horton Road to the modern Stockley Park business campus.

Residential areas to the north of the railway comprise modern townhouses in Knowles Close/Roberts Close, low-rise housing dating from 1950-60 in Colham Avenue (off Horton Road) and housing dating from 1900-1950 off Tavistock Road.

Residential areas south of the railway comprise terraced and semi-detached housing dating from 1900-40 in Warwick Road/Brandville Road and to the south-west of Station Road, modern housing in Colham Mill Road and at the eastern end of Warwick Road, and housing dating from 1920-40 west of Fay’s River (Fairway Avenue / Lawn avenue etc).

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The site of the West Drayton stabling sidings is currently occupied by a coal depot and other open storage use. It is bounded to the south by the (GWML) and to the north partly by Fray’s River (a branch of the River Colne) and partly by the branch line.

The floodplain of the River Colne extends to the north and west, and comprises mainly open land occupied by gravel workings and typical urban fringe smallholdings and businesses. The area beyond the railway to the south is residential (the 1920-40 housing of Fairway Avenue/Lawn Avenue). Residential uses also predominate to the north-east in the form of modern 2/3 storey flats (Merrivale Mews) and streets of older housing beyond Tavistock Road.

The Townscape Character Baseline Plan for West Drayton, Drawing No. 1E0416-W1E00- E00-F-00013, identifies the locations of key buildings and landmarks in the local landscape / townscape, local views, pedestrian and vehicular movement corridors, townscape character areas, urban gateways / nodes and the landscape planning designations that relate to the work sites and their surroundings. These baseline plans also illustrate the extent of the work sites for both the temporary and permanent works.

2.2 Listed Buildings and their setting

The De Burgh Arms and Railway Arms, which lie to the north and south respectively of the railway bridge, are Grade II listed buildings. The former is externally of 19th century date, with a distinctive veranda frontage, but may be older internally. The latter is of mid-19th century date, presumably associated with the arrival of the railway, of yellow London stock bricks, also with a veranda frontage.

West Drayton Station is locally listed.

2.3 Conservation Areas

There are no conservation areas in the vicinity.

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2.4 Townscape

2.4.1 Character Areas and Landscape / Townscape Quality

The landscape / townscape character of the area is defined mainly by land use and built pattern. The principal distinction is between the Colne Valley character area, to the west, and the built-up area of West Drayton/Yiewsley.

The Colne Valley is largely open, though its character is that of urban fringe rather than countryside. Its original landscape structure has been largely disrupted by gravel working and severed by the canal and the railway, which cross the floodplain on embankments. Other intrusive features include overhead power lines, the Iver water treatment works, a concrete works and the M25. However, the river system remains legible, and the area contains substantial tree cover (mainly willows and poplars).

The built-up area can be subdivided into three categories of character area: the town centre, the residential areas and the commercial / business areas. Four residential character areas can be identified: Tavistock Road, Horton Road, Warwick Road and Colham Mill.

Town Centre Character Area:

The Town Centre character area comprises a ribbon of dense development fronting onto Station Road and High Street. Typically, this forms a sequence of 2/4 storey retail facades or business premises dating mainly from the 1900-50 period, with occasional later infill. The highest density development occurs between the canal and Barn Road, although the continuity of the streetscape is interrupted by the railway bridge.

Tavistock Road Character Area:

The Tavistock Road area mainly comprises older terraced housing defining a grid of streets between Tavistock Road, Trout Road and the canal, with modern 2/3 storey flats along the western side of Tavistock Road. The area is surrounded mainly by industrial and business uses, and has the character of an enclave.

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Horton Road Character Area:

The Horton Road area mainly comprises extensive estate development dating from about 1950-60 around Colham avenue and Providence Road. This area generally merges northwards into the wider built-up character of Yiewsley. To the south, modern 2/4 storey townhouses and flats occupy the land between Horton Road and the canal.

Warwick Road Character Area:

Warwick Road comprises a mix of housing types. Terraced and semi-detached housing dating from about 1900-1940 defines the western section of Warwick Road itself, together with Cherry Orchard and Brandville Road. The eastern part of Warwick Road comprises modern flats, townhouses and detached dwellings.

Colham Mill Character Area:

The Colham Mill area comprises a typical 1920-40 estate development to the west (Fairway Avenue/Lawn Avenue/Colne Avenue) separated by Fray’s River and older (pre-1930) housing to the east (Ferrers Avenue).

Commercial / Business Character Areas:

Three business areas can be identified: Trout Road, Horton Road and the Coal Depot site. The area north of Trout Road comprises a mix of older and modern commercial / business premises. The eastern part of Horton Road also comprises a mix of buildings, with modern offices becoming prevalent further to the east (Stockley Park). The Coal Depot site is occupied by sidings, coal stockpiles and equipment such as conveyors and hoppers and other storage uses.

2.4.2 Key Townscape / Landscape Features and Resources

No individually notable townscape/landscape features have been identified in the area. Buildings such as the station itself and the De Burgh Arms and Railway Arms public houses are distinctive, but mainly because their setting is not. Their visual influence is confined to the streets that immediately adjoin them, and they do not function as landmarks within the wider townscape.

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Vegetation is an influence on some views and on the character of the railway corridor. The most notable vegetation close to the station comprises a line of mature deciduous trees (mainly ash, sycamore and poplar) between the station forecourt and Cox’s plant hire yard (east of the railway station).

A further group of semi-mature trees (lime, sycamore and ash) is located to the west of the shops on Station Approach. Relatively dense scrub and a tall coniferous hedge separate the De Burgh Arms from the railway. A group of mature ash and sycamore are located to the rear of the Railway Arms, between the railway and West Drayton Market.

Moving eastwards along the railway corridor, vegetation provides an intermittent screen to the rear of properties in Warwick Avenue. The canal is also adjoined by a belt of mature scrub and semi-mature trees, e.g. along its boundary with Cox’s yard. Several mature trees are located between the railway and residential properties in Knowles Close.

To the west of the station, the railway rises onto embankment to cross the Colne floodplain. The coal yard, and the eastern part of the Colnbrook Branch loop, have also been formed by land-raising. The embankment slopes are in the main densely vegetated, providing discontinuous screening along the southern side of the railway and to the north of the coal yard. Relatively mature vegetation (mainly willows) remains along parts of Frays River, which provides a degree of screening to views from residential areas to the east.

2.4.3 Strategic Views and Key Local Views

There are no strategic views in the vicinity of the site.

No local views are regarded as key to the extent that they are particularly sensitive or provide exceptional viewing opportunities.

2.4.4 Pedestrian / Vehicular Movement Corridors

Roads are the main movement corridors in the area, both for vehicles and pedestrians. Station Road/High Street provides the main thoroughfare, as well as the focus for most pedestrian movement. It links northwards to the A408 and southwards to Harmondsworth, Richings Park and the M4.

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The proximity of the railway and canal creates a barrier to north/south movement. To the east, the next point of pedestrian access across both is at Horton Bridge and the next point of vehicular access at Stockley Road/A408. The canal towpath is itself a pedestrian/cycle route of borough-wide importance, forming part of the Grand Union Canal Path.

2.4.5 Landscape Planning Designations

There are no landscape / townscape designations within the zone of visual influence of the works. The area of the Colne Valley adjoining the sidings site, and to the west of Frays River, is designated as Green Belt. This is primarily a land use planning designation, and does not necessarily indicate either that the area is of high landscape quality or that it is devoid of development.

2.5 Zone of Visual Influence

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

- The relationship of the railway to the surrounding area; - The general character and arrangement of land uses; - The proximity, scale and use of nearby buildings; and - The size and type of nearby vegetation.

The railway crosses the Colne Valley on embankment, which decreases in height from west to east. In the vicinity of the station, the embankment is about 3m high, requiring Station Road to dip under the railway bridge in order to achieve the necessary clearances. To the east of Station Road, the embankment is apparent only from the south.

However, the height of the embankment is generally insufficient to exceed the screening provided by surrounding buildings. These buildings are the main influence on views, reinforced (in summer) by vegetation. As a result, the ZVI of the works tends to be confined mainly to the immediate vicinity of the railway corridor. Exceptions occur where gaps between buildings allow views to extend over greater distances, or where the surrounding area is largely open (as in the Colne Valley).

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The potential winter-time ZVI is defined as follows:

- To the West, the ZVI of the stabling site could in theory extend as far as the M25 bridge and embankment. In practice, however, the curvature of the railway, and screening by lineside vegetation, are likely to intercept views over shorter distances. Trees along the Colne Brook and River Colne are likely to define the western extent of the ZVI, especially in summer. - To the North, the open landscape of the Colne Valley probably allows the ZVI of the stabling site to extend as far as the embankment of the Grand Union Canal (Slough Arm), although vegetation is likely to truncate potential views in summer. To the east of Fray’s River, the built-up area becomes the main determinant of the ZVI. Most views are intercepted, in sequence, by buildings along Tavistock Road, the commercial frontage of High Street, the De Burgh Arms, and buildings to the north of Station Approach and the canal. During summer, the ZVI is drawn in more tightly by the screening effect of vegetation along the canal and railway corridors and by groups of significant trees. - To the East, the ZVI extends as far as the Kingston Lane/Horton Bridge and the embankments that ramp up to it on either side. The ZVI is otherwise confined to the railway corridor and to the pattern of residential and business premises, reinforced by vegetation, that enclose it on either side. - To the South, the ZVI is defined almost entirely by the built-up area, comprising the mainly residential properties in Fairway Avenue, Colham Mill Road, Station Road, Warwick Road, Ruffle Close and Holly Gardens. In summer the ZVI is drawn more tightly by a sequence of vegetation along the railway corridor and in back gardens.

The main potential sources of views of the stabling sidings and sewer diversion work sites may be summarised as follows:

- Recreational users of the Colne Valley; - Users of business premises to the north of the site; and - Occupants of residential properties in Trout Road, Merrivale Mews, Tavistock Road, Fairway Avenue, Colham Mill Road, Humber Close and Weirside Gardens.

The main potential sources of views for the station work sites may be summarised as follows:

- Users of High Street/Station Road; - Patrons of the De Burgh Arms and Railway Arms;

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- Users of West Drayton Market; - Occupants of office and residential properties overlooking Station Approach; - Users of the station; - Users of business premises off Horton Road; - Users of the canal towpath and of the Kingston lane/Horton Bridge footpath/cycleway; - Occupants of residential properties in Knowles Close and Roberts Close; - Occupants of residential properties in Warwick Avenue, Lantern Way, Ruffle Close and Holly Gardens;

Both the temporary and permanent works will be potentially visible from some properties fronting onto High Street/Station Road, including the two listed pubs, from taller buildings to the north of Station Approach (e.g. Station House) and from the western end of the station itself.

2.6 Sensitivity

2.6.1 Sensitivity of Townscape / Landscape to Change

Colne Valley

The Colne Valley is the area most sensitive to change, due to its largely open character and the potential for impacts such as tree loss or the introduction of new features to be visible over distances of up to 1km.

However, the valley has for many years been degraded by gravel working and by features such as overhead power lines and the London Concrete works. Its visual continuity is further interrupted by transport infrastructure such as the GWML railway, the Grand Union Canal and the M25. As a result, the valley landscape is capable of absorbing a degree of change without fundamentally affecting its character.

Built-Up Areas

The built-up area is generally of low or moderate sensitivity to change. The most sensitive areas are the residential streets, due to their small-scale built pattern and gardens, particularly areas of low-rise (no more than two-storey) housing such as Fairway Avenue, Colham Mill Road, Warwick Avenue, Ruffle Close and Holly Gardens. Taller (3/4 storey)

392 Route Window W13 Crossrail Line 1 Assessment of Heritage and Landscape Impacts – Volume 2 townhouses and flats (as in Knowles Close/Roberts Close) are less sensitive, due to their larger scale of buildings and spaces.

The core of commercial uses along High Street/Station Road, together with the areas of business use off Horton Road and Trout Lane, are least sensitive to change, since they are characterised by generally larger-scale buildings and functional spaces of little intrinsic merit.

The setting of the Grade II listed De Burgh Arms and Railway Arms is by definition more sensitive to change, due to the risk that any such change could adversely affect the relationship between these buildings and the surrounding townscape. In practice, however, the settings of these properties are constrained visually by nearby buildings, and are not themselves of particular value.

The setting of the De Burgh Arms is defined mainly by the railway bridge and by the properties fronting onto High street and Station Approach. The setting of the Railway Arms is also defined by the railway bridge, by properties fronting onto Station Road and by West Drayton Market.

It is considered that the settings of both listed buildings would be able to accommodate a degree of change without detriment to the integrity of the buildings themselves.

As described previously, trees are a locally important influence on views and townscape character. Areas of significant vegetation are therefore potentially more sensitive to change. These include the vicinity of Station Approach, several sections of the railway corridor and the Grand Union Canal.

2.6.2 Sensitivity of Visual Receptors to Change

Table W13.1: Visual Receptors (West Drayton Works) below identifies the key receptors who are likely to obtain views of the proposed temporary and permanent works, together with their sensitivity, the type of views and whether the views are of the temporary or permanent works.

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Table W13.1: Visual Receptors for the West Drayton Works

Receptor Sensitivity Type of (Close Views under 1km of

View View

distance) Works Receptors Oblique Temporary Work Sites Permanent Direct View Stabling Sidings Recreational users of the 1 Ground 9 9 9 9 High Colne Valley Occupants of between 50- 60 residential properties in 2 Fairway Avenue/ Colham Upper floors 9 9 9 9 High Mill Road/ Humber Close and Weirside Gardens Occupants of between 15- 3 20 residential properties in Upper floors 9 9 9 9 High Tavistock Road Occupants of about 30 Ground + 4 residential properties in 9 9 9 High upper floors Merrivale Mews Occupants of about 5 Ground + 5 residential properties in 9 9 9 High upper floors Trout Road Station Works Users of High 4 Ground 9 9 Low Street/Station Road Occupants of up to 10 properties in High Street 5 Upper floors 9 9 9 9 High (assumed to be residential above) Patrons of De Burgh Arms Ground + 6 9 9 9 9 Low and Railway Arms. upper Occupants of about five properties in Colham Mill 7 Upper floors 9 9 9 9 High Road/Station Road (assumed to be residential) Users of West Drayton 8 Ground 9 9 9 9 Low Market Occupants of business premises north of Station 9 Upper floors 9 9 9 9 Low Approach (e.g. Station House) Occupants of Ashley House 10 Upper floors 9 9 9 9 High (residential) Users of the station + 11 Ground 9 9 9 9 Low Station Approach Occupants of business 12 Upper floors 9 9 9 9 Low premises off Horton Road Occupants of between 30- 40 residential properties in Upper floors 13 9 9 9 9 High Knowles Close/Roberts + ground Close.

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Receptor Sensitivity Type of (Close Views under 1km of

View View

distance) Works Receptors Oblique Temporary Work Sites Permanent Direct View 14 Users of the canal towpath Ground 9 9 9 9 Moderate Occupants of approx. 50 Mainly 15 residential properties in 9 9 9 9 High upper floors Warwick Road Occupants of up to 10 16 Upper floors 9 9 9 High properties in Ruffles Close Users of Kingston Lane/ 17 Ground 9 9 9 Moderate Horton Bridge Occupants of up to 20 18 Upper floors 9 9 9 High properties in Holly Gardens

The most sensitive receptors comprise recreational users of the Colne Valley and local residents. Theoretically, between 200-250 residential properties could experience winter- time views of the stabling sidings and/or station works. However:

- probably no more than about half of these would experience direct views; - viewing opportunities will in most cases be confined to upper floors (which in two-storey houses are not the main inhabited rooms); - the majority of viewing opportunities will to varying degrees be screened by vegetation in summer; and - in about one third of these views, the main impact will be due to temporary construction features only.

It should be noted that some receptors may experience recurrent views of the works (e.g. from their homes and from the station itself).

Receptors who live in or use the area can be assumed to be habituated to a certain degree to the impact of railway maintenance and construction activities. The station construction works would be of approximately 14 months duration.

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3. Impact of the Scheme

3.1 Listed Buildings and their Setting

There are two Grade II listed buildings in this route window: the De Burgh Arms Public House and the Railway Arms Public House.

In relation to the De Burgh Arms, track work will take place within about 10m and demolition of the retail units within about 20m. Of the new features of the station, the ticket hall will be located about 50m away, and the main footbridge about 75m away.

Both construction and permanent features of the works will be highly visible within the setting of the building, but are not considered to represent a significant effect. The part of its setting that will be affected will be that addressing the rear of the building, extending along Station Approach. This is the least important aspect of the building. The outbuildings which lie within the curtilage of the pub, together with vegetation along its boundary with the railway, are assumed to be unaffected. In addition, the fundamental character of its setting, and its relationship to the surrounding townscape, will not be changed to any material degree.

In relation to the Railway Arms, track work will take place within about 20m. The new ticket hall will be located at a distance of about 50m and the main footbridge about 75m.

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Here again, the changes are not considered to constitute a significant effect. As with the De Burgh Arms, they will affect that part of the setting addressing the least attractive rear façade of the building. In addition, many of the works will take place on the opposite side of the railway corridor, and will be partially screened by mature trees, by the existing station building on Warwick Road and by Kitchener House, a commercial building.

The works for the stabling sidings will have no material effect on the setting of these buildings.

The visual influence of the works will not extend into any areas of designated landscape / townscape or the setting of any other listed buildings.

3.2 Conservation Areas

There will be no impacts on Conservation Areas in this route window.

3.3 Landscape / Townscape

3.3.1 Impact on Character Areas

The works for the stabling sidings would require the removal of all structures associated with the EWS coal depot and other uses within the site. They are likely to require the removal of vegetation for construction of an access road, a new bridge over Fray’s River, and sections of retaining wall around the western perimeter of the site. In addition, of the three temporary work sites required for the sewer diversion works, one – close to Frays River – is likely to necessitate the removal of visually significant vegetation.

The station works would require the demolitions and will require the removal of the mature trees located between Station Approach and Cox’s plant hire yard, and to the west of the retail units. Other lineside vegetation will also be removed (e.g. along the boundary between the railway corridor and Cox’s plant hire yard).

Remodelling of the station forecourt includes landscaping. This is assumed to comprise specimen tree planting between parking bays and at the new bus stops, together with a mix of tree and shrub planting along the canal edge in the vicinity of the new station entrance.

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Construction features associated with the stabling sidings and sewer diversion works are likely to include mobile cranes, piling rigs, HGVs, portacabins and track-laying equipment. Due to the locally elevated position of the site, and the relative proximity of the bridge works to residential properties and public roads, these works are likely to be relatively prominent. As noted previously, they will include the removal of vegetation at two locations adjoining Fray’s River and along the western section of the site perimeter.

These changes will be of a moderate degree of magnitude, and are not considered to have a significant effect on landscape / townscape character. Most of the construction features will be temporary, and the character of the Colne Valley is already influenced by a range of intrusive (and generally larger-scale) features. Loss of vegetation will be visible locally, creating gaps that will open up views into the site. However, this loss will be insufficient to affect the overall character of the area.

The permanent features at the site will include stabled trains and new infrastructure. However, the site is already occupied by features associated with the EWS coal depot and other uses, including conveyors and hoppers. The removal of these, and their replacement by the sidings, will not amount to a fundamental change in the relationship of the site to the surrounding area. The degree of change will be no more than moderate, and is not considered to affect landscape character to any significant degree.

Construction features will be very prominent around the station for a period of more than a year. Their impact on the Warwick Avenue character area, where the mainly residential townscape is relatively fine-grained, will be potentially major. The townscape to the north is characterised in the main by larger-scale and commercial buildings, and the impact here will be no more than moderate. None of these townscapes, however, are of the highest quality, and in view of the temporary nature of the most visible features, their effect on character is not considered to be significant.

The permanent impacts of the works will be associated with three key changes: demolition of buildings, loss of vegetation and introduction of new features.

None of the buildings to be demolished are important influences on townscape or streetscape. The most prominent of these are a two-storey office building and an open shed structure in Cox’s plant hire yard. Whilst these are visible beyond the site boundary (e.g. from properties to the north of the canal), they are not buildings of particular merit or which contribute in any material way to the character of the surrounding area.

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The mature trees adjoining Cox’s yard are to be removed to make way for the new station building and parking area. Scrub/occasional immature trees along the northern side of the railway corridor is assumed to be lost to accommodate track realignment and the work site to be located on Cox’s yard. Vegetation is also assumed to be lost along the southern side of the railway corridor to accommodate the emergency escape path.

The loss of the mature trees adjoining Cox’s yard is regarded as a potentially significant impact. Although the overall character of the area will not change fundamentally, this vegetation makes an important contribution to the quality of what is otherwise an undistinguished townscape.

The most visible features of the permanent works will be the ticket hall, the main footbridge and the platform canopies. Of these, the main footbridge will be the most prominent, being about twice as high as the existing station building. The modern form of these buildings, characterised by glazing and flat roofs, will contrast with most other buildings in the surrounding area, which are of traditional design.

The character and visibility of the new station buildings have the potential for them to become local landmarks, particularly when viewed from Warwick Road and Station Approach. However, they will not fundamentally change the character of the surrounding area, or that of streetscapes other than Station Approach. They are also consistent in scale with existing taller buildings in the vicinity (e.g. Station House, Ashley Court). The overall effect on townscape is therefore not considered to be significant.

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3.4 Visual impacts

The Visual Appraisal Plan for West Drayton Drawing No. 1E0316-W1E00-E00-F-00013 illustrates the approximate Zone of Visual Influence for the proposed temporary and permanent works, and identifies the principal locations from which views of the development would be obtained.

The magnitude of visual impact that would be generated by the temporary works on each receptor group is identified in Table W13.2: Potential Temporary Impacts on Receptors (West Drayton Works).

Table W13.2: Potential Temporary Impacts on Receptors (West Drayton)

Magnitude Receptor Sensitivity of Potential (Close Views under 1km of Significance Impact on distance) Receptors Receptors Stabling Sidings Recreational users of the Colne 1 High Low NSIG Valley Occupants of between 40-50 2 residential properties in Fairway High Low NSIG Avenue/Fairway Close. Occupants of about 15 residential properties in Moderate/ 3 High SIG (-) Weirside Gardens/Humber High Close. Occupants of between 15-20 Low/ 4 residential properties in High NSIG Moderate Tavistock Road. Occupants of about 30 5 High Low NSIG properties in Merrivale Mews Occupants of about 5 residential 6 High Moderate NSIG properties in Trout Road Station Works Users of High Street/Station 7 Low Low NSIG Road Occupants of up to 10 Low/ 8 High NSIG properties in High Street Moderate Patrons of De Burgh Arms and 9 Low Moderate NSIG Railway Arms. Residents of about 5 properties Low/ 10 in Colham Mill Road/Station High NSIG Moderate Road 11 Users of West Drayton Market Low Moderate NSIG Occupants of business premises 12 Low Moderate NSIG north of Station Approach 13 Occupants of Ashley House High Moderate NSIG

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Magnitude Receptor Sensitivity of Potential (Close Views under 1km of Significance Impact on distance) Receptors Receptors Users of the station + Station 14 Low High NSIG Approach Occupants of business premises Moderate/ 15 Low NSIG off Horton Road High Occupants of approx. 20 Moderate/ 16 residential properties in Knowles High SIG (-) High Close Occupants of between 10-15 17 residential properties in Roberts High Moderate NSIG Close Moderate/ 18 Users of the canal towpath Moderate NSIG High Occupants of approx. 50 Moderate/ 19 residential properties in Warwick High SIG (-) High Road Occupants of up to 10 Low/ 20 residential properties in Ruffles High NSIG Moderate Close Users of Kingston Lane/Horton Low/ 21 Moderate NSIG Bridge Moderate Occupants of up to 20 22 High Low NSIG properties in Holly Gardens

Temporary significant effects are predicted for the occupants of approx. 15 residential properties in Weirside Gardens/Humber Close, 20 residential properties in Knowles Close and approx. 50 properties in Warwick Road.

Properties in Weirside Gardens/Humber Close will have direct and unobstructed views, over very short distances, of the southern site for the sewer diversion works.

Properties in Knowles Close will in many cases have direct views across the canal to the temporary work site and the works associated with the platform extensions, escape footbridge, track realignment and platform canopies, together with oblique views of the works associated with the station buildings. The loss of vegetation from the Cox’s yard site would also be apparent in these views, these views are to varying degrees screened by vegetation to the north of the canal, and the effect may not be significant during summer.

Properties in Warwick Road back onto the railway, and in some cases the rear facades of the houses are less than 10m from the boundary. Although vegetation provides a variable degree of screening, its optimum effect is confined to the summer.

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About 25 properties will have direct views of the works to the station buildings, and are also likely to be affected by removal of lineside vegetation for construction of the emergency escape path. The remaining 45 properties will have direct views of the works associated with the track realignment, escape footbridge and platforms.

In all other cases, the predicted effects are not deemed to be significant. This is either because receptors are of low sensitivity (e.g. users of the station, occupants of business premises), or because views are oblique, are over greater distances and/or are screened to varying degrees (e.g. views from residential properties in Merrivale Mews, Tavistock Road, Trout Road, Roberts Close, Ashley Court, Ruffle Close and Holly Gardens).

The magnitude of visual impact that would be generated by the permanent works on each group of receptors is identified in Table W13.3: Potential Permanent Impacts on Receptors (West Drayton).

Table W13.3: Potential Permanent Impacts on Receptors (West Drayton)

Magnitude Receptor Sensitivity of Potential (Close Views under 1km of Significance Impact on distance) Receptors Receptors Stabling Sidings Recreational users of the Colne 1 High Low NSIG Valley Occupants of between 50-60 2 residential properties in Fairway High Low NSIG avenue/Humber Close. Occupants of about 15 residential properties in 3 High Low NSIG Weirside Gardens/Humber Close Occupants of between 15-20 Low/ 4 residential properties in High NSIG Moderate Tavistock Road. Occupants of about 30 5 residential properties in High Low NSIG Merrivale Mews Occupants of about 5 residential 6 High Low NSIG properties in Trout Road Station Works Users of High Street/Station 7 Low Low NSIG Road Occupants of up to 10 8 High Low NSIG properties in High Street Patrons of De Burgh Arms and Low/ 9 Low NSIG Railway Arms. Moderate

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Magnitude Receptor Sensitivity of Potential (Close Views under 1km of Significance Impact on distance) Receptors Receptors Residents of about 5 properties Low/ 10 in Colham Mill Road/Station High NSIG Moderate Road 11 Users of West Drayton Market Low Moderate NSIG Occupants of business premises 12 Low High NSIG north of Station Approach 13 Occupants of Ashley House High Low NSIG Users of the station + Station 14 Low High NSIG Approach Occupants of business premises 15 Low Moderate NSIG off Horton Road Occupants of approx. 20 16 residential properties in Knowles High Low NSIG Close Occupants of between 10-15 17 residential properties in Roberts High Low NSIG Close 18 Users of the canal towpath Moderate Low NSIG Occupants of approx. 25 19 residential properties in Warwick High High SIG (-) Road Occupants of approx. 35 20 residential properties in Warwick High Low NSIG Road Occupants of up to 10 Low/ 21 residential properties in Ruffles High NSIG Moderate Close Users of Kingston Lane/Horton Low/ 22 Moderate NSIG Bridge Moderate Occupants of up to 20 23 High Low NSIG properties in Holly Gardens

Permanent significant effects are predicted for the occupants of approx. 25 residential properties in Warwick Road. These properties will have direct (and largely unobstructed) views of the new station buildings (the main footbridge, platform canopies and ticket hall roof), together with the emergency escape footbridge. Lineside vegetation along the rear boundary of these properties is also likely to have been removed during the construction phase.

Although the new buildings will be of high architectural quality, their scale, proximity and demonstrably modern appearance will change the character of the views from these properties to a significant degree. In addition, the removal of vegetation will have reduced foreground screening, whilst the loss of mature trees on the northern side of the station will probably also change the background to these views. Views from the rear of these terraced

Route Window W13 403 Crossrail Line 1 Assessment of Heritage and Landscape Impacts – Volume 2 properties are considered to contribute substantially to the amenity of the occupants. Taken together, these factors are regarded as a significant effect.

From other nearby residential properties (e.g. Knowles Close, Roberts Close and the eastern part of Warwick Road), views of the station buildings are oblique, and the main features will be the extended platforms and the emergency escape footbridge. Screening vegetation along the northern side of the canal or the rear boundary of properties will remain. Views across Station Approach from flats in Ashley Court are not considered to contribute materially to the amenity of the occupants. For these reasons, the effect in these cases is not considered to be significant.

The Year 1 predicted impacts apart from the occupants of approximately 25 residential properties in Warwick Road, are not considered to be significant. After 15 years following completion of the works, there would be no changes to townscape and visual impacts.

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4. Summary

4.1 Listed Buildings and their Setting

The permanent impact of the works will be associated mainly with changes to the station buildings. The new buildings, notably the ticket hall and main footbridge, will contrast in scale and appearance with the existing station. However, they will be visibly related to the existing function of the site, and will not be out of scale with other buildings in the vicinity. These changes will not affect the setting of the listed De Burgh Arms and Railway Arms to any significant degree. Construction works are also not predicted to have a significant impact on the setting of these buildings.

4.2 Conservation Areas

There will be no significant impacts on Conservation Areas in this route window.

4.3 Landscape / Townscape

Construction of the stabling sidings will be visible from surrounding areas. However, construction features will be temporary, and in most cases are not considered to have a significant impact on landscape character. Vegetation will be lost for the bridge works, retaining walls and one of the sewer work sites. However, this will not affect the overall pattern of vegetation in the area and is not considered to be significant.

The permanent features of the sidings will replace those of the existing coal depot, and will not change the relationship of the site to the surrounding area; it will continue to be perceived as an extension of the railway corridor.

During construction of the station works, major items of plant, together with activities such as tree felling and demolition, will be prominent at various times. Most construction features/activities will be temporary and are not considered to have a significant effect on the character of their setting.

The loss of mature trees will have a localised but potentially significant impact on the immediate townscape. However, new specimen trees are to be planted within the remodelled forecourt, and this effect will diminish as these mature.

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The permanent impact of the works will be associated mainly with changes to the station buildings. The new buildings, notably the ticket hall and main footbridge, will contrast in scale and appearance with the existing station. However, they will be visibly related to the existing function of the site, and will not be out of scale with other buildings in the vicinity. Their effect on townscape character is therefore not considered to be significant.

4.4 Visual Impact

Construction of the stabling sidings will be visible from locations within the Colne Valley and surrounding residential areas. However, construction features will be temporary, and in most cases are not considered to have significant effects on visual amenity. The only exception will be in Weirside Gardens/Humber Close, where the sewer diversion work will take place very close to residential properties. The assessment has identified significant impacts on 15 residential properties in Weirside Gardens/Humber Close due to the sewer diversion works.

The permanent features of the sidings will replace those of the existing coal depot, and will not change the relationship of the site to the surrounding area. Their effect on visual amenity is not considered to be significant.

The construction works for the station will be visible to a substantial number of receptors, including users of the station, the town centre and the canal towpath, and nearby residents. In most cases, the temporary nature of the works mitigates against their impact on visual amenity. However, the effect on occupants of up to 80 residential properties in Knowles Close and Warwick Road will be potentially significant, due mainly to the proximity and duration of the works.

The new buildings will arguably be of high design quality. However, their scale and proximity to occupants of approx. 25 residential properties in Warwick Road, coupled with the long- term effects of vegetation loss and the likely importance of views from the rear of these properties, is considered to amount to a potentially significant effect on visual amenity. Impacts on the visual amenity of all other receptors are not regarded as significant.

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5. Summary tables

Table W13.4 sets out the impacts on listed buildings. There are no significant impacts on either the setting of listed buildings or conservation areas, hence these are not included within the summary tables.

Predicted impacts on landscape / townscape character and visual amenity are summarised in Table W13.5: Summary Table of Temporary Impacts and Table W13.6: Summary Table of Permanent Impacts, including any committed mitigation and residual impacts.

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408 Assessment ofHeritage and Landscape Impacts –Volume2 Crossrail Line 1 Table W13.4 Impacts on Listed Buildings in Route Window W13

Route Window W13 - Impacts on Listed Buildings

C.R. Action Required and Residual Impact Address Grade Proposed Works Potential Impact Sig. No Mitigation Description Sig. 844 Railway Arms New trackwork No significant (W13) Public House, II north of Railway No significant impact. NSig None needed. NSig residual impact. Station Road. Arms Public House. De Burgh 845 New trackwork Arms Public No significant (W13) II south of De Burgh No significant impact. NSig None needed. NSig House, Station residual impact. Arms Public House. Approach.

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Route WindowW13 Assessment ofHeritage and Landscape Impacts –Volume2 Crossrail Line 1 Table W13.5: Summary Table of Permanent Impacts (Route Window W13)

Route Window W13 - Permanent Impacts

Residual Impact Works and potential impact Significance Mitigation Description Significance Physical impact of construction plant and compounds. Not Significant None proposed Minimal. Not Significant Impact on character areas: Replanting of Overall character of railway corridor and surrounding Significance will disappear vegetation once area would not be affected. The loss of mature trees Significant as replacement planting Not Significant construction is adjoining Cox’s yard will, however, constitute a matures. complete significant impact. Impact on setting of listed buildings: Although works will be prominent, they will be temporary Not Significant None proposed Minimal. Not Significant and will affect the least sensitive parts of the settings. Impact on visual amenity of: Up to 85 residential properties in Weirside Significant None practicable Minimal. Significant Gardens/Humber Close/Knowles Close/ Warwick Road Impact on visual amenity of: Not Significant None proposed. Minimal. Not Significant Other receptors

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Route Window W13 - Permanent Impacts

Residual Impact Works and potential impact Significance Mitigation Description Significance Physical impact of: New buildings, related features Not Significant Incorporated design. Not Significant Demolitions and new structures. and remodelled forecourt. New buildings more visible, but Impact on character areas townscape role of station Increase in visual influence of railway remains fundamentally infrastructure, but fundamental character of Not Significant None proposed unchanged. Significance will Not Significant surrounding area will be unaffected. Loss disappear as replacement of vegetation. planting matures (after 15 years) Character of setting will remain Not Impact on setting of listed buildings: Not Significant None proposed. fundamentally unchanged. Significant. Impact on visual amenity of: Station will become more Approx. 25 residential properties in Significant Incorporated design Significant prominent in these views. Warwick Road. Impact on visual amenity of: Character of views will be Not Significant None proposed Not Significant Other receptors. fundamentally unchanged.

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6. Assumptions

- Temporary work sites will be returned to their previous condition and use, e.g. surfaced areas such as car parks will be reinstated and soft areas will be grassed or planted with shrubs. - Vegetation near the De Burgh Arm Public House is to be retained and is unaffected by the works. - Vegetation around the periphery of the sidings site will be removed where the new retaining walls, access road and sewer diversions are proposed, but will otherwise be retained. - 3.6 metre high timber hoarding around the perimeter of temporary work sites.

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7. References

- ES Route Window W13 - Parliamentary Plan Sheets - ES Scheme Description

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Route Window W12 Horton Road and Old Stockley Road Bridges

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Contents

1. Description of the Works 417 1.1 Permanent Works 417 1.2 Temporary Works 417 2. Baseline Assessment 419 2.1 Local context 419 2.2 Listed Buildings and their settings 420 2.3 Conservation Areas 420 2.4 Townscape 420 2.5 Zone of Visual Influence 423 2.6 Sensitivity 426 3. Impact of the Scheme 429 3.1 Listed Buildings and their Setting 429 3.2 Conservation Areas 429 3.3 Landscape / Townscape 429 3.4 Visual impacts 430 4. Summary 434 4.1 Listed Buildings and their Setting 434 4.2 Conservation Areas 434 4.3 Townscape 434 4.4 Visual Impacts 434 5. Summary tables 435 6. Assumptions 438 7. References 439

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Route Window W12 Horton Road and Old Stockley Road Bridges

1. Description of the Works

1.1 Permanent Works

New overhead line equipment will be provided along the Crossrail route. Stockley Road bridge marks the eastern extremity of new OHLE, it already being in place along the remainder of the alignment into London. In order to accommodate the OHLE, bridge modifications will be required.

Kingston Lane Footbridge

Kingston lane footbridge will be replaced by a new footbridge immediately to its west. This new bridge will accommodate the utilities that are contained currently by the existing bridge. The main steel work will be fabricated offsite. Once the new bridge is complete, the existing bridge will be demolished; if suitable, some of the spoil from this will be used for the approach embankment.

Old Stockley Road Bridge

At Old Stockley Road bridge, a new steel structure will be installed adjacent to the existing bridge. On completion of the new bridge, the existing bridge structure will then be demolished.

Stockley Road (A408) Bridge

Some minor parapet works will be required at the adjacent Stockley Road (A408) bridge.

1.2 Temporary Works

Kingston Lane Footbridge

Works at this site will be undertaken from the West Drayton Station to Horton Bridge worksite (see Route Window W13) and from a worksite located on the southwest corner of the bridge (the Kingston Lane worksite). Each worksite will be served by 10 lorries per day during the two week peak construction period and typically by two per day at other times. Construction

Route Window W12 417 Crossrail Line 1 Assessment of Heritage and Landscape Impacts – Volume 2 plant will include a crane and a mini piling rig. The works will take approximately 10 months to complete.

Old Stockley Road Bridge

The works at Old Stockley Road bridge will take about five and a half months to complete. Construction plant required for the work will include mobile cranes, excavators, pneumatic drills, and a piling rig. Following the closure of Old Stockley Road the bridge works will be carried out from a worksite located in the area to the southeast of the existing Old Stockley Road bridge. The worksite will be bounded by the railway to the north, the main A408 road to the east, and Old Stockley road to the west. The worksite will be served by eight lorries per day including the eight week peak construction period.

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2. Baseline Assessment

2.1 Local context

The railway passes through this area on a slight embankment within the built up area of West Drayton. The Old Stockley Road bridge also lies adjoining the Stockley Road / A408 bridge to the east. To the north lies the Grant Union Canal beyond which is Stockley Business Park. To the north-east of the bridge, between the railway corridor and Grand Union Canal, lies the Hanson Aggregates Dispatching Depot beyond the A408 bridge. To the south-west is a residential development served off Lavender Road, whilst to the south-east is the London Area Terminal Control Centre and Training Centre.

View of bridges

The Kingston Lane bridge lies adjacent to the residential areas served off Kingston Lane and Station Road to the west and south. The London Area Terminal Control Centre lies beyond the housing to the south-east. To the north of the bridge and railway corridor lies the Grand Union Canal and Horton Road Industrial Estate. The town centre of Yiewsley lies to the north-west with Stockley Business Park situated to the north-west, some distance from the bridge. The land immediately adjoining the bridge comprises a vacant clear site available for future development.

The Townscape Character Baseline Plan for Kingston Road and Old Stockley Road Bridges, Drawing No.1E0416-W1E00-E00-F-00012 identifies the locations of key buildings and landmarks in the local landscape / townscape, local views, pedestrian and vehicular movement corridors, townscape character areas, urban gateways / notes and the landscape planning designations that relate to the work sites and their surroundings. The baseline plan also illustrates the extent of the work sites for both the temporary and permanent works.

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These bridges are two of nine surviving Brunel bridges on the Western Route. They are considered in detail in the Assessment of Archaeology Impacts – Technical Report.

2.2 Listed Buildings and their settings

There are no listed buildings or structures within the approximate Zone of Influence (ZVI) of the temporary and permanent works.

2.3 Conservation Areas

There are no Conservation Areas in the vicinity of the works.

2.4 Townscape

2.4.1 Character Areas and Landscape / Townscape Quality

The area surrounding the Old Stockley Road bridge comprises three main character areas: Stockley Park Character Area, Mulberry Crescent and Stockley Close Character Areas. The area surrounding Kingston Road Bridge comprises three main character areas: Horton Road Character Area, Warwick Road / Kingston Lane Character Area and London Area Terminal Control Centre Character Area.

Stockley Park Character Area:

Stockley Park occupies a site of 400 acres with 1.85 million sq. ft of high quality office space to the north of the railway tracks and on both sides of the M25. Stockley Park’s location, adjacent to the M4 and M25 and immediately to the north of London’s , has contributed significantly to its success. Recent public transport improvements considerably enhance its accessibility; these include the Heathrow Express, which provides a 15-minute non-stop journey from Stockley Park to London Paddington and a new bus service to Hayes Station.

The new development has been named ‘dawleywood’. This relates to ‘Dawley Park’, which during the late seventeenth century stretched across the eastern side of Stockley Park. Dawley was the country seat of Henry St John (Lord Bolingbroke) on his return from exile in France.

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With the help of the architect, James Gibbs, and landscape experts of the day, Charles Bridgeman and Alexander Pope, Bolingbroke created a ‘rural paradise’ – a mighty avenue of trees, with orchards and ponds set in manicured parkland where deer grazed.

These open fields and parklands were dissected in the 1970s by the construction of the Grand Junction Canal. Today the canal plays an important role for leisure with opportunities for boating, walking, fishing, nature study, art and photography.

Stockley Park has a significantly different character to many of the business parks and industrial parks, which dominate the area, with exceptional landscaping and bold and striking architecture.

Spatially the development works well, with avenues, an abundance of public spaces, lakes etc. The development also includes an exclusive health club and swimming pool and an 18- hole championship golf course. The Grand Union Canal has been successfully incorporated into the development.

Stockley Close Character Area

The Stockley Close Character Area comprises a small enclosure of commercial / retail and business office space, set out on a grid of plots either side of Stockley Close. To the north adjacent to the rail corridor is a large modern BMI training centre building which forms a notable feature, surrounded by car parking areas.

Mulberry Crescent Character Area

The residential character of the area dominates the land to the south-west of Old Stockley Road Bridge. This area is typical of mainly low-rise “council estates” built after the World War II, with a strip of modern housing development located on Emden Close and small cluster of 3 storey flats located close to the bridge itself.

Horton Road Character Area

The Horton Road Character Area mainly comprises extensive estate developments dating from about 1950 – 60 between the rail corridor and Horton Road to the north-west and either side of Horton Road to the north-east.

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Warwick Road / Kingston Lane Character Area

The Kingston Lane Character Area comprises mainly of semi-detached inter war housing and more recent housing developments on Warwick Road and on Holly Gardens to the east. Within this area is a large open public recreation ground adjoining the eastern side of Kingston Lane. In addition there is a large vacant plot of plan adjoining the rail corridor to the west of the bridge.

London Area Terminal Control Centre Character Area

The area occupies the former RAF West Drayton site which contains a variety of utilitarian buildings and accommodation located between two residential areas.

2.4.2 Key Townscape / Landscape Features and Resources

No individually notable townscape / landscape features have been identified in the area, apart from the Hanson Aggregates Dispatching Depot and BMI training building, both to the east of Old Stockley Road Bridge.

Vegetation is an influence on some views and on the character of the railway corridor. The most notable vegetation close to the Old Stockley Road bridge are the belt of mature trees and scrub either side of Iron Bridge Road south and mature scrub and trees along the south side of the corridor adjoining Emden Close. There is also a small “wedge” or block of mature scrub vegetation between Old Stockley Road and the A408 Stockley Road which provides screening.

Around the Kingston Lane bridge, the vegetation to the north-west and south-east of the bridge influences views, particularly the views from housing in Holly Gardens, although the vegetation is poor quality.

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2.4.3 Strategic Views and Key Local Views

There are no strategic views in the vicinity of the bridge(s) sites. No local views are considered to qualify as key views.

2.4.4 Pedestrian / Vehicular Movement Corridors

Key vehicular and pedestrian movement corridors in the area around Kingston Lane Bridge are Horton Bridge Road and Horton Road to the north and Station Road and Kingston Lane including its local residential side streets to the south.

Key vehicular movements corridors in the area around Old Stockley Road bridge are Stockley Road A408 to the east of the bridge, a network of local residential access roads to the south-west including Lavender Rise, Briar Way, Mulberry Crescent and Emden Close and Iron Bridge Road South to the north of the bridge. Old Stockley Road is a one-way road from the A408 and provides access to the Hanson Aggregates Dispatch depot and Iron Bridge Road South. Iron Bridge Road South provides access to Berrite Industrial Estate and it connects to Iron Bridge Road North that runs northwards through Stockley Business Park.

Along the north side of the Grant Union Canal is a towpath, which is a public right of way of local recreational importance (Grand Union Canal Walk).

2.5 Zone of Visual Influence

The approximate Zone of Visual Influence (ZVI) for the bridge works sites are determined by the following influences:

- the relationship of the railway to the surrounding area; - the general character and arrangement of land use; - the proximity, scale and use of nearby buildings; and - the size and type of nearby vegetation.

The railway runs through the built up area at grade passing behind Horton – Kingston Lane and Old Stockley Road. Between the two bridges, the railway corridor widens slightly to include an area of cleared vegetation used for rail maintenance / track laying work. The surrounding area is generally flat, however the land gently falls southwards and Stockley

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Business Park include extensive earth mounds and slopes to the edges of developed parcels.

The Grand Union Canal to the north of the bridges lies a slightly lower level than the surrounding land and railway, with the Hanson Aggregate Depot lying slightly below the railway to the east of Old Stockley Road Bridge.

The surrounding buildings and residential houses to the south are the main influence on views, reinforced (in summer) by belt of mature vegetation lying between the railway and canal and north side of the canal and areas of vegetation along the southern boundary of the rail corridor.

The ZVI for the Kingston Lane Bridge works can be defined by the following:

- to the west, by the rail corridor extending towards West Drayton Station, the facades of properties and rear gardens on Warwick Road, Lantern Way (Clarenden Apartments) and Ruffle Close to the south-west, and to the north-west where it is more tightly defined by commercial buildings and vegetation on the north side of the canal; - to the north, by the warehousing and commercial buildings within Horton Road Industrial Estate and trees between the canal and railway; - to the east, the ZVI extends along the railway corridor towards Berrite Industrial Estate and the rear of warehousing between the railway and canal and building to the north of the canal to the north-east; - to the south-east and south, it is defined belts of vegetation adjoining the railway and on the slopes up to the bridge itself within the rear garden and facades of housing on Holly Garden (No.21 to 40) defining the winter ZVI.

The ZVI for the Old Stockley Road Bridge is tightly defined by the following:

- to the west, it extends along the railway corridor towards Berrite Industrial Estate with the dense wide belt of vegetation between the railway and Iron Bridge Road South and areas planning to the north side of the road and canal creating a strong visual screen during the winter and summer periods; - to the north, the ZVI extends towards a multi-storey car park on the edge of Stockley Business Park and the rising ground of the A408 road bridge embankment to the north-

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east. During the summer months, the ZVI to the north-east is defined mainly by the dense vegetation on the embankment and adjoining the multi-storey car park; - to the east, it extends along the rail corridor. However, the A408 Stockley Road bridge interrupts and restricts views, with the vegetation on its embankment north and south defining the ZVI during the summer; and - to the south, the ZVI is defined by the arrangement of residential properties on Mulberry Crescent and Emden Close with it extending along a short section of the A408 Stockley Road. The vegetation to the east side of Old Stockley Road defined the ZVI during the summer.

The main potential sources of views of the bridge works sites may be summarised as follows:

Kingston Lane Bridge

- Occupants of around fifteen properties in Ruffle Close; - Occupants of eight properties in Lantern Way; - Occupants of properties (flats) facing north and east in Clarenden Apartments; - Occupants of five properties in Warwick Road; - Occupants of commercial properties in Horton Road Industrial Estates to the north-west and north-east; - Occupants of upper storey flats (10) fronting of Horton Road in distant views; - Users of the Grand Union Canal Walk; - Users and pedestrians of Horton Road crossing over Horton Canal Bridge; - Occupants of the commercial building between the railway and canal to the north-east; - Occupants of between 6 – 10 residential properties in Holly Gardens; and - Users of West Drayton Station in distant views.

In addition, views of the bridge works (cranes) may be experienced by:

- Users of the adjoining Holly Garden public open space; - Occupants of between 15 to 25 residential properties fronting or backing on to this open space; - Users of Kingston Lane.

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Old Stockley Road Bridge

- Occupants of 16 – 18 residential properties in Emden Close; - Occupants of 2 – 4 residential properties in Mulberry Crescent; - Users of Emden Close and Mulberry Crescent; - Users of a short section of Stockley Road A408 to the south; - Users of Stockley Road A408 to the east; - Occupants of office buildings within and users of the Hanson Aggregates depot; - User of a short section of Iron Bridge Road South; - Users of the upper storey car parking areas in the car park to the north; and - Occupants of the upper storey areas of the Commercial / Training Centre building to the east.

2.6 Sensitivity

2.6.1 Sensitivity of Townscape / Landscape to Change

Townscape / Landscape

The built up area is generally of low or moderate sensitivity to change. The most sensitive areas are the residential street, due to their small-scale built pattern and gardens, particularly areas of low-rise (no more than two storey) housing such as dwellings on Warwick Avenue and Emden Close. Taller (3 / 4 storey) town houses and flats (Emden Close) are less sensitive, due to their large-scale of building and surrounding spaces.

The industrial / business areas are of low sensitivity to change. This reflects their functional character and their robust pattern of relatively large-scale buildings and space. New railway infrastructure is also unlikely to be particularly intrusive within a context of existing industrial features.

2.6.2 Sensitivity of Visual Receptors to Change

Table W12.1: Visual Receptors (Kingston Lane Bridge / Old Stockley Road Bridge Works) below identifies the key receptors which would obtain views of the proposed temporary and proposed permanent works, together with their sensitivity, the type of views and whether the views are of the temporary or permanent works

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Table W12.1: Visual Receptors for the Kingston Lane Bridge and Old Stockley Road Bridge Works

Sensitivity Receptor (Close Views Type of View of under 1km distance

Works Receptors Work Site Temporary Permanent Direct View Oblique View Kingston Lane Bridge Residential properties in Ground and 1 9 9 9 High Ruffle Close upper floors Residential properties in 2 Upper floors 9 9 9 High Lantern Way Residential properties Ground and 3 (flats) in Clarenden 9 9 9 9 High upper floors Apartments Residential properties in Ground and 4 9 9 9 9 High Warwick Road upper floors Commercial properties and Ground 5 users in Horton Road 9 9 9 Low (front) Industrial Estate Residential properties 6 Upper floors 9 9 9 High (flats) in Horton Road User of Grand Union Canal 7 Ground 9 9 9 9 Moderate Walk Pedestrian users of Horton 8 Ground 9 9 9 Moderate Road Commercial properties to 9 Ground (rear) 9 9 9 Low the north-east Ground and Residential properties in 10 upper floors 9 9 High Holly Gardens (rear) Users of adjoining Public 11 Ground 9 9 9 High Open Space Residential properties Ground and 12 adjoining Public Open 9 9 9 9 High upper floors Space (Holly Gardens) Pedestrian users of 13 Ground 9 9 9 Moderate Kingston Lane Users of West Drayton 14 Ground 9 9 9 Moderate Station Old Stockley Road Bridge Residential properties in Ground and 15 9 9 9 9 High Emden Close upper floors Residential properties in Ground and 16 9 9 9 High Mulberry Crescent upper floors Pedestrian user of Emden 17 Close and Mulberry Ground 9 9 9 Moderate Crescent

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Sensitivity Receptor (Close Views Type of View of under 1km distance

Works Receptors Work Site Temporary Permanent Direct View Oblique View Pedestrian user of Stockley 18 Ground 9 9 9 9 Moderate Road A408 Occupants of office / 19 training centre to south- Upper 9 9 Low east Users of Hanson 20 Ground 9 9 9 9 Low Aggregates Depot Pedestrian user of Iron 21 Ground 9 9 9 Moderate Bridge Road South Vehicle user of multi-storey 22 Upper floors 9 9 9 Low car park to north Drivers on Iron Bridge 23 Ground 9 9 9 Low Road South Drivers on Stockley Road 24 Ground 9 9 9 9 Low A408

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3. Impact of the Scheme

3.1 Listed Buildings and their Setting

There are no impacts on listed buildings or their setting in this route window.

3.2 Conservation Areas

There are no impacts on Conservation Areas or their setting in this route window.

3.3 Landscape / Townscape

3.3.1 Impacts on Physical Landscape

The works at bridges would require the removal of some vegetation along the southern side of the rail corridor and northern side as well for Old Stockley Road Bridge to construct the bridges. The temporary compound for the Kingston Lane Bridge would require the removal of a minor amount of scrub on the west side embankment slope otherwise this site is already clear of vegetation. The Old Stockley Road temporary works compound will occupy the area of the road closure and therefore no impacts are anticipated.

The temporary impacts also include the introduction of machinery and construction materials into the local landscape which represent a moderate magnitude of impact on a townscape of low sensitivity and moderate to low. However the temporary work sites will be landscaped and restored to their previous condition. These impacts are not considered to be significant.

3.3.2 Impacts on Character Areas

The construction work would have two main impacts on landscape character: removal of vegetation and the temporary presence of construction plant and associate features.

The vegetation to be removed for the bridge works comprises scrub and trees which are not visually significant, although assist in screening some views. The vegetation, therefore, does not have a major influence on the overall character of the area. In addition it is assumed that the planting would be reinstated and in the long-term, this would replicate the existing vegetation. The impact on character at both bridge sites is not considered to be significant.

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Some of the construction features themselves will be relatively prominent e.g. mobile cranes, portacabins etc. However they will be present for a short period and will have no long-term impact on landscape character. Their effect is therefore not considered to be significant.

The permanent works at each bridge site involve the replacement of Kingston Lane bridge with a new steel structure and at Old Stockley Road, the replacement of the bridge arches with conarches. Whilst the replacement of the Kingston Lane bridge will result in a noticeable change, views are generally restricted to views from the west and the access routes. The effect on landscape character will be no more than minor, and will not be significant.

3.4 Visual impacts

The visual impact of the construction works must take account of the relatively limited period during which they will occur. In addition, nearby receptors will, to a certain degree, be tolerant of activities carried out in the normal course of railway maintenance and improvements.

The magnitude of visual impact that would be generated by the temporary works on each receptor group identified in Table W12.2: Potential Temporary Impacts on Receptors (Kingston Lane and Old Stockley Road Bridge works).

Table W12.2: Potential Temporary Impacts on Receptors (Kingston Lane and Old Stockley Road Bridge Works)

Magnitude of Receptor Sensitivity of Potential Significance (Close Views under 1km distance) Receptor Impact on Receptors Kingston Lane Bridge Occupants of residential properties in Ruffle Close, Lantern Way, Warwick High Moderate SIG (-) Road Occupants of Clarenden Apartments High Low NSIG Occupants of commercial properties Low Moderate NSIG to the north-west and north-east Residential properties (flats) in Horton High Low NSIG Road Users of Ground Union Walk Moderate Moderate SIG (-) Pedestrian users of Horton Road and Moderate Moderate SIG (-) Kingston Lane

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Magnitude of Receptor Sensitivity of Potential Significance (Close Views under 1km distance) Receptor Impact on Receptors Vehicular users of Horton Road and Moderate Moderate Kingston Lane Residential properties to the east and High Low NSIG south-east Users of Public Open Space to south- High Low NSIG east Users of West Drayton Station Moderate Low NSIG Old Stockley Road Bridge Occupants of residential properties in High Moderate SIG (-) Emden Close and Mulberry Crescent Users of Emden Close and Mulberry Moderate Moderate SIG (-) Crescent Pedestrian users of Stockley Road Moderate Moderate SIG (-) A408 Drivers on Stockley Road A408 Low Moderate NSIG Occupants of Offices / Training Low Low NSIG Centre to the south-east Users of Hanson Aggregates Depot Low Moderate NSIG Pedestrian users of Iron Bridge Road Moderate Low NSIG South Drivers on Iron Bridge Road South Low Low NSIG

The magnitude of visual impact that would be generated by the permanent works on each group of receptors identified in Table W12.3: Potential Permanent Impacts on Receptors (Kingston Lane and Old Stockley Road Bridge)

Table W12.3: Potential Permanent Impacts on Receptors (Kingston Lane and Old Stockley Road Bridge)

Magnitude of Receptor Sensitivity of Potential Significance (Close Views under 1km distance) Receptor Impact on Receptors Kingston Lane Bridge Occupants of residential properties in Ruffle Close, Lantern Way, Warwick High Moderate SIG(-) Road Occupants of commercial properties Low Moderate NSIG to the north-west and north-east Residential properties (flats) in Horton High Low NSIG Road Users of Ground Union Walk Moderate Moderate SIG (-) Pedestrian users of Horton Road and Moderate Moderate SIG (-) Kingston Lane

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Magnitude of Receptor Sensitivity of Potential Significance (Close Views under 1km distance) Receptor Impact on Receptors Vehicular users of Horton Road and Moderate Moderate Kingston Lane Residential properties to the east and High Low NSIG south-east Users of Public Open Space to south- High Low NSIG east Users of West Drayton Station Moderate Low NSIG Old Stockley Road Bridge Occupants of residential properties in High Moderate SIG (-) Emden Close and Mulberry Crescent Users of Emden Close and Mulberry Moderate Moderate SIG (-) Crescent Pedestrian users of Stockley Road Moderate Moderate SIG (-) A408 Drivers on Stockley Road A408 Low Moderate NSIG Occupants of Offices / Training Low Low NSIG Centre to the south-east Users of Hanson Aggregates Depot Low Moderate NSIG Pedestrian users of Iron Bridge Road Moderate Low NSIG South Drivers on Iron Bridge Road South Low Low NSIG

The works will be visible to a number of local receptors, notably nearby residential properties to the south side of the rail corridor and potential views from users of West Drayton Station. The works site for Kingston Lane bridge occupies a small area of the vacant plot to the south-west of the bridge and also the land between the rail corridor and Grand Union Canal. Whist the work site for the Old Stockley Road bridge occupies a small “wedge shaped” area of land to the south of the bridge.

During the construction phases of both bridges will result in significant local impacts from the construction features (cranes, portacabins etc.) themselves. These will occur to properties in Ruffle Close, Lantern Way, Warwick Road, Holly Close, Emden Close and Mulberrry Crescent. However, these will not persist beyond the completion of the works.

The impacts of the permanent works are not considered to be significant. Although residents who overlook the Kingston Lane Bridge to the south-west and south-east are assumed to be highly sensitive to visual change, as are the residents who overlook the Old Stockley Road bridge, many of these views are partly screened by vegetation or are middle distance views which are already influenced by the railway infrastructure and commercial areas to the north of the railway corridor and Grand Union Canal and will be obtained from upper floors only.

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The Year 1 predicted impacts are not considered to be significant for the reasons given above. After 15 years following completion of the works, there would be no changes to the townscape and visual impact, although the replacement planting within reinstated worksite areas will assist in integrating the new footbridges into the built up area.

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4. Summary

4.1 Listed Buildings and their Setting

There are no listed buildings affected by the proposed works in this route window.

4.2 Conservation Areas

There will be no significant impacts on Conservation Areas in this route window.

4.3 Townscape

The townscape and visual impact assessment has not identified any adverse impacts of on townscape / landscape resources as a result of either the temporary or permanent works.

4.4 Visual Impacts

Temporary significant adverse impacts will occur to a limited number of properties due to the proximity and activity generated by the temporary works sites for both bridges. These properties are located in Ruffle Close, Lantern Way, Warwick Road, Holly Close, Emden Close and Mulberrry Crescent.

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5. Summary tables

There are no significant impacts on listed buildings, the setting of listed buildings or conservation areas in this route window, hence these are not included within the summary tables.

Predicted impacts on landscape townscape character and visual amenity are summarised in Tables W12.4 Summary Table of Temporary Impacts and Table W12.5 Summary Table of Permanent Impacts including any committed mitigation and residual impacts.

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436 Assessment ofHeritage and Landscape Impacts –Volume2 Crossrail Line 1 Table W12.4: Summary Table of Temporary Impacts (Route Window W12)

Route Window W12 – Temporary Impacts

Residual Impact Works and Potential Impact Significance Mitigation Description Significance Physical impact of: None (assuming Introduction of construction plant and associated features. Reinstatement of reinstatement of Demolition of bridge deck. Not significant Not significant planting planting in long Loss of vegetation in the immediate vicinity of bridge works. term) Moderate for the bridge works. Impact on character areas Townscape / landscape quality is no more than moderate Not significant None None Not significant and its overall character would not be affected. Impact on designated townscape / landscape Not significant None None Not significant None in the vicinity Impact on visual amenity of: Occupants of approx. 30 – 35 properties in Ruffle Close / Lantern Way and Warwick Road. None – impact Occupants of approx. 15 to 25 properties in Holly Close Hoarding around will cease when Significant Significant Occupants of approx. 15 to 25 properties in Emden Close works sites construction is and Mulberry Crescent completed All other receptors (users of Grand Union Canal and local roads etc.)

Route WindowW12

Route WindowW12 Assessment ofHeritage and Landscape Impacts –Volume2 Crossrail Line 1 Table W12.5: Summary Table of Permanent Impacts (Route Window W12)

Route Window W12 – Permanent Impacts

Residual Impact Works and Potential Impact Significance Mitigation Description Significance Physical impact of: Kingston Lane: Replacement bridge within new steel footbridge Old Stockley Road: Replacement of bridge with new steel Not significant None None Not significant footbridge Loss of some scrub vegetation Low for the bridge works Impact on character areas: Slight increase in visual influence of railway infrastructure, Not significant None None Not significant but will not affect overall character of area. Impact on designated townscape / landscape: Not significant None None Not significant None in the vicinity Impact on visual amenity: Not significant None None Not significant

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6. Assumptions

- Assumed that the loss of vegetation associated with the temporary works will be replaced and the areas surrounding the permanent works will be reinstated with soft landscaping. - It is proposed that 3.6 metre high hoarding would be used around the boundary of the temporary work sites to mitigate the demolition works and reduce the visual effects during the construction stages. - Desk-top studies and a number of site visits were undertaken during September and October 2004 and therefore this assessment was undertaken during the late summer period when vegetation was in leaf. However, when considering the landscape and visual impacts of the scheme, an assessment of the potential winter situation has been estimated / taken into account and ZVIs mapped on this basis.

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7. References

- ES Route Window W12 - Parliamentary Plan Sheets - ES Scheme Description

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Route Window W11 Stockley Flyover

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Contents

1. Description of the Works 445 1.1 Permanent Works 445 1.2 Temporary Works 446 2. Baseline Assessment 449 2.1 Local context 449 2.2 Listed Buildings and their Setting 450 2.3 Conservation Areas 451 2.4 Townscape 451 2.5 Zone of Visual Influence 454 2.6 Sensitivity 456 3. Impact of the Scheme 460 3.1 Listed Buildings and their Setting 460 3.2 Conservation Areas 460 3.3 Landscape / Townscape 460 3.4 Visual impacts 461 4. Summary 466 4.1 Listed Buildings and their Setting 466 4.2 Conservation Areas 466 4.3 Townscape 466 4.4 Visual Impacts 466 5. Summary Tables 468 6. Assumptions 471 7. References 472

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Route Window W11 Stockley Flyover

1. Description of the Works

1.1 Permanent Works

In order to create a new rail connection to Heathrow, Crossrail will require major changes to the track layout between the existing Stockley Flyover and Dawley Road Bridge, approximately 1 km to its east.

Structures will be built to convey a new track onto a new viaduct along the north side of the existing rail corridor. This northern viaduct will be about 400 m long. At each end of it, new bridge decks over the existing lines will be built. The first of these will be constructed northwest of the existing flyover, about 300 m east of Stockley Road Bridge. This western transfer structure will comprise two bridge decks that will carry a new track over all of the low level tracks in the GWML corridor. Another small western viaduct will then carry it to a point north of the airport tunnel portal. This new track will accommodate all trains travelling from Heathrow (both Crossrail and Heathrow Express).

At its eastern end, the viaduct widens as the single track diverges into two, opposite Swallowfield Way. An eastern transfer structure, 240 m long and up to 20 m wide, will be constructed to accommodate these new tracks and to carry one of them (Heathrow Express) to its new alignment between the existing low level tracks; the second (Crossrail) track will remain on the north side of the rail corridor. The two tracks will each be conveyed to ground level just west of Dawley Road bridge on 300 m long ramps.

Various track realignments will be required for this new arrangement. Eastbound Heathrow Express trains will be transferred from the existing Stockley flyover onto this new structure. Stockley flyover will then be used to accommodate westbound Crossrail airport trains. Westbound Heathrow Express trains will continue to use their dedicated track on the south side of the rail corridor. Other realignments will be required to take the low level tracks beneath the new bridge decks.

The new infrastructure will require the northern edge of the railway boundary to be moved northwards by up to 20 m between Stockley flyover and Dawley Road bridge.

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1.2 Temporary Works

Duration of Works

Subject to possession planning requirements and excluding final commissioning, the construction of the extended Stockley Flyover will take place over a period of approximately three years and nine months.

Enabling Works

Before the main works commence it will be necessary to demolish several buildings along the north side of the railway. These comprise buildings currently used by KGM Transport, HG Timber, Allpoint Packaging and Dagenham Motors on the Rigby Lane/Swallowfield Way Industrial Estate; premises used by Wackenhut on the Stockley Close Industrial Estate will need to be acquired but may not need to be demolished.

Other works will involve the cutting back of OHLE on the existing rail lines, diversions of utilities, and creation of the necessary worksites and accesses, including a temporary bridge over Broad Dock from the Stockley Close Worksite to the western viaduct.

Main Works

The western viaduct will require construction of a retaining wall on piled foundations on the west side of the Heathrow spur, allowing the existing railway to be widened south of the western viaduct. The western viaduct substructure will comprise in-situ reinforced concrete piers at 25 m intervals on piled foundations. The deck will comprise three steel beams with pre-cast reinforced concrete deck units.

A retaining wall will also be constructed on the east side of the Heathrow spur. This will be constructed using piled foundations and a reinforced concrete wall.

The western transfer structure will be constructed partly from the western side of the airport lines and partly from the northern side of the GWML. The substructure will comprise three parallel reinforced concrete walls constructed generally using strip foundations although a limited extent of piling will also be required. The middle wall of the western flyover will be constructed first, followed by the south wall and then by the north wall. On completion of the substructure, new deck beams will be installed crossing all the low-level tracks. One deck will

446 Route Window W11 Crossrail Line 1 Assessment of Heritage and Landscape Impacts – Volume 2 be constructed crossing over the main lines and a second deck structure will be built crossing the goods loop and relief lines.

The northern viaduct will comprise in-situ reinforced concrete piers at 25 m intervals on piled foundations.

The eastern transfer structure will comprise reinforced concrete walls on insitu strip foundations. The deck will consist of pre-stressed concrete beams spanning across the relief line tracks between the sub-structure walls.

Construction of the ramp for the Heathrow Express track will require the provision of a temporary bridge and level crossing during track possessions across the relief line tracks at the Dagenham Motors site. This will allow access across these tracks to the ramp itself. The bridge will be constructed using timber crib foundations, a supporting steel trestle pier and a truss bridge.

The higher sections of both the Heathrow Express Ramp and the Crossrail ramp will be of a similar construction to the northern viaduct, namely in-situ reinforced concrete piers on piled foundations supporting three steel beams for each span with pre-cast reinforced concrete deck units. The lower section of the ramps will be formed by pre-cast concrete ‘L’ shaped retaining wall units with earth infill material.

Track laying and track realignments will be undertaken, together with the provision of signalling and electrification works.

Construction plant required at the worksite will include mobile cranes, excavators, piling rigs, a vibrating roller/plate, compressors and generators.

Worksites and Access

Works for the flyover will be carried out from the following worksites:

- Stockley Close Worksite located west of the Heathrow spur, on the south side of the GWML, off Stockley Close. The worksite will be served by 22 lorries per day during the 13 week peak construction period and typically by 16 per day at other times.

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- HG Timber Worksite located to the northern side of the GWML on the site currently occupied by HG Timber. The worksite will be served by 22 lorries per day during the 37 week peak construction period and typically 14 per day at other times. - Allpoint Packaging Worksite located on the northern site of the GWML on the site currently occupied by Allpoint packaging. The worksite will be served by 10 lorries per day during the 37 week peak construction period and typically 6 per day at other times. - Dagenham Motors Worksite located on the northern side of the GWML on the site currently occupied by Dagenham Motors off Dawley Road. The worksite will be served by 12 lorries per day during the 46 week peak construction period and typically eight per day at other times.

Materials for the viaducts and transfer structures will be taken to and from the worksites by road. Materials for the track works will be partly delivered by rail.

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2. Baseline Assessment

2.1 Local context

Stockley Flyover occupies an urban fringe location. The surrounding area is dominated by residential and business uses, with some areas of open space.

The area to the north of the GWML comprises the Swallowfield Way, Adler and Kestrel Way industrial estates. These consist of light industrial and distribution uses, with a characteristic built pattern of warehouses, process buildings and 1-2 storey offices, separated by service yards. The Hanson concrete plant, located in the western part of this area, is a prominent local landmark.

A row of residential properties and a public house are located on the eastern side of Dawley Road. Beyond these, business uses predominate once more, comprising the Wansford Industrial Estate, Clayton Business Centre, Crown Trading Estate and The Alpha Estate. The Thorn EMI complex is prominent in this area.

The industrial area is adjoined to the north by the Grand Union Canal. Beyond this lies Stockley Park, a modern business campus in a landscaped setting. This is adjoined to the north by open space (mainly golf courses and recreation grounds), fringing the built-up edge of Hayes End and Yiewsley.

To the south of the main line, the existing Stockley Flyover and Heathrow branch are adjoined to the east by Hayes Repository. This is a former MOD facility that comprises a series of warehouse and office buildings, generally of no more than 2-3 storeys high, surrounded by open space. The site is currently subject to a planning application for mixed- use development. If this is successful, it is assumed that the use and built form of the site will change substantially.

Between the repository and Dawley Road, to the east, lies the Bourne Farm estate. This is an extensive residential area dating from 1930-60, comprising mainly two-storey semi- detached dwellings, together with several blocks of three-storey flats. Areas of local open space include Pinkwell Park, and community facilities such as a library and schools are located to the south of this area.

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To the east of Dawley Road, business uses are prominent (the Millington Road industrial estate), together with older residential areas forming the built-up area of Botwell/Hayes.

To the west, the Stockley Flyover/Heathrow Branch are adjoined by a corridor of open space which includes Stockley Road Lake and what appears to be an abandoned arm of the Grand Union Canal. This area comprises open water fringed by scrub and semi-mature trees (mainly willows). It is managed as a coarse fishery, and is not accessible to the public.

This area is adjoined to the west by Stockley Road (a dual-carriageway) and by the Stockley Close industrial estate. The latter is similar in character to the area to the north, comprising older industrial and distribution buildings, together with the modern 3-4 storey BMI training centre. Premises forming the southern part of the estate are currently vacant, whilst buildings on its eastern side have been demolished, presumably with a view to redevelopment.

To the west of Stockley Road lies the Lavender Rise/Mulberry Crescent residential area, which is similar in character to the Bourne Farm estate.

Southwards lies an area of typical urban fringe open land, comprising a golf course, playing fields, cemetery, allotments and smallholdings. This extends to the M4, where hotels such as the Holiday Inn are prominent.

The Townscape Character Baseline Plan for Stockley Flyover, Drawing No. 1E0416-W1E00- E00-F-00011, identifies the locations of key buildings and landmarks in the local landscape / townscape, local views, pedestrian and vehicular movement corridors, townscape character areas, urban gateways / nodes and the landscape planning designations that relate to the work sites and their surroundings. These baseline plans also illustrate the extent of the work sites for both the temporary and permanent works.

2.2 Listed Buildings and their Setting

Enterprise House, which is Grade II listed is located within the Thorn EMI site, east of Dawley Road, but is not within the approximate zone of visual influence of the works. There are no other listed buildings in the proximity of the works.

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2.3 Conservation Areas

The nearest Conservation Area defines the older part of the Thorn EMI site, east of Dawley Road.

2.4 Townscape

2.4.1 Character Areas and Landscape / Townscape Quality

The landscape / townscape character of the area is defined mainly by land use and built pattern. Four main character areas may be identified: Stockley Park, the older industrial areas, the residential areas and the urban fringe open land.

Stockley Park

Stockley Park lies to the north of the Grand Union Canal, distinguished by its modern buildings and its conspicuously designed setting, which set it apart from other business areas. Its buildings (mainly offices) are typically of 2-4 storeys height, and are surrounded by landscaped car parks and open space. Planting is generous, and is maturing to create a strong landscape framework. The open space includes several water bodies, with pedestrian bridges and sculptural features.

Industrial Areas

The older industrial areas comprise the Swallowfield Way and Stockley Close estates, together with those east of Dawley Road and the repository site. These areas are of overwhelmingly utilitarian character in terms of both their buildings and external spaces. Modern buildings are confined to the BMI training centre and several office buildings off Dawley Road.

Bourne Avenue

The residential character area is dominated by the Bourne Farm estate, which is typical of the mainly low-rise “council estates” built after World War II. The Lavender Rise/Mulberry Close area is if similar character. Older housing is confined to the periphery of the area east of Dawley Road.

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The Bourne Farm Recreation Ground

The open land to the south of the repository and the Bourne End estate is dominated by recreational and other urban fringe uses (allotments, grazing etc). Remnant hedgerows provide a degree of enclosure (e.g. fringing the Bourne Farm recreation ground). Much of this area appears to have been restored after disturbance, possibly by gravel working and by construction of the Heathrow Express tunnel.

Stockley Road Lakes

The undeveloped area around Stockley Road Lake forms an extension to this area, but is of locally contrasting character, with relatively dense vegetation and water views. Other open space (e.g. within the Bourne Farm estate) are too small and isolated to form character areas in their own right.

2.4.2 Key Townscape / Landscape Features and Resources

The Hanson concrete plant is a prominent local landmark. Other distinctive buildings include the BMI Training Centre, buildings within Stockley Park and Enterprise House (part of the Thorn EMI complex).

Vegetation is an influence on landscape character and views at the following locations: - within Stockley Park; - around Stockley Road Lake and the adjoining corridor of open space; - within the grounds of the repository; - within an area of abandoned allotments that lie between the Bourne Farm estate and the railway; and - along parts of the urban fringe (e.g. close to Bourne Farm recreation ground).

This vegetation mainly comprises mature scrub, remnant hedgerows and occasional mature or semi-mature trees. Although some of this vegetation is a locally important influence on views, its significance is cumulative, and no individual trees or vegetation groups can be considered to be landmarks.

The section of the railway corridor between the flyover and Dawley Road is relatively devoid of vegetation, comprising mainly low scrub with occasional trees.

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2.4.3 Strategic Views and Key Local Views

There are no strategic views in the vicinity of the site.

No local views are regarded as key to the extent that they are particularly sensitive or provide exceptional viewing opportunities.

Opportunities for unobstructed views along the railway corridor are provided from the Stockley Road and Dawley Road bridges. Such views will be restricted to pedestrians (of which there may be few) and to passengers in taller vehicles, and are not regarded as key local views.

2.4.4 Pedestrian / Vehicular Movement Corridors

Roads are the main movement corridors in the area, both for vehicles and pedestrians. Stockley Road (A408) is an arterial route linking urban areas northwards to Uxbridge with M4 Junction 4 (for access to Heathrow Terminals 1,2 and 3). Dawley Road links Hayes End, to the north, with Harlington, to the south.

The main local roads include Bourne Avenue (the main access to the Bourne Farm estate and the repository), Swallowfield Way (accessing the industrial estates to the north) and Longwalk Road/Furzeground Way (accessing Stockley Park).

The main pedestrian/cycle routes comprise the Grand Union Canal Walk, a network of paths within Stockley Park and a footpath linking Stockley Road with Bourne Avenue.

2.4.5 Landscape Planning Designations

The main areas of open land to the south of the built-up area, and surrounding and to the north of Stockley Park, are designated as Metropolitan Green Belt. This designation reflects their largely undeveloped character rather than any intrinsic landscape merit they may possess.

The corridor of open space around Stockley Road Lake, and extending northwards to the railway, is designated as a Site of Metropolitan Importance (SMI) for its nature conservation value. Although this is not a landscape designation, the habitats provide visual interest in the local area.

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The Grand Union Canal forms part of London’s “blue ribbon” network of waterways, and is of borough-wide importance as a publicly accessible “green” corridor through a largely built-up area. It is also designated as a Site of Metropolitan Importance (SMI) for its nature conservation interest.

There are two areas of land in close proximity to the rail corridor, at Dawley Park and at Stockley Close Estate which have recently obtained Planning Permission for redevelopment proposals.

2.5 Zone of Visual Influence

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

- The relationship of the railway to the surrounding area; - The general character and arrangement of land uses; - The proximity, scale and use of nearby buildings; and - The size and type of nearby vegetation.

The main line generally traverses this area at grade. Stockley Road and Dawley Road ramp up to cross over the line. The existing Stockley flyover carries the Up Heathrow track over the main relief lines by way of a box structure and reinforced earth embankments. The Heathrow lines then dive down to pass into cutting and a tunnel portal immediately south- east of Stockley Road Lake.

Winter-time views towards the railway corridor and flyover are defined mainly by the surrounding buildings, and by the two bridges (which intercept views from further along the railway). Between Stockley Road and Dawley Road, the railway corridor is enclosed to varying degrees on both sides by industrial areas, the Bourne Farm estate and the repository. The sense of enclosure varies; it is most consistent to the north and to the rear of Stormount Drive, but is more fragmented in the vicinity of the repository and the existing flyover.

As a result, successive buildings tend to close off most ground-level views over distances of up to about 200m. Where views do penetrate the “front rank” of buildings, they are mostly obstructed by the “second rank”.

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Vegetation is an influence on views in the vicinity of Stockley Road Lake, the repository and to the rear of properties in Stormount Drive/Clevedon Gardens/Burnham Gardens/Marlow Gardens/Windsor Gardens. Summer-time views from ground-level positions are likely to be substantially curtailed in these areas.

Longer-distance views are rare, and will in most cases be confined to upper storeys of buildings or to the Stockley Road and Dawley Road bridges.

The potential winter-time ZVI is defined as follows:

- To the West, by the Stockley Road embankment and bridge, by buildings within the Stockley Close industrial estate and (particularly in summer) by vegetation around Stockley Road Lake. - To the North, by the buildings of the Swallowfield Way/Adler/Kestrel Way/Thorn EMI industrial estates. Where gaps between these may allow views to extend further northwards, these are terminated either by successive industrial buildings or by vegetation along the canal or around the perimeter of Stockley Park. - To the East, by the Dawley Road embankment/bridge, and by the business uses flanking this to the north and south of the railway. - To the South, by the repository and the built pattern of the Bourne Farm Estate, reinforced in summer by intervening vegetation.

The main potential sources of views of the works may be summarised as follows:

- Occupants and users of the industrial estates including Stockley Close Industrial estate/ BMI training Centre and the repository; - Occupants and users of Stockley park (views probably confined to upper floors of buildings); - Users of the Grand Union Canal Walk; - Users of Stockley Road Lake (anglers); - Users of the Bourne Farm playing fields; - Users of the footpath between Stockley Road and Bourne Avenue; - Some users of Stockley Road and Dawley Road;

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- Residents of the Bourne Farm estate (primarily properties in Denbigh Drive, Stormount Drive, Clevedon Gardens, Burnham Gardens, Marlow Gardens, Windsor Gardens, the Guinness House/Peter Fagan House flats, and several blocks of flats to the south); - Occupants of office buildings close to Dawley Road; and - Passengers on First Great Western and Heathrow Express services.

2.6 Sensitivity

2.6.1 Sensitivity of Townscape / Landscape to Change

Built-Up Areas

The industrial areas are of low sensitivity to change. This reflects their functional character, and their robust pattern of relatively large-scale buildings and spaces. Features associated with the construction of the flyover and track works would be expected to be unremarkable within this setting. New railway infrastructure is also unlikely to be particularly intrusive within a context of existing industrial features.

The railway corridor is already locally prominent, due to the degree of visual and physical severance it creates, together with infrastructure such as the road overbridges, the existing flyover and OHLE (which extends eastwards from here towards London). As a result, the sensitivity of those areas lying within the ZVI of the railway is reduced.

Sensitivity to change is by definition increased by the presence of Conservation Areas or Listed Buildings. Thus, the sensitivity of the townscape becomes moderate to potentially high in and in the vicinity of the Thorn EMI/Botwell Conservation Area and Grade II listed Enterprise House.

The residential areas are of moderate sensitivity to change. Although, as built-up areas, they are able to accommodate a degree of change, their generally small-scale built pattern is more susceptible to adverse impacts due to the introduction of larger-scale features. The number of potential receptors, coupled with the amenity value of views from dwellings and gardens, increases this sensitivity.

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Open Land

The areas of open land are generally highly sensitive to change, due to their degree of visual exposure and the contrast with which new construction or infrastructural features may be perceived. This sensitivity is increased by proximity; the northern part of the Stockley Road Lake reserve is likely to be most sensitive, since it adjoins the sections of railway corridor in which work will take place.

Open space that is separated from the railway by built-up areas is less sensitive; this includes the “pocket parks” within the Bourne Farm estate, open space within Stockley Park, the canal corridor and open space to the south of the repository.

2.6.2 Sensitivity of Visual Receptors to Change

Table W11.1: Visual Receptors (Stockley Flyover Works) below identifies the key receptors who are likely to obtain views of the proposed temporary and permanent works, together with their sensitivity, the type of views and whether the views are of the temporary or permanent works.

Table W11.1 : Visual Receptors for the Stockley Flyover Works

Receptor Sensitivity Type of (Close Views under 1km of View

distance) Works Receptors Temporary Work Sites Permanent Direct View Oblique View Occupants and users of the Ground + 1 industrial estates north of the 9 9 9 9 Low upper floors railway Occupants and users of 2 Upper floors 9 9 9 9 Low Stockley Park Users of the Grand Union Canal 3 Ground 9 9 9 9 Moderate Walk 4 Users of Stockley Road Lake Ground 9 9 9 Moderate Users of Bourne Farm playing 5 Ground 9 9 9 9 High fields Users of the footpath between 6 Ground 9 9 9 9 Moderate Stockley Road/ Bourne avenue Users of Stockley Road + 7 Ground 9 9 9 9 Low Dawley Road Occupants and users of the 8 Ground 9 9 9 9 Low repository.

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Receptor Sensitivity Type of (Close Views under 1km of View

distance) Works Receptors Temporary Work Sites Permanent Direct View Oblique View Occupants and users of the Ground + 9 Stockley Close industrial 9 9 9 9 Low upper floors estate/BMI training centre. Occupants of approx. 20 Ground + 10 residential properties in Denbigh 9 9 9 9 High upper floors Close Occupants of approx. 30 Ground + 11 residential properties in 9 9 9 9 High upper floors Stormount Drive Occupants of approx. 50 residential properties in Ground + 12 Clevedon Gardens, Burnham 9 9 9 9 High upper floors Gardens, Marlow Gardens + Windsor Gardens. Occupants of approx. 30 Ground + 13 residential flats in Guinness 9 9 9 9 High upper floors House/Peter Fagan House. Occupants of flats elsewhere 14 Upper floors 9 9 9 9 High within the Bourne Farm estate Occupants of office buildings 15 Upper floors 9 9 9 9 Low close to Dawley Road Occupants of approx. 10 16 residential properties in Dawley Upper floors 9 9 9 9 High Road (north) 17 Rail passengers Trains 9 9 9 9 Low

Two groups of highly sensitive receptors have been identified: recreational users of local open space, and nearby residents.

The recreational receptors (users of Stockley Road Lake and the Bourne Farm playing fields) are assumed to be of moderate (rather than high) sensitivity, since most of them are likely to be involved in activities (angling, team sports) on which quality of setting is not a major influence.

It is estimated that occupants of up to 120 residential properties may have views of the works. All but about 10 of these properties are within the Bourne Farm estate. In addition there may be potential views from the Stockley Close Estate redevelopment to the west once this has been implemented However, the potential sensitivity of these receptors is tempered by the following factors:

- probably no more than about half of them would experience direct views;

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- viewing opportunities will in many cases be confined to upper floors (which in two-storey houses are not the main inhabited rooms); - many viewing opportunities are likely to be at least partly screened by vegetation in summer; and - these views are across existing railway corridors (with OHLE).

A further, potentially large group of receptors comprises occupants and visitors of the various business premises in the area. However, their sensitivity is assumed to be low, and in many cases their viewing opportunities will be restricted.

Receptors who live in or use properties that overlook the railway corridor can be assumed to be habituated to a certain degree to the impact of railway maintenance and construction activities. Occupants of about half of the potentially affected properties in the Bourne Farm area would also have experienced the impact of construction of the Heathrow link in 1995/6 if they were resident at that time.

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3. Impact of the Scheme

3.1 Listed Buildings and their Setting

There will be no impacts on the setting of Grade II listed Enterprise House.

3.2 Conservation Areas

The works close to Dawley Road may be visible from the edge of the Thorn EMI/ Botwell Conservation Area. However, they will have no significant impact on the setting of this area.

3.3 Landscape / Townscape

3.3.1 Impacts on Designated Townscape/Landscape

No areas of designated townscape/landscape will be directly affected by the works. The Stockley Road Lake reserve is designated for its nature conservation (rather than its landscape) interest, and this is addressed in the relevant Ecology Technical report.

3.3.2 Impact on Character Areas

The larger-scale construction features and areas are likely to be relatively prominent, particularly where the railway corridor is less enclosed and vegetation is insignificant. Once construction of the viaduct and box structures is well advanced, work will take place up to 8m above the level of the surrounding area. In addition, construction features will be visible for a considerable period of time.

The construction features will be visually consistent with much of the adjoining industrial areas, and are therefore not considered to represent a significant change to their setting.

The impact on the Bourne Farm estate will be more apparent, since construction features will contrast with the small-scale built pattern of the area. This will be most evident in the part of the estate immediately adjoining the railway, notably from sections of Denbigh Drive/Stormount Drive/Clevedon Gardens/Burnham Gardens/Marlow Gardens/Windsor Gardens, and the curtilage of Guinness House/Peter Fagan House. Nevertheless, although these features will be potentially intrusive, they will affect the setting of the area rather than its intrinsic character, and their impact is therefore not considered to be significant.

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The temporary impact on the character of the Carp Ponds and Broad Dock will be significant, due to physical landtake, vegetation loss and reduction in the area of visible water. In addition, construction work will dominate the immediate setting of this area. Impacts on other areas of open space will be indirect and will not affect their character.

The permanent works will be visually consistent with the existing character of the railway corridor, and in particular with the existing flyover. Although the eastern viaduct and box structure will extend such infrastructure along a new section of the corridor, the overall degree of change is not considered to be significant.

The new infrastructure will be visible from parts of the adjoining character areas, notably from within the Bourne Farm estate, the industrial estates and the open areas to the south-west. However, the prominence of these features will be insufficient to affect the intrinsic character of these areas. This is considered to apply also to Stockley Road Lake. Although the new viaduct will be particularly prominent from the northern part of this area (and will oversail the eastern edge of the lakes), it is not considered to alter the setting of the area to a fundamental degree.

3.4 Visual impacts

The Visual Appraisal Plan for Stockley Flyover Drawing No. 1E0316-W1E00-E00-F-00011 illustrates the approximate Zone of Visual Influence for the proposed temporary and permanent works, and identifies the principal locations from which views of the development would be obtained.

The magnitude of visual impact that would be generated by the temporary works on each receptor group is identified in Table W11.2: Potential Temporary Impacts on Receptors (Stockley Flyover Works).

Table W11.2 : Potential Temporary Impacts on Receptors (West Drayton)

Magnitude Receptor Sensitivity of Potential (Close Views under 1km distance) of Significance Impact on Receptors Receptors Occupants and users of the industrial Moderate/ 1 Low NSIG estates north of the railway High Occupants and users of Stockley 2 Low Low NSIG Park

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Magnitude Receptor Sensitivity of Potential (Close Views under 1km distance) of Significance Impact on Receptors Receptors 3 Users of Grand Union Canal Walk Moderate Low NSIG 4 Users of Stockley Road Lake Moderate High SIG (-) 5 Users of Bourne Farm playing fields High Low NSIG Users of Stockley Road/Bourne 6 Moderate Low NSIG Avenue footpath Users of Stockley Road + Dawley Low/ 7 Low NSIG Road Moderate Moderate/ 8 Occupants + users of the repository Low NSIG High Occupants + users of Stockley 9 Low High NSIG Close/BMI Training Centre Occupants of approx. 10 residential 10 High High SIG (-) properties in Denbigh Close Occupants of approx. 30 residential 11 High High SIG (-) properties in Stormount Drive Occupants of approx. 50 residential properties in Clevedon Gardens, 12 High High SIG (-) Burnham Gardens, Marlow Gardens + Windsor Gardens Occupants of approx. 30 residential 13 flats in Guinness House/ Peter Fagan High Moderate SIG (-) House Occupants of flats elsewhere within 14 High Low NSIG Bourne Farm estate. Occupants of office buildings close to 15 Low Low NSIG Dawley Road Occupants of approx. 10 residential 16 High Low NSIG properties in Dawley Road (north) 17 Rail passengers Low Moderate NSIG

Temporary significant effects are predicted for users of Stockley Road Lake and the occupants of approx. 120 residential properties in overlooking the works from the south.

Even if visitors to Stockley Road Lake are assumed to be of moderate rather than high sensitivity, the scale, proximity and duration of the construction works, together with their physical impact, are likely to reduce the amenity of these visitors to a significant degree.

In mitigation, however, it should be noted that this effect will be temporary, and will be confined to the northern part of the site, whilst it is assumed that vegetation removed to accommodate the construction works will be reinstated.

A high proportion of the properties in Denbigh Close/Stormount Drive/Clevedon Gardens/Burnham Gardens/Marlow Gardens/Windsor Gardens/Guinness House/Peter

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Fagan House will have direct and largely unobstructed views of the works. These views will generally be over distances of between 70-80m, but are in some cases as short as 40m. The major part of the construction works, notably the eastern viaduct, the two box structures and the ramps, will be prominent in these views for much of the construction period. The scale and proximity of the works, the character of the views and the sensitivity of the receptors will combine to represent a significant effect.

In mitigation, it is likely that many of these views will be confined to upper floors only, and that the impact will be temporary.

In all other cases, the predicted effects are not deemed to be significant. This is because receptors are of low sensitivity (e.g. occupants of business premises), or because views are oblique and /or over greater distances (e.g. from residential properties in Dawley Road).

The magnitude of visual impact that would be generated by the permanent works on each group of receptors is identified in Table W11.3: Potential Permanent Impacts on Receptors (Stockley Flyover).

Table W11.3: - Potential Permanent Impacts on Receptors (Stockley Flyover)

Magnitude Receptor Sensitivity of Potential (Close Views under 1km of Significance Impact on distance) Receptors Receptors Occupants and users of the 1 industrial estates north of the Low Low NSIG railway Occupants and users of Stockley 2 Low Low NSIG Park 3 Users of Grand Union Canal Walk Moderate Low NSIG 4 Users of Stockley Road Lake Moderate Moderate NSIG Users of Bourne Farm playing 5 High Low NSIG fields Users of Stockley Road/Bourne 6 Moderate Low NSIG Avenue footpath Users of Stockley Road + Dawley 7 Low Low NSIG Road Occupants + users of the Moderate/ 8 Low NSIG repository High Occupants + users of Stockley 9 Low Moderate NSIG Close/BMI Training Centre Occupants of approx. 10 10 residential properties in Denbigh High Moderate SIG (-) Close

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Magnitude Receptor Sensitivity of Potential (Close Views under 1km of Significance Impact on distance) Receptors Receptors Occupants of approx. 30 11 residential properties in Stormount High High SIG (-) Drive Occupants of approx. 30 12 residential properties in Clevedon High High SIG (-) Gardens and Burnham Gardens Occupants of approx. 20 13 residential properties in Marlow High Moderate SIG Gardens and Windsor Gardens Occupants of approx. 30 14 residential flats in Guinness Close/ High Low NSIG Peter Regan House Occupants of flats elsewhere 15 High Low NSIG within Bourne Farm estate. Occupants of office buildings close 16 Low Low NSIG to Dawley Road Occupants of approx. 10 17 residential properties in Dawley High Low NSIG Road (north) 18 Rail passengers Low Moderate NSIG

Permanent significant effects have been identified on the visual amenity of approximately 80 residential properties in Denbigh Close, Stormount Drive, Clevedon Gardens, Burnham Gardens, Marlow Gardens and Windsor Gardens.

The permanent structures of the new flyover will be very prominent in views from these properties over relatively short distances. The fundamental character of these views will not change, i.e. they will continue to comprise a railway corridor with an industrial background. However, the relative prominence of railway infrastructure will increase dramatically, with the effect of foreshortening these views and increasing the visibility of trains. This impact will be less apparent in summer, when some screening will be provided by vegetation within gardens and the overgrown allotments.

In mitigation, a landscape bund will be constructed as part of the scheme on allotments to the south of the railway. With this in place there will however, be significant residual visual impacts for residents at 18 properties on 6-32 Denbigh Drive and 26-28 Windsor Gardens. Consultation will be undertaken with LB Hillingdon on the design and form of the bund, since, although reducing visual impact, it will result in a community impact because of its land take from the allotments (see Community Impacts). Were the bund not to be built, significant

464 Route Window W11 Crossrail Line 1 Assessment of Heritage and Landscape Impacts – Volume 2 visual impacts would affect, in addition to the residents on Stormount Drive, residents of an additional 15 properties in Denbigh Drive.

The permanent impact on users of Stockley Road Lake is not considered to be significant. Although the western viaduct will encroach into this area, and will oversail the northern water body, the character of the setting will not change to a degree that will significantly affect the amenity of those using the area (mainly anglers). In addition, it is assumed that vegetation lost during construction will be reinstated, and that the vegetated eastern margin of the lakes will be restored over time.

The Year 1 predicted effects would result in significant impacts for the reason set out above. However as the planting on the bund matures the likely impacts will continue to reduce.

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4. Summary

4.1 Listed Buildings and their Setting

There will be no impacts on the setting of Grade II listed Enterprise House, and no significant impacts on any other listed buildings or their setting in this route window.

4.2 Conservation Areas

The works close to Dawley Road may be visible from the edge of the Thorn EMI Botwell Conservation Area. However, they will have no significant impact on the setting of this area. There will be no significant impact on Conservation Areas in this route window.

4.3 Townscape

The temporary works are considered to have a significant impact on the character of the Stockley Road Lake area. Although the new infrastructure will intrude into and be visible from this area, it is not considered that the setting of the area will be altered to a fundamental degree. This impact will not be permanent.

Although the permanent works will affect the character of the railway corridor between the Stockley Road and Dawley Road bridges and both construction and permanent features will be visible to varying degrees from nearby areas, the character of these areas will not change fundamentally.

4.4 Visual Impacts

The construction works are considered to have a potentially significant impact on the amenity of about 120 residential properties overlooking the railway corridor from the south, as well as on the amenity of users of Stockley Road Lake. This reflects the proximity, prominence and duration of the works, together with the sensitivity of these receptors.

The permanent works are considered to give rise to significant effects on the visual amenity of about 80 residential properties overlooking the railway corridor from the south. The new flyover structures will represent a step-change in the relative prominence of railway infrastructure in views from these properties. In mitigation, a landscape bund will be constructed as part of the scheme on allotments to the south of the railway. With this in

466 Route Window W11 Crossrail Line 1 Assessment of Heritage and Landscape Impacts – Volume 2 place there will however, be significant residual visual impacts for residents at 18 properties on 6-32 Denbigh Drive and 26-28 Windsor Gardens. Consultation will be undertaken with LB Hillingdon on the design and form of the bund, since, although reducing visual impact, it will result in a community impact because of its land take from the allotments.

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5. Summary Tables

There are no significant impacts on listed buildings, the setting of listed buildings or conservation areas in this route window, hence these are not included within the summary tables.

Predicted impacts on landscape / townscape character and visual amenity are summarised in Table W11.4: Summary Table of Temporary Impacts and Table W11.5: Summary Table of Permanent Impacts, including any committed mitigation and residual impacts.

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Route WindowW11 Assessment ofHeritage and Landscape Impacts –Volume2 Crossrail Line 1 Table W11.4: Summary Table of Temporary Impacts (Route Window W11)

Route Window W11 – Temporary Impacts

Residual Impact Works and potential impact Significance Mitigation Description Significance Loss of vegetation from Stockley Physical impact of: Not None Road Lake reserve, plus Not Significant Construction plant and compounds. Significant proposed demolition of structures within industrial estates. Impact on character of: None Impact will cease when Significant Significant Stockley Park Lake reserve. practicable. construction is complete. Temporary + permanent works Impact on other character areas: Not None would be visible, but no Not Significant Intrinsic character of surrounding areas not affected. Significant proposed. fundamental change to character. Impact on setting of Listed Building and Conservation Not None Area: Minimal. Not Significant Significant proposed No material effect. Impact on visual amenity of approx. 120 residential properties: Properties in in Denbigh Drive/Stormount Drive/ None None (effect will disappear when Significant Significant Clevedon Gardens/ Burnham Gardens/ Marlow practicable work completed). Gardens/ Windsor Gardens/ Guinness House/ Peter Fagan House Impact on visual amenity of: None Impact will cease when Significant Significant Users of Stockley Road Lake Practicable construction is complete Impact on visual amenity of: Not None Minimal. Not Significant Other receptors Significant proposed.

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Route Window W11 – Permanent Impacts

Residual Impact Works and potential impact Significance Mitigation Description Significance Physical impact of: Extended flyover + ramp, Not Significant None proposed. Not Significant Demolitions and new structures. slewed tracks etc. Physical Impact of: Not Significant Assumed reinstatement None Not Significant Vegetation loss Impact on character areas Increase in visual influence of railway Additional infrastructure within Not Significant None proposed Not Significant infrastructure, but fundamental character of railway corridor. surrounding areas will be unaffected. Impact on setting of Conservation area + Not Not Significant None required. No material impact. Listed Buildings Significant. Impact on visual amenity of approx. 80 Significant impacts from Significant residential properties ground-level could be (but number Landscaped bund proposed Properties in Stormount Drive/Clevedon Significant eliminated; overall number of of receptors within disused allotments. Gardens/Burnham Gardens/Marlow properties affected could be much Gardens/Windsor Gardens reduced by about 75%. reduced) Character of views across Impact on visual amenity of: Not Significant None required. railway corridor will not change Not Significant Other receptors. fundamentally. Route WindowW11

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6. Assumptions

- Temporary work sites will be returned to their previous condition and use, e.g. surfaced areas such as car parks will be reinstated and soft areas will be grassed or planted with shrubs. - 2.4 and 3.6 metre high timber hoarding around the perimeter of temporary work sites. - Desk-top studies and a number of site visits were undertaken during September and October 2004 and therefore this assessment was undertaken during the late summer period when vegetation was in leaf. However, when considering the landscape and visual impacts of the scheme, an assessment of the potential winter situation has been estimated / taken into account and ZVIs mapped on this basis.

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7. References

- ES Route Window W11 - Parliamentary Plan Sheets. - ES Scheme Description

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Route Window W10 Hayes and Harlington

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Contents

1. Description of the Works 477 1.1 Permanent Works 477 1.2 Temporary Works 478 2. Baseline Assessment 480 2.1 Local context 480 2.2 Listed Buildings and their Setting 481 2.3 Conservation Areas 482 2.4 Townscape 482 2.5 Zone of Visual Influence 485 2.6 Sensitivity 486 3. Impact of the Scheme 490 3.1 Listed Buildings and their settings 490 3.2 Conservation Areas 490 3.3 Landscape / Townscape 490 3.4 Visual impacts 492 4. Summary 495 4.1 Listed Buildings and their setting 495 4.2 Conservation Areas 495 4.3 Townscape 495 4.4 Visual Impacts 495 5. Summary tables 496 6. Assumptions 499 7. References 500

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Route Window W10 Hayes and Harlington

1. Description of the Works

1.1 Permanent Works

New Crossrail Track and Bridge Modifications

The eastbound goods line on the north side of the rail corridor currently merges with the relief line just west of Station Road bridge. This will be extended eastwards to become a new eastbound Crossrail airport line. This will widen the rail corridor northwards by about 15 m and require that Station Road bridge be extended to accommodate the new line. Refurbishment of the northern-most span of the Grand Union Canal bridge, immediately to the east of Hayes and Harlington station, will also be required to accommodate the new track layout.

Hayes and Harlington Station

The new Crossrail track will be installed on the north side of the relief lines and will serve a new through platform (platform five) at Hayes and Harlington station. This platform will normally be used by Crossrail trains from Heathrow; the current eastbound relief line platform (platform four) will normally be used by all other eastbound trains. Crossovers will, however, be installed to allow all eastbound trains to use platform five, and enable platform four to be used to reverse trains, either westbound-eastbound or vice versa.

Other platforms will be extended eastwards to accommodate Crossrail trains: platform two by 57 m, platform three by 64 m, platform four by 60 m and platform one by 101 m.

A new 500 m2 station building will be constructed on the north side of platform five. A new 45 m long pedestrian footbridge, approximately 9 m above rail level, will be constructed leading from the new ticket hall, with provision of lift access to all platforms.

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1.2 Temporary Works

Duration of Works

Subject to possession planning requirements and excluding final commissioning, the construction works at Hayes and Harlington station will take place over a period of approximately two years and seven months.

Enabling Works

Before the main works commence it will be necessary to demolish a number of buildings. These comprise 107-131 (odd) Station Road, station buildings on Station Road, station buildings and canopies on the northern platforms four and five, and a small waiting shelter on platforms two and three.

Other works will involve the provision of a temporary road bridge on the western side of Station Road, the diversion of the utilities and services onto this, and the creation of the necessary worksites and access points.

Main Works

The new span to Station Road bridge will be constructed using two lines of contiguous bored piles with pre-cast concrete beams as deck. On completion of this and of the finishing works and laying of services, the temporary bridge over the lines to the west will be removed.

The northern span of the Grand Union Canal bridge will be refurbished to accommodate the new track layout. Refurbishment will require steelwork repairs and strengthening works, waterproofing of the deck, and grit blasting and repainting of all steelwork.

For the extension to eastbound goods loop, a short length of retaining wall will be built immediately west of Station Road bridge, and the railway formation widened. New track will then be laid from the current eastern end of the eastbound goods loop, under Station Road bridge, through the station, joining with the existing eastbound relief line immediately east of Grand Union Canal bridge. Following the main civil works in the area, trackwork to the site will be realigned as necessary and a number of crossovers east and west of the station will be installed.

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At Hayes and Harlington station, a temporary ticket hall will be constructed within the car park on the south side of the station, and a temporary footbridge will be provided half way along the platforms. Trains will use the eastern section of the extended platforms. Following this, the existing station buildings and platform canopies will be demolished and a new station ticket hall will be constructed to the north of the railway tracks. On completion of the station works, a new footbridge with lifts will be installed at the western end of the platforms to allow access to all platforms. New platform canopies and waiting areas will be constructed. Trains will then be able to use the full length of the platforms and the temporary footbridge and ticket hall will be removed.

During the main station works, all platforms will be extended eastwards and the northern platform face (platform five) will be realigned to increase the width of island platform four/five. These extensions will require a minor realignment of the relief line tracks. The extension of the main and relief line platforms will be completed early to allow trains to stop at the eastern end of the platforms.

Construction plant required for the station and bridge works will include a piling rig, cranes, compressors, excavators and generators.

Worksites and Access

Works will be undertaken from three main worksites, one west of Station Road bridge (Station Road bridge worksite) on the south side of the railway, and two east of Station Road bridge, one on each side of the railway (Station worksites north and south). The Station Road bridge worksite will be served by eight lorries per day during the 22 week peak of construction, and typically by six at other times. For the two Station worksites, peak construction will last 25 weeks, during which time 12 lorries per day will serve the north worksite and six, the south. At other times the worksites will be served typically by eight and four lorries respectively.

All materials will be taken to and from the site by road. Access to the worksites will be via Station Road, Viveash Close or Station Approach.

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2. Baseline Assessment

2.1 Local context

This section of the route traverses a wholly urban area dominated by residential and business/industrial uses. The relatively dense urban pattern is interrupted only where sites are under-utilised or vacant (e.g. the triangular site to the north of the station), or where a corridor of open land has been retained along the floodplain of the Yeading Brook.

The railway corridor runs on an east/west alignment through the area, separating Hayes Town Centre (to the north) from Harlington (to the south). The Grand Union Canal also passes through the area, on a north-west/south-east alignment, passing beneath the railway just east of the station. To the east of the Yeading Brook, the Paddington Arm branches off to the north, also passing beneath the railway.

East of the main canal crossing, the railway runs onto embankment to cross the Yeading Brook valley. Prominent bridges carry roads over the railway at Bournes Bridge (Dawley Road), Station Road and the A312/Hayes Bypass (a multi-span concrete viaduct).

To the north of the route, the area between the railway and the canal is dominated by industrial/business uses, including the Warnford Industrial Estate and the Thorn EMI plant. A small area of residential uses remains between Blyth Road and Clayton Road, comprising two-storey terraces dating from around 1900.

Station Road is the main commercial thoroughfare through the area, and is adjoined northwards by shops, offices and community facilities, extending northwards to cross over the canal towards Hayes Town Centre. The core of retail and civic uses lies around the junction of Station Road, Botwell Lane and Pump Lane, about 200m north of the station. This core is adjoined by residential areas centred on Nield Road/St. Anselms Road and between Crown Close, Silverdale Road and Chalfont Road.

To the east of Station Road, the site immediately north of the station is partly vacant and partly occupied by uses such as a scrap yard. This site is adjoined to the north by the canal, beyond which lies the residential streets of Western View/Silverdale Road.

From Silverdale Road east to the A312 viaduct, the area is dominated by industrial and business uses, including The Argent Centre, Factory Centre and the Tarmac concrete plant,

480 Route Window W10 Crossrail Line 1 Assessment of Heritage and Landscape Impacts – Volume 2 which is served by the railway. East of the A312, a corridor of open land extends northwards along the Yeading Brook.

To the south, the railway is adjoined initially by business uses, around the Dawley Road/North Hyde Road roundabout. The area between North Hyde Road is residential, comprising semi-detached housing dating from around 1930. Business uses (the Westlands Estate) predominate to the south of North Hyde Road.

To he east of Station Road, business/industrial uses occupy the area bounded by Nestle’s Avenue, the railway and the canal. These uses comprise storage units and the Nestle’s factory, which is a prominent local landmark. Residential uses predominate between Nestle’s Avenue and North Hyde road, together with some shops and community uses.

To the east of the canal, business uses continue to predominate, comprising the GE Capital Flight Training Centre and the British Airways Engineering Centre. A DHL lorry depot and Volvo HGV repair centre occupy land beneath and adjoining the A312 viaduct. To the east of this, a vacant site adjoins the Grand Union Canal (Paddington Arm), beyond, which lie further business uses (the International Trading Estate).

The Townscape Character Baseline Plan for Hayes and Harlington Station Drawing No. 1E0416-W1E00-E00-F-00010 identifies the locations of key buildings and landmarks in the local landscape / townscape, local views, pedestrian and vehicular movement corridors, townscape character areas, urban gateways / nodes and the landscape planning designations that relate to the work sites and their surroundings. These baseline plans also illustrate the extent of the work sites for both the temporary and permanent works.

2.2 Listed Buildings and their Setting

No listed buildings are directly affected although four Grade II listed buildings have been identified nearby:

- Enterprise House, a factory of c. 1912, which lies within the Thorn EMI Conservation Area (outside this route window); - An industrial building in Silverdale Road (formerly part of the Wall’s food factory); and - Bull’s Bridge, a brick arch canal bridge across the Paddington Arm, located within the Conservation Area of the same name. - The Benlow Works, an industrial building in Silverdale Road.

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2.3 Conservation Areas

There are two Conservation Areas in the vicinity:

- The Thorn EMI, Botwell Conservation Area, comprises the original Thorn EMI factory site. This area adjoins the northern side of the railway corridor to the east of Bournes Bridge. - The Bull’s Bridge Conservation Area protects the setting of the junction between the main line and Paddington Arm of the Grand Union Canal. It is located about 250m south of the railway.

2.4 Townscape

2.4.1 Character Areas and Landscape / Townscape Quality

The landscape / townscape character of the area is defined mainly by land use and built pattern. Four main character areas may be identified:

- Hayes Town Centre Character Area - Hayes / Harlington Character Area - Squirrel Trading Estate Character Area - Southall Gas Works Character Area

Hayes Town Centre Character Area:

Hayes Town Centre comprises a zone of commercial and retail uses extending northwards along Station Road to the town centre itself, surrounded by residential streets. The latter comprise terraced housing dating from around 1900 in Clayton Road, Nield Road, Austin Road and Silverdale Road, with some modern (around 1970) housing in Crown Close. Buildings are mostly two storey, with two 7-9 storey office blocks in Station Road and a 10- storey residential tower at Skeffington Court. This character area are also encompasses an industrial area to the west that lies between the railway and canal and to the south of North Hyde Road. This part of the character area comprises a series of typical warehouse and process buildings, together with some modern business units. Buildings are typically 2/3 storey, with large footprints, surrounded by service yards and parking.

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Hayes / Harlington Character Area:

The Southern Residential Area includes the housing between Keith Road/North Hyde Road. This is mostly two-storey semi-detached housing dating from around 1930.

Squirrel Trading Estate Character Area:

This Industrial Area comprises the industrial/business uses that extend eastwards from Station Road and Silverdale Road to the A312. The area also contains the large Nestle Beverage Division Factory and 1930’s semi-detached housing to the south of Nestle’s Avenue. This area continues to the east of the canal (Paddington Arm) as business uses extend into Southall.

Southall Gas Works Character Area:

The Yeading Brook runs through the centre of this character area. The corridor is most clearly defined to the north of the railway, comprising a wedge of open land between the A312 and the canal (Paddington Arm). South of the railway, the corridor is interrupted by business uses, and remains as a strip of land between the brook and the A312.

2.4.2 Key Townscape / Landscape Features and Resources

The two office blocks on Station Road, the Skeffington Court flats and the Nestle factory are distinctive local landmarks.

Vegetation has a very limited influence on landscape character and views. The most prominent vegetation is mature scrub and occasional groups of trees including Ash, Hawthorn, Elder and Elm species along the perimeter of the railway corridor (e.g. to the rear of properties in Keith Road), along the canal and along parts of the Yeading Brook. Mature trees are also prominent at the front of the Nestle factory and within open space at Old Station Road.

The corridor of open land along the Yeading Brook is of strategic importance as a “green wedge” separating the built-up areas of Hayes and Southall. The canal is locally important as a linear open space and wildlife corridor.

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2.4.3 Strategic Views and Key Local Views

There are no strategic views in the vicinity of the site.

No local views are regarded as key to the extent that they are particularly sensitive or provide exceptional viewing opportunities.

Pedestrians using Bournes Bridge, the Station Road overbridge and the A312 viaduct gain relatively long-distance views along the railway corridor and across the surrounding area.

Panoramic views are likely to be gained from taller buildings. However, since these locations either are not publicly accessible, or are of little value in visual amenity terms, they are not considered to represent key local views.

2.4.4 Pedestrian / Vehicular Movement Corridors

The main roads in the area comprise:

- Dawley Road and North Hyde Road (A437), which link Hayes and Hillingdon, to the north, with Hounslow and Heathrow Airport; - A312/Hayes Bypass, which is an arterial route linking Harrow and the A40, to the north, with M4 Junction 3; and - Station Road, which links Hayes Town Centre, to the north, with Harlington to the south.

Pedestrian/cycle movement through the area takes place mainly along the pattern of local streets. The Grand Union Canal Walk, however, is a pedestrian route of borough-wide importance.

2.4.5 Landscape Planning Designations

Open space along the Yeading Brook, to the north of the railway, is designated as Metropolitan Green Belt.

The Grand Union Canal forms part of London’s “blue ribbon” network of waterways, and is of borough-wide importance as a publicly accessible “green” corridor through a largely built-up area. It is also designated as a Site of Metropolitan Importance (SMI) for its nature conservation interest.

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2.5 Zone of Visual Influence

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

- The relationship of the railway to the surrounding area; - The general character and arrangement of land uses; - The proximity, scale and use of nearby buildings; and - The size and type of nearby vegetation.

Views towards the railway corridor are mainly defined by the surrounding land uses and buildings. The edge of the built-up area represents the extent of the ZVI in most locations.

To the west of Station Road, the railway corridor is tightly enclosed by industrial buildings to the north and by housing along Keith Road to the south. East of the station, the enclosure remains to the south, with warehousing and the Nestle factory. To the north, views open up across a vacant site, extending to residential and business premises to the north of the canal.

The canal provides a corridor of glimpsed views, before industrial buildings, notably the Tarmac plant to the north and the BA Engineering building to the south, enclose the railway corridor once more.

The A312 viaduct largely obstructs views along the railway corridor. To the east, views open out along the Yeading Brook valley and then the Southall gasworks site. To the south, enclosure is restored by International Trading Estate and Brent Park Industrial Estate. In summary, the potential winter-time ZVI to the north of the railway is defined from west to east by the following:

- Industrial buildings between Bournes Bridge and Station Road; - The Station Road bridge and approach embankment, together with the station and adjoining buildings; - Buildings to the north of the canal between Station Road and the railway bridge; and - the Industrial buildings between the canal bridge and the A312 viaduct.

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

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- Residential properties in Keith Road (reinforced in summer by vegetation along their rear boundary); - Business premises between Station Road and the canal bridge (also reinforced by vegetation in summer, including mature poplars close to the station); and - Business premises between the canal bridge and the A312 viaduct (also reinforced in places by vegetation).

The main potential sources of views of the works, in the area north of the railway, may be summarised as follows:

- Occupants of business/industrial premises in Blyth Road; - Users of the station; - Users of Station Road and of nearby shops and offices; - Residents of properties immediately north of the canal and east of station Road, mainly in Western View and the Skeffington Court tower block; - Users of the canal and towpath; and - Occupants of business premises between the canal and the A312.

The main potential sources of views of the works, in the area south of the railway, may be summarised as follows:

- Occupants of residential properties in Keith Road (including Brunel House flats); - Users of the Elim Church in Keith Road; - Users of Station Road; - Users of the car park accessed from Viveash Close; - Occupants of business premises between Station Road and the canal, including the Nestle factory; and - Users of the canal and towpath.

2.6 Sensitivity

2.6.1 Sensitivity of Townscape / Landscape to Change

Built-Up Areas

The industrial/business areas are of low sensitivity to change. This reflects their functional character, and their robust pattern of relatively large-scale buildings and spaces. Features

486 Route Window W10 Crossrail Line 1 Assessment of Heritage and Landscape Impacts – Volume 2 associated with the railway construction works would be expected to be unremarkable within this setting. New railway infrastructure is also unlikely to be particularly intrusive within a context of existing industrial features.

The railway corridor is locally prominent, due to the degree of visual and physical severance it creates, together with infrastructure such as the road bridges and OHLE. As a result, the sensitivity of those areas lying within the ZVI of the railway is reduced.

Sensitivity to change is by definition increased by the presence of Conservation Areas and Listed Buildings. Thus, the sensitivity of the townscape becomes moderate to potentially high within the setting of the Thorn EMI Conservation Area, the former Walls factory and Bull’s Bridge.

The residential areas are of moderate sensitivity to change. Although, as built-up areas, they are able to accommodate a degree of change, their small-scale built pattern is more susceptible to adverse impacts due to the introduction of larger-scale features. The number of potential receptors, coupled with the amenity value of views from dwellings and gardens, increases this sensitivity.

Open Land

The area of green space along the Yeading Brook is potentially highly sensitive to change, due to their potential degree of visual exposure and the contrast with which new construction elements or features of infrastructure may be perceived. The green corridor of the canal is also relatively more sensitive, although the character of this corridor is often compromised by the poor quality of surrounding areas.

Open space that is separated from the railway corridor by buildings, or that is embedded within the built-up area (e.g. at Old Station Road) is less sensitive. Vacant sites such as those to the north of the station and east of the A312 viaduct are also of reduced sensitivity, and may in any event be redeveloped in future.

2.6.2 Sensitivity of Visual Receptors to Change

Table W10.1: Visual Receptors (Hayes and Harlington Station Works) below identifies the key receptors who are likely to obtain views of the proposed temporary and permanent

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Table W10.1: Visual Receptors for the Hayes and Harlington Station Works

Receptor Sensitivity Type of (Close Views under 1km of

View View

distance) Works Receptors Oblique Temporary Work Sites Permanent Direct View Occupants of business 1 Upper floors 9 9 9 9 Low premises off Blyth Road 2 Users of the station Ground 9 9 9 9 Low Users of Station Road + Ground + 3 9 9 9 9 Low nearby shops/offices upper floors Occupants of residential 4 properties in western View + Upper floors 9 9 9 9 High Skeffington Court Users of the main canal and 5 Ground 9 9 9 9 Moderate towpath Occupants of business Ground + 6 premises between the canal 9 9 9 9 Low upper floors + A312 Occupants of residential 7 Upper floors 9 9 9 9 High properties in Keith Road Occupants if residential flats 8 Upper floors 9 9 9 9 High at Brunel House 9 Users of the Elim Church Upper floors 9 9 9 9 Moderate Users of Viveash Close car 10 Ground 9 9 9 9 Low park Occupants of business Ground + 11 premises between Station 9 9 9 9 Low upper floors Road + the canal

The most sensitive receptors in the area comprise local residents. It is estimated that occupants of about 60 residential properties may experience views of the works. These may be summarised as follows:

- Views of the track works to the west of Station Road can be obtained from about 30 properties in Keith Road. Although some of these views will be direct, and over short distances (25-30m), a proportion of them will be obstructed in the summer by vegetation, and may be confined to upper floors.

- Views of the Station Road bridge works and station remodelling from between 10-20 properties at the eastern end of Keith Road (including flats in Brunel House) and in Station Road (possible residential uses above shops). These views will be over

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- distances of between 20-100m. Whilst many of them will be direct, some will be obstructed by intervening features.

- Views of the station works and track works east of Station Road from potentially 25 properties in Western View/Skeffington Court.

A second, potentially sensitive group of receptors comprises users of public open space, principally the canal/towpath.

The remaining receptors in the area include occupants of business premises, users of the station and nearby roads and pedestrian routes. In all cases, their sensitivity is assumed to be low.

Receptors who live in or use properties that overlook the railway corridor can be assumed to be habituated to a certain degree to the impact of railway maintenance and construction activities.

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3. Impact of the Scheme

3.1 Listed Buildings and their settings

There are no listed buildings which are directly affected by the proposed works.

The station works, including the completed building (notably the canopy), may fall within the setting of the former Wall’s factory in Silverdale Road. However, this setting is influenced mainly by intervening buildings. The impact of the works will therefore be minor, and not significant.

3.2 Conservation Areas

Work within the railway corridor west of Station Road is likely to fall within the setting of the Thorn EMI Conservation Area (and possibly also of Enterprise House). Both the temporary and permanent works are considered to have no more than a minor impact on this setting, which will not be significant.

3.3 Landscape / Townscape

3.3.1 Impacts on Designated Townscape/Landscape Resources

The existing station entrance, the shops/offices fronting onto Station Road, and the former goods shed are to be demolished. These buildings are not of architectural merit and are in some cases in a visibly poor condition. Their removal will not have a significant impact on townscape character.

3.3.2 Impacts on Character Areas

Large-scale construction features such as cranes will be visible across much of the surrounding area and along the railway corridor. The impacts of the temporary works on landscape / townscape character areas may be summarised as follows:

- A Minor impact on the western Industrial part of the Hayes Town Centre Character Area. The works will be largely compatible with the character of this area.

- A Moderate impact on the eastern residential and commercial part of the Hayes Town Centre area. However, this impact will be confined to the southern fringe of the area;

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- ground-level views will be confined in the main to Station Road, and intervening buildings will obstruct most views.

- A Moderate impact on the Hayes / Harlington Character Area. Impacts will in many cases be mitigated by intervening buildings. The highest degree of impact will be experienced in the northern part of this area, adjoining Station Road.

- A Negligible impact on the Squirrel Trading Estate Character Area and Southall Gas Works Character Area.

None of these impacts are considered to be significant.

Vegetation (mature scrub and ornamental shrubs) will be lost from the parcel of land between the Station Road bridge and Brunel House. Although the loss of this vegetation will affect views from Brunel House and the road, it is not critical in landscape terms; its loss is not considered to have a significant effect on townscape character.

The impact of the permanent works on landscape / townscape character areas may be summarised as follows:

- A Negligible impact on the western part of the Hayes Town Centre Character Area.

- A Moderate impact on the eastern part of the Hayes Town Centre area, due to the proposed demolitions and the potential visibility of the new station building, notably its roof. These influences, however, will be confined to the immediate vicinity of the site, and are unlikely to further north than the canal.

- A Minor impact on the Hayes / Harlington Character Area. Although the remodelled station and new bridge span are likely to be visible from the Keith Road area, the character of this area will not change fundamentally.

- A Negligible impact on the Squirrel Trading Estate Character Area and the Southall Gas Works Character Area.

None of these impacts are considered to be significant.

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3.4 Visual impacts

The Visual Appraisal Plan for Hayes and Harlington Station Drawing No. 1E0316-W1E00- E00-F-00010 illustrates the approximate Zone of Visual Influence for the proposed temporary and permanent works, and identifies the principal locations from which views of the development would be obtained.

The magnitude of visual impact that would be generated by the temporary works on each receptor group is identified in Table W10.2: Potential Temporary Impacts on Receptors (Hayes and Harlington Station Works).

Table W10.2: Potential Temporary Impacts on Receptors (Hayes and Harlington Station)

Magnitude of Sensitivity Receptor Potential of Significance (Close Views under 1km distance) Impact on Receptors Receptors Occupants of business premises off 1 Low Low NSIG Blyth Road 2 Users of the station Low High NSIG Users of Station Road + nearby 3 Low High NSIG shops/offices Occupants of about 25 residential 4 properties in Western High Moderate NSIG View/Skeffington Court 5 Users of the main canal + towpath Medium Moderate NSIG Occupants of business premises 6 Low Moderate NSIG between canal/A312 Occupants of about 30 residential NSIG*see 7 High Moderate properties in Keith Road below Occupants of approx. 10 residential 8 High High SIG (-) properties in Brunel House 9 Users of the Elim Church Medium Low NSIG 10 Users of Viveash Close car park Low High NSIG Occupants of business premises 11 Low Moderate NSIG between Station Road + the canal

Temporary significant effects are predicted for the occupants of about 10 flats in Brunel House. This reflects their sensitivity and their proximity to the works associated with Station Road bridge. These works are likely to be of substantial scale and duration, will involve the removal of vegetation on the road embankment and will include the provision of a temporary bridge.

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The effect on other properties in Keith Road is not considered to be significant, despite their proximity to the works. This is because direct views from these properties will be confined to the track works, which will be of limited scale and duration. Views towards the major (bridge and station) works will be oblique. In addition, mature trees located in the rear gardens of these properties will screen some of these views.

In all other cases, the predicted effects are also not deemed to be significant. This is because receptors are of low sensitivity (e.g. occupants of business premises), or because views are over greater distances and are partially obstructed (e.g. residential properties in Western View/Skeffington Court)

The magnitude of visual impact that would be generated by the permanent works on each group of receptors is identified in Table W10.3: Potential Permanent Impacts on Receptors (Hayes and Harlington Station).

Table W10.3: Potential Permanent Impacts on Receptors (Hayes and Harlington Station)

Magnitude Receptor Sensitivity of Potential (Close Views under 1km of Significance Impact on distance) Receptors Receptors Occupants of business premises off 1 Low Low NSIG Blyth Road 2 Users of the station Low High NSIG Users of Station Road + nearby 3 Low High NSIG shops/offices Occupants of about 25 residential 4 properties in Western High Moderate NSIG View/Skeffington Court 5 Users of the main canal + towpath Medium Moderate NSIG Occupants of business premises 6 Low Moderate NSIG between canal/A312 Occupants of about 30 residential 7 High Low NSIG properties in Keith Road Occupants of approx. 10 residential 8 High Low NSIG properties in Brunel House 9 Users of the Elim Church Medium Low NSIG 10 Users of Viveash Close car park Low High NSIG Occupants of business premises 11 Low Moderate NSIG between Station Road + the canal

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The reconstructed Station Road Bridge and the remodelled station are likely to be prominent in views from the Brunel House flats and from potentially up to 10 other properties in Keith Road. In addition, removal of vegetation from the road embankment is likely to have opened up these views in the short-term. However, the new features are not considered to be of sufficiently different form and scale to the existing infrastructure as to represent a material change to the character of the views. It is assumed that the road embankment will be re- planted, and that this vegetation will have begun to mitigate the change to these views after 15 years.

The remodelled station (notably its roof) is likely to be visible from locations such as residential properties in Western View/Skeffington Court. However, the station will be seen essentially within the context of existing buildings; although it will introduce a new feature into these views, it will not change their essential character.

The year 1 predicted impacts are considered to be significant for the reasons given above. After 15 years following completion the situation will remain the same.

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4. Summary

4.1 Listed Buildings and their setting

There are no listed buildings affected by the proposed works in this route window.

4.2 Conservation Areas

There will be no significant impacts on Conservation Areas.

4.3 Townscape

The works will have a Moderate impact on the Hayes / Harlington and Hayes Town Centre character areas. The works will also have a moderate impact on southern housing within the Squirrel Trading Estate Character Area. There will be a Minor or Negligible impact on all other areas. These impacts are not considered to be significant.

The permanent works are not considered to give rise to any significant effects.

4.4 Visual Impacts

The construction works (temporary) are considered to have a potentially significant impact on the amenity of about 10 residential properties in Brunel House and Keith Road. This reflects the proximity, prominence and likely duration of the works, together with the sensitivity of these receptors.

The permanent works are not considered to give rise to any significant effects.

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5. Summary tables

There are no impacts on listed buildings, the setting of listed buildings or Conservation Areas in this route window, hence these are not included on the summary table.

Predicted impacts on landscape / townscape and visual amenity are summarised in Table W10.4: Summary Table of Temporary Impacts and Table W10.5: Summary Table of Permanent Impacts, including any committed mitigation and residual impacts.

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Table W10.4: Summary Table of Temporary Impacts (Route Window W10)

Route Window W10 – Temporary Impact

Residual Impact Works and potential impact Significance Mitigation Description Significance Loss of vegetation from Physical impact of: NotSignificant Not Significant None proposed Station Road embankment.. Construction plant and compounds. Demolition of buildings. Temporary works would be Impact on character areas highly visible in places, but Overall character of railway corridor and surrounding Not Significant None proposed. Not Significant no fundamental change to areas would not be affected. character. Works may be visible, but Impact on setting of: Not Significant None proposed character of settings will be Not Significant Listed Buildings and Conservation Areas unchanged. Vegetation loss and Impact on visual amenity of: Significant None practicable proximity to works, including Significant Approx. 10 residential properties in Brunel House temporary bridge. Impact on visual amenity of: Not Significant None proposed. As above. Not Significant Other receptors

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Table W10.5: Summary Table of Permanent Impacts (Route Window W10)

Route Window W10 – Permanent Impacts

Residual Impact Works and potential impact Significance Mitigation Description Significance Remodelled station will represent Physical impact of: a modern version of existing Not Significant None required. Not Significant Demolitions and new structures. features. Demolished buildings are of little townscape merit. Vegetation to be lost not critical to Physical Impact of: Not Significant None proposed. townscape character (but does Not Significant Vegetation loss influence visual amenity). Impact on character areas: High-level canopy will introduce Increase in visual influence of railway new feature into views, but will infrastructure, but fundamental character of Not Significant None proposed Not Significant not change their fundamental surrounding areas will be unaffected. character.

Impact on settings of: Not Significant None required. No material impact. Not Significant Conservation Areas and Listed Buildings Character of views will not Impact on visual amenity: Not Significant None required. Not Significant change fundamentally.

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6. Assumptions

- Temporary work sites will be returned to their previous condition and use, e.g. surfaced areas such as car parks will be reinstated and soft areas will be grassed or planted with shrubs. - 2.4 and 3.6m metre high timber hoarding around the perimeter of temporary work sites. - Desk-top studies and a number of site visits were undertaken during September and October 2004 and therefore this assessment was undertaken during the late summer period when vegetation was in leaf. However, when considering the landscape and visual impacts of the scheme, an assessment of the potential winter situation has been estimated / taken into account and ZVIs mapped on this basis.

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7. References

- ES Route Windows W10 - Parliamentary Plan Sheets - ES Scheme Description

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Route Window W8/9 Southall Station and Southall West Sidings

Route Window W8/9 501

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Contents

1. Description of the Works 505 1.1 Permanent Works 505 1.2 Temporary Works 505 2. Baseline Assessment 508 2.1 Local context 508 2.2 Listed Buildings and their Setting 510 2.3 Conservation Areas 510 2.4 Townscape 511 2.5 Sensitivity 517 3. Impact of the Scheme 520 3.1 Listed Buildings and their setting 520 3.2 Conservation Areas 520 3.3 Landscape / Townscape 520 3.4 Visual impacts 522 4. Summary 525 4.1 Listed Buildings and their Setting 525 4.2 Conservation Areas 525 4.3 Townscape 525 4.4 Visual Impacts 525 5. Summary tables 525 6. Assumptions 529 7. References 530

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Route Window W8/9 Southall Station and Southall West Sidings

1. Description of the Works

1.1 Permanent Works

A new ticket hall will be built northeast of the existing ticket hall, currently located on South Road bridge. It will be accessed from an elevated walkway from South Road. A new footbridge will be constructed including lift access to all platforms; the lifts will be accommodated within towers 12 m high and 3 m wide.

Platforms will be extended to accommodate longer Crossrail trains: platforms three and four will be extended eastwards by 55 m; the island platform two and three will also be widened to the north. A usable length of 110 m will be provided on the faces of main line platforms one and two to suit five-car Crossrail operations during planned maintenance of the relief lines.

Further east, between Southall station and the Uxbridge Road bridge in Route Window W7, various track modifications will be undertaken including minor track slews, provision of new crossovers and some redesignation of the existing tracks. These will all take place within the existing rail corridor.

1.2 Temporary Works

Duration of Works

Subject to possession planning requirements and excluding final commissioning, works at the station will take approximately two years and two months to complete.

Enabling Works

No major enabling works are required. Preliminary works include the creation of temporary worksites and access points, together with the diversion of utilities and services.

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Main Works

Works at Southall station will involve the following:

- Construction of the new station footbridge using piled foundations, and provision of a temporary high level walkway, connecting the footbridge to the existing ticket hall. These works will take approximately three months to complete. - Removal of the footbridge crossing the relief lines, and stairs from the existing ticket hall to the eastbound relief line platform (platform four). Demolition of the existing station buildings and canopy on this platform where necessary. - Construction of the new station building to the north of platform four, using piled foundations. The connection between the ticket hall and new station footbridge will be built in this phase. These works will take approximately eight and half months to complete. - Commissioning of the new ticket hall, and removal of the temporary high level walkway connection between the footbridge and the existing ticket hall. - Remaining demolitions, following which platform canopies will be installed. - Conversion of the existing ticket office over the railway for retail or other commercial use. - On completion of the new station building, final works will involve minor alterations to the supports of Merrick Road footbridge.

Platform works will also be undertaken during this time. The westbound relief line will be realigned parallel to the eastbound to enable widening of platform three to the new track alignment. The relief lines and eastbound main line platforms will be extended using crosswalls with pre-cast concrete beams. On completion of the platform alterations, the eastbound relief line will be tamped to achieve correct platform clearances. The westbound relief line will be realigned to enable platform widening.

Construction plant required at the worksite will include a piling rig, cranes, excavators, vibrating poker, compressors, and generators.

Worksites and Access

Works at the station will be carried out from two worksites. All materials will be taken to and from the worksites by road:

- The Southall station worksite will be located on the site to be used for the new station buildings. The worksite is bounded by Merrick Road footbridge to the east,

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- by South Road to the west and by the railway to the south. Access to the worksite will be from Park Avenue. The worksite will be served by eight lorries per day during the 36 week peak construction period and typically by six per day at other times. - The Park Avenue worksite will be located immediately east of the station on the existing depot site. It will extend between the railway in the south and Park Avenue in the north. All materials will be taken to and from the site by road from South Road and Uxbridge Road via Park Avenue. The Park Avenue worksite is used for the Southall track re- modelling works and it will be required for between seven and eight months, during which time no more than one or two lorries per week will access the site. Peak construction activity will take place at the start and finish of the works, each for about two weeks. During this time there will be up to five lorries per day accessing the site.

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2. Baseline Assessment

2.1 Local context

This section of the route traverses a wholly urban area dominated by residential and business/industrial uses. The relatively dense urban pattern is interrupted by several vacant or under-used sites, including redundant railway land. Corridors of amenity land define the floodplains of the Yeading Brook and the River Brent, to the west and east of the area respectively.

The railway corridor is itself relatively prominent, due partly to its width, which accommodates multiple lines and sidings, and to the presence of OHLE infrastructure. In addition, the route runs on embankment as it crosses the two floodplains, with significant bridges over the Grand Union Canal (Paddington Arm) and the Uxbridge Road.

To the north of the route, the area is initially open, comprising amenity land along the Yeading Brook Valley. To the south-east of the Grand Union Canal (Paddington Arm) lies the former Southall Gasworks site, most of which is also open, but used for contract parking. A gas holder station occupies the centre of this area, dominated by a modern, blue-painted gas holder which is a prominent landmark in the local area.

The densely built-up area of Southall lies to the north of the gasworks site. This comprises mainly two-storey terraced housing dating from 1900-20, laid out in a grid of streets. The modern, larger-scale buildings of Southall and West London College lies to the north of Road.

The eastern end of the gasworks site, forming a wedge of land between the built-up area and the railway, comprises an area of secondary woodland and scrub. This is adjoined to the east by a former waterworks, including the Southall Water Tower, an ornate brick structure which appears to be in residential use.

South Road, which extends northwards from the overbridge adjoining the station, is lined by a mix of shops, offices, housing and community facilities such as the Post Office, the Glassy Junction pub, the King’s Hall Methodist Church and the Hambrough Primary/Nursery School. The triangle of land between South Road, the railway and Park Avenue is occupied partly by the Siri Guru Singh Santa Sikh Temple and partly by Henelly’s plant hire yard.

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The area north of Park Avenue is mainly residential, comprising 2/3 storey terraced properties dating from about 1900-1910 in Avenue Road, and 1930s semis along Park avenue. The area between Park Avenue and the railway is occupied mainly by a mix of vacant land and commercial / business uses, including the Barratt Industrial Park.

Residential uses extend eastwards, occupying the triangle of land between the railway and Uxbridge Road. North of the latter lies the open land of the River Brent floodplain, which is mainly in amenity use.

The railway is adjoined to the south initially by a vacant industrial site (north of Scott’s Road), and then by a series of industrial/business premises (north of Johnsons Road). To the south lies the residential area of Southall Green, comprising mainly 1930s semi-detached housing.

To the east of Balfour Road, residential uses adjoin the railway corridor. These comprise mainly terraced properties dating from around 1900 in Spencer Street and Queen’s Road. A small open space and play area, the Spencer Street Play Centre, also lies close to the railway at this point. To the east of the Dudley Road pedestrian underpass, the railway corridor widens to accommodate Southall West sidings, a large area of disused railway land.

To the east of Gladstone Road lies an area of warehousing and business uses, including the Dominion and Featherstone industrial estates. This area backs onto a mix of retail, business and community uses along The Green. These uses include places of worship (St. Anselms Church and a Hindu Temple), shops, offices (notably King’s House and Phoenix House) and open space (the Manor House Grounds). A 3-storey block of flats, Martins Court, adjoins the railway corridor immediately to the west of the South Road overbridge.

To the east of The Green, business uses (The Arches Business centre) lie between Merrick Road and the railway. Residential uses predominate to the south of Merrick Road, comprising the 2/3 storey Maypole Court flats, The Limes (a 1-2 storey sheltered housing scheme) and terraced housing in Hortus Road and Kingston Road.

Southall Community Centre is located on the corner of Merrick Road adjacent to the roundabout access to Middlesex Business Centre. The Community Centre is a distinctive building, probably a former theatre or dance hall, dating from about 1900.

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Business and industrial uses predominate to the east of Merrick Road, comprising the Middlesex Business Centre and Charles House, accessed off Bridge Road. Most of these uses occupy typical 2/3 storey warehouse buildings. Notable exceptions are Sunrise House, an older 5/6 storey building, and the 7/8 storey Quaker Foods building, further east.

In this area the railway corridor widens to accommodate the Brentford Branch. The triangle of land between the branch and the main line is occupied by disused railway sidings, carriage sheds and a water tower.

Industrial and business uses continue to predominate to the east of Glade Lane, comprising the Enterprise Estate and the Great Western Industrial Park. These areas are occupied by typical 2/3 storey, large footprint warehouse buildings, surrounded by parking and service yards.

The Townscape Character Baseline Plans for Southall Station - Drawing No. 1E0416- W1E00-E00-F-00008 and for Southall West Sidings - Drawing No. 1E0416-W1E00-E00-F- 00009 identify the locations of key buildings and landmarks in the local landscape / townscape, local views, pedestrian and vehicular movement corridors, townscape character areas, urban gateways / nodes and the landscape planning designations that relate to the work sites and their surroundings. These baseline plans also illustrate the extent of the work sites for both the temporary and permanent works.

2.2 Listed Buildings and their Setting

Two Grade II listed buildings have been identified. These are the Southall Water Tower, which lies just to the north of the railway corridor, west of South Street bridge; and the Manor House, which is located on The Green, about 300m south of the railway.

2.3 Conservation Areas

There are no Conservation Areas in the vicinity.

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2.4 Townscape

2.4.1 Character Areas and Landscape / Townscape Quality

The landscape / townscape character of the area is defined mainly by land use and built pattern. Seven main character areas may be identified:

- Yeading Brook Valley; - Southall Gasworks; - Southall; - Brent Lodge Park; - Railway Corridor; - Southall Green; and - Eastern Industrial Area.

Yeading Brook Character Area:

The Yeading Brook Valley comprises a corridor of open land, including sports facilities, lying to the north-west of the Grand Union Canal (Paddington Arm). The area includes significant vegetation, particularly along the river and canal.

Gasworks Character Area:

Southall Gasworks is a distinctive area of mainly open land, used for contract parking, in which the gas holder station is highly prominent. The eastern part of this area includes significant vegetation (mature planes and secondary woodland and scrub).

Southall Residential Character Area:

Southall comprises a predominantly residential area of mainly low-rise and relatively high- density terraced and semi-detached housing. Buildings of contrasting form and use include the Southall and West London College, and the commercial and community uses along South Road.

Brent Lodge Park Character Area:

The River Brent Valley is a corridor of open land lying to the north-east of Uxbridge Road, and dominated by amenity uses.

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GWML Railway Character Area:

The Railway Corridor is sufficiently distinctive to form a character area in its own right. It is relatively wide, particularly in the vicinity of Southall West Sidings and the Brentford Branch, and includes features such as OHLE infrastructure and disused railway buildings.

Southall Green Character Area:

Southall Green comprises the built-up area lying to the south of the railway. It is mainly residential, with mixed uses along The Green, together with areas of industrial/business use adjoining Johnsons Road, to the north of Featherstone Road and along Merrick Road.

Eastern Industrial Character Area:

To the east of Merrick Road, industrial/business uses become sufficiently prominent as to form a character area in their own right, dominated by features such as Sunrise House and the Quaker Foods factory.

2.4.2 Key Townscape / Landscape Features and Resources

A number of buildings in the area are distinctive. In many cases, their influence does not extend beyond their immediate curtilage or surrounding streets. Examples include Southall Station itself and the Southall Community Centre in Merrick Road. At Southall Station, the railway arches on Merrick Road are locally listed by Slough District Council.

The visual influence of four buildings, however, extends across a wider area. These are:

- the blue gas holder within the Southall Gasworks site; - Southall Water Tower; - Sunrise House; and - the Quaker Foods factory.

Vegetation has a limited influence on landscape character and views. It is prominent within the Yeading Brook Valley and River Brent Valley character areas. In some locations, street trees are important (e.g. Avenue Road), whilst vegetation has been planted to provide screening around industrial sites (e.g. along the southern side of Park Avenue and around the northern perimeter of the gasworks).

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Significant vegetation occurs intermittently along the perimeter of the railway corridor, e.g. to the rear of properties in Scott’s Road, Johnsons Road, Spencer Street and Queens Road.

In visual terms, the most important vegetation in the area is that within the eastern part of the gasworks site and around the former waterworks. This vegetation comprises a mix of mature trees, some of which have been planted (e.g. London planes along The Straight and weeping willows in the waterworks site), together with scrub and secondary woodland that has developed within the gasworks. This block of vegetation is of sufficient importance to be regarded as a key feature.

2.4.3 Strategic Views and Key Local Views

There are no strategic views in the vicinity of the site.

No local views are regarded as key to the extent that they are particularly sensitive or provide exceptional viewing opportunities.

It should be noted, however, that pedestrians using the South Road overbridge and the Merrick Road footbridge gain extensive views along the railway corridor and across the surrounding area. Similar, panoramic views are assumed to be gained from taller buildings such as the water tower and Sunrise House.

However, since these locations either are not publicly accessible, or are of little value in visual amenity terms, they are not considered to represent key local views.

2.4.4 Pedestrian / Vehicular Movement Corridors

The main roads in the area comprise:

- South Road/The Green (A3005), which is a busy route connecting Southall to the north with to the south; and - the Uxbridge Road (A4020), an arterial route which connects Ealing to the south-east with Uxbridge to the north-west.

Both routes cross the railway, and are also used by pedestrians/cyclists.

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The railway corridor is crossed by the following pedestrian routes:

- White Street subway; - Merrick Road footbridge; - Glade Lane subway; and - Lyndhurst Avenue subway.

These routes are probably used by local residents and schoolchildren. However, they are generally unattractive and potentially dangerous environments, and are of no importance in visual amenity terms.

Movement through the area is otherwise confined to the pattern of local streets. The only important pedestrian route is the Grand Union Walk, which runs alongside the Paddington Arm.

2.4.5 Landscape Planning Designations

The undeveloped floodplains of the Yeading Brook and River Brent are designated as Metropolitan Green Belt.

The Grand Union Canal forms part of London’s “blue ribbon” network of waterways, and is of borough-wide importance as a publicly accessible “green” corridor through a largely built-up area. It is also designated as a Site of Metropolitan Importance (SMI) for its nature conservation interest.

- The relationship of the railway to the surrounding area; - The general character and arrangement of land uses; - The proximity, scale and use of nearby buildings; and - The size and type of nearby vegetation.

As has been described previously, the railway traverses this area initially on a low (about 2- 3m high) embankment, then running at grade from the vicinity of Queens Road, and onto embankment again to the east of the former Southall Depot.

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Views towards the railway corridor are defined mainly by the surrounding land uses and buildings. To the west of South Road, the open land of the Yeading Brook valley and the gasworks site allow potential views towards the railway from the edge of the built-up area up to 500m to the north. In practice, however, the gas holder station, vegetation (notably on the eastern part of the gasworks site) and intervening features (including parked vehicles) will restrict viewing opportunities.

To the south, the railway corridor is tightly enclosed by the urban fabric of terraced housing and business premises, reinforced intermittently (and mainly in summer) by vegetation.

To the east of South Road, the railway corridor is enclosed to the north by the built-up edge of housing and business units, strongly reinforced by vegetation along the southern side of Park Avenue. From Glade Lane eastwards, this enclosure weakens as the railway rises onto embankment to cross Uxbridge Road. In this area there is the potential for views to extend northwards across the open land of the River Brent floodplain.

South of the railway, industrial and business units initially define the extent of views. Viewing opportunities open up across the Southall Depot site as the Brentford Branch diverges to the south-east, and the line of industrial buildings is pulled back. To the east of Glade Lane, the buildings of the Enterprise Estate and Great Western Business Park define the edge of visibility immediately south of the railway corridor.

In summary, the potential winter-time ZVI to the north of the railway is defined from west to east by the following:

- Vegetation along the Grand Union Canal (Paddington Arm); - The edge of the built-up area north of the gasworks site; - Buildings immediately north of the station and along Park Avenue; - Business premises and housing along Park Avenue; and - Vegetation along the River Brent.

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

- Properties in Scott’s Road, Johnsons Road, Spencer Street and Queens Road; - Business premises to the west of The Green;

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- Offices and residential properties around the junction of The Green/Merrick Road; - Business, residential and community premises in Merrick Road; - The Middlesex Business Centre; - Industrial buildings south of the Brentford Branch (notably the Quaker Foods factory); and - Business units east of Glade Lane.

The works will be confined to the section of the railway corridor between South Road and Southall Depot. The South Road overbridge will partly define the ZVI to the west, intercepting most views at rail level, but will be overtopped by taller construction features and by the new station buildings.

To the east, the ZVI will extend further along the railway corridor between the buildings and vegetation that define it on either side. The buildings within Southall Depot (including a water tower and carriage shed) will provide a degree of obstruction, although it is probably reasonable to assume that these structures will be demolished at some point.

Potential sources of views of the station works, from locations north of the railway, may be summarised as follows:

- Occupants of the Water Tower. - Residents of Randolph Road and The Crescent; - Users of The Crescent open space; - Users of South Road bridge; - Users of the station; - Users of the Sikh Temple; - Residents of Park Avenue and the southern sections of Avenue Road and Villiers Road; - Occupants of business premises along the northern side of the railway; - Users of the Merrick Road footbridge;

Potential sources of views of the works, from locations south of the railway, may be summarised as follows: - Occupants of business premises in Southbridge Road; - Residents of Martins Court, Maypole Court and The Limes; - Occupants of offices such as Kings House; - Occupants of The Arches Business Centre; - Users of Southall Community Centre; - Occupants of Middlesex Business Centre and the Quaker Foods factory;

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2.5 Sensitivity

2.5.1 Sensitivity of Townscape / Landscape to Change

Built-Up Areas

The industrial/business areas are of low sensitivity to change. This reflects their functional character, and their robust pattern of relatively large-scale buildings and spaces. Features associated with the railway construction works would be expected to be unremarkable within this setting. New railway infrastructure is also unlikely to be particularly intrusive within a context of existing industrial features.

The railway corridor is already locally prominent, due to the degree of visual and physical severance it creates, together with infrastructure such as the road bridges and OHLE. As a result, the sensitivity of those areas lying within the ZVI of the railway is reduced.

Sensitivity to change is by definition increased by the presence of Listed Buildings. Thus, the sensitivity of the townscape becomes moderate to potentially high in the vicinity of the Water Tower and the Manor House.

The residential areas are of moderate sensitivity to change. Although, as built-up areas, they are able to accommodate a degree of change, their small-scale built pattern is more susceptible to adverse impacts due to the introduction of larger-scale features. The number of potential receptors, coupled with the amenity value of views from dwellings and gardens, increases this sensitivity.

Open Land

The areas of green space in the Yeading Brook and River Brent valleys are generally highly sensitive to change, due to their potential degree of visual exposure and the contrast with which new construction or infrastructural features may be perceived. However, this sensitivity is mitigated in part by distance; neither area adjoins the railway corridor.

Open space that is separated from the railway corridor by buildings, or that is embedded within the built-up area (e.g. The Crescent open space and Southall park) is less sensitive. Sensitivity increases where open space adjoins the railway corridor, with little intervening screening, as at Spencer Street.

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The area includes several open sites, notably the gasworks, Southall West sidings, the disused Southall Depot and a vacant site in Scott’s Road. These sites, whilst visually exposed, are of low sensitivity. They are brownfield sites rather than green space, and are likely to be redeveloped in the future.

2.5.2 Sensitivity of Visual Receptors to Change

Table W8-W9.1: Visual Receptors (Southall Station Works) below identifies the key receptors who are likely to obtain views of the proposed temporary and permanent works, together with their sensitivity, the type of views and whether the views are of the temporary or permanent works.

Table W8-W9.1: Visual Receptors for the Southall Station Works

Receptor Sensitivity Type of (Close Views under 1km of

View View View Direct distance) Works Receptors Oblique Temporary Work Sites Permanent 1 Occupants of the Water Tower Upper floors 9 9 9 9 High Residents of Randolph Road + Ground + 2 9 9 9 9 High The Crescent upper floors Users of The Crescent open 3 Ground 9 9 9 Moderate space 4 Users of South Road bridge Ground 9 9 9 9 Low 5 Users of the station Ground 9 9 9 9 Low 6 Users of the Sikh Temple Ground 9 9 9 9 Moderate Residents of Park 7 Avenue/Avenue Road/ Villiers Upper floors 9 9 9 High Road Occupants of business Ground + 8 9 9 9 9 Low premises north of railway upper floors Users of Merrick Road 9 Ground 9 9 9 9 Low footbridge Occupants of business units in Ground + 10 9 9 9 9 Low Southbridge Rd upper floors Residents of Martins Court, Ground + 11 9 9 9 9 High Maypole Court + The Limes upper floors Occupants of offices such as 12 Upper floors 9 9 9 9 Low Kings House Occupants of The Arches Ground + 13 9 9 9 9 Low Business Centre upper floors Users of Southall Community 14 Ground 9 9 9 Moderate Centre Occupants of Middlesex Ground + 15 Business Centre + Quaker 9 9 9 9 Low upper floors Foods

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The most sensitive receptors in the area comprise local residents. It is estimated that occupants of up to about 120 residential properties may experience views of the works. These may be summarised as follows:

- Views from about 20 properties in Randolph Road/The Crescent. Views from about 10 properties in The Crescent will be directly towards South Road bridge, with little screening. - Views from about 50 properties in Park Avenue (west of Villiers Road)/Avenue Road/Milan Road. Although many of these views will be direct, many of them will be screened to varying degrees by intervening buildings. - Views from about 30 properties in Park Avenue (central). Although these views may be direct, most will be screened to varying degrees by vegetation (mainly in summer) and/or by intervening buildings. - Views from about 20 properties in Martin Court/Maypole Court. Trees along Merrick Road will provide a substantial degree of screening in summer. The Arches Business Centre will screen the eastern part of the work site.

A second, potentially sensitive group of receptors comprises users of public open space. Although the major such spaces are located away from the railway corridor, one area – at The Crescent – is sufficiently close to experience direct views of the works over short distances.

The remaining receptors in the area include occupants of business premises, users of the station and nearby roads and pedestrian routes. In all cases, their sensitivity is assumed to be low.

Receptors who live in or use properties that overlook the railway corridor can be assumed to be habituated to a certain degree to the impact of railway maintenance and construction activities.

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3. Impact of the Scheme

3.1 Listed Buildings and their setting

Work will take place within the setting of the Grade II listed Water Tower, from which permanent features such as the new station structures will also be visible. These impacts will not fundamentally affect the character of this setting, in which the railway corridor, and associated infrastructure, is already prominent. Neither will any key views of the Water Tower be affected. The effect on its setting is therefore not considered to be significant.

The Manor House lies to the south outside the visual influence of the works.

The existing station building is locally (but not statutorily) listed. This building is to be retained and refurbished, and its setting will be affected both by the construction works and by the new station buildings. However, since the building is of local importance only, this impact is not considered to be significant.

3.2 Conservation Areas

There are no impacts on Conservation Areas within this route window.

3.3 Landscape / Townscape

3.3.1 Impact on Landscape / Townscape Features and Resources

There will be no physical impact on any features or areas of designated landscape / townscape importance.

Both the construction works and the permanent features of the remodelled station will be visible within the setting of The Crescent open space. However, this setting is influenced most strongly by the adjoining buildings and streets (South Road), and the impact of the works will at most be Moderate. The impacts are not significant.

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3.3.2 Impact on Character Areas

The impacts of the temporary works on landscape / townscape character areas may be summarised as follows:

- No impact on the Yeading Brook valley. - A Minor impact on the Southall gasworks area, from which the works may be distantly visible. - A Moderate impact on the Southall character area. This impact will be confined in the main to the southern parts of the area. - No impact on the River Brent valley. - A Moderate impact on the Railway Corridor.. - A Moderate impact on the Southall Green area, confined in the main to its northern fringe. - No impact on the Eastern Industrial Area.

These impacts are not significant. The impact of the permanent works on landscape / townscape character areas may be summarised as follows:

- No impact on the Yeading Brook valley. - A Minor impact on the Southall Gasworks area. - A Moderate impact on the Southall character area, due to the remodelled station, although its visual influence is unlikely to extend further north than Beaconsfield Road/Park Avenue. - No impact on the River Brent valley. - A Moderate impact on the Railway Corridor. Although the remodelled station will represent a significant change, the fundamental character of the corridor will remain. - A Moderate impact on the Southall Green area, due to the remodelled station, although its visual influence is unlikely to extend further south than Hortus Road. - No impact on the Eastern Industrial Area.

These impacts are not significant.

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3.4 Visual impacts

The Visual Appraisal Plans for Southall Station - Drawing No. 1E0316-W1E00-E00-F-00008 and for Southall West Sidings - Drawing No. 1E0316-W1E00- E00-F-00009 illustrate the approximate Zone of Visual Influence for the proposed temporary and permanent works, and identifies the principal locations from which views of the development would be obtained.

The magnitude of visual impact that would be generated by the temporary works on each receptor group is identified in Table W8-W9.2: Potential Temporary Impacts on Receptors (Southall Station Works).

Table W8-W9.2 :- Potential Temporary Impacts on Receptors (Southall Station)

Magnitude of Receptor Sensitivity Potential (Close Views under 1km of Significance Impact on distance) Receptors Receptors 1 Occupants of the Water Tower High Low NSIG Occupants of about 10 residential 2 High High SIG (-) properties in The Crescent Occupants of about 30 residential 3 properties in Randolph Road/The High Low NSIG Crescent Users of The Crescent open 4 Moderate Moderate NSIG space 5 Users of South Road bridge Low High NSIG 6 Users of the station Low High NSIG 7 Users of the Sikh Temple Moderate Moderate NSIG Occupants of approx. 50 residential properties in Park 8 High High SIG (-) Avenue (west)/Avenue Rd/Milan Road Occupants of business premises 9 between the railway and Park Low High NSIG Avenue 10 Users of Merrick Road footbridge Low High NSIG Residents of about 30 residential 11 properties in Park Avenue High Low NSIG (central) Occupants of business units in 12 Low Moderate NSIG Southbridge Road Occupants of about 20 residential 13 properties in Martins Court + High High SIG (-) Maypole Court Occupants of offices such as 14 Low Moderate NSIG Kings House Occupants of The Arches 15 Low High NSIG Business Centre

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Magnitude of Receptor Sensitivity Potential (Close Views under 1km of Significance Impact on distance) Receptors Receptors Users of Southall Community 16 Moderate Moderate NSIG Centre Occupants of Middlesex 17 Low Moderate NSIG Business Centre + Quaker Foods

Temporary significant effects are predicted for the occupants of approx. 80 residential properties. This number of properties represents about two-thirds of the total number of residential receptors likely to experience views of the works. Significance results in most cases from the proximity of highly sensitive receptors to the works, with few intervening features to provide screening. In mitigation, however, it should be noted that these effects will be temporary, and will in many cases be confined to upper floors (which are unlikely to be the main habitable rooms where the properties comprise terraced housing).

In all other cases, the predicted effects are not deemed to be significant. This is because receptors are of low sensitivity (e.g. occupants of business premises), or because views are over greater distances, are partially obstructed and/or are of smaller-scale works (e.g. residential properties in the central section of Park Avenue).

The magnitude of visual impact that would be generated by the permanent works on each group of receptors is identified in Table W8-W9.3: Potential Permanent Impacts on Receptors (Southall Station).

Table W8-W9.3: Potential Permanent Impacts on Receptors (Southall Station)

Magnitude Receptor Sensitivity of Potential (Close Views under 1km of Significance Impact on distance) Receptors Receptors 1 Occupants of the Water Tower High Low NSIG Occupants of about 10 residential 2 High Moderate NSIG properties in The Crescent. Occupants of about 15 residential 3 properties in Randolph Road/The High Low NSIG Crescent Users of The Crescent open 4 Moderate Low NSIG space 5 Users of South Road Bridge Low High NSIG 6 Users of the station Low High NSIG 7 Users of the Sikh Temple Moderate Moderate NSIG Occupants of approx. 50 8 High Low NSIG residential properties in Park

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Magnitude Receptor Sensitivity of Potential (Close Views under 1km of Significance Impact on distance) Receptors Receptors Avenue (west)/Avenue Rd/Milan Road Occupants of business premises 9 between the railway and Park Low Moderate NSIG Avenue 10 Users of Merrick Road footbridge Low Moderate NSIG Residents of about 30 residential 11 properties in Park Avenue High Low NSIG (central) Occupants of business units in 12 Low Moderate NSIG Southbridge Road Occupants of about 20 residential 13 properties in Martins Court and High Moderate NSIG Maypole Court Occupants of offices such as 14 Low Moderate NSIG Kings House Occupants of The Arches 15 Low High NSIG Business Centre Users of Southall Community 16 Medium Low NSIG Centre Occupants of Middlesex Business 17 Low Low NSIG Centre and Quaker Foods

No permanent significant effects on visual amenity have been identified. Although the permanent features of the new station will be clearly visible from locations such as properties in The Crescent, Park Avenue and Martins Court/Maypole Court, the character and extent of these views will not change to a fundamental degree.

The existing station, South Road Bridge and buildings flanking the railway corridor are the main influence on these views. The new ticket hall will be relatively prominent, as a visibly modern building occupying a currently open site. However, its scale will be generally compatible with that of the existing station building and other buildings in the vicinity. It will not, for example, compete as a landmark with the water tower or Sunrise House. Neither is it likely to obstruct views across the railway corridor, except perhaps from some properties in the western section of Park Avenue.

Taken together, the new ticket hall, footbridge and platform canopies are likely to increase the visibility of the station, but not to a degree that will change the character of views to a significant degree.

The Year 1 predicted impacts are not considered to be significant for the reasons given above. After 15 years following completion the situation will remain the same.

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4. Summary

4.1 Listed Buildings and their Setting

There will be no material impact on the setting of the Water Tower. There are no other impacts on listed buildings within this route window.

4.2 Conservation Areas

No Conservation Areas are affected by the works in this route window.

4.3 Townscape

The construction works will be of substantial scale and will be visible within parts of the Southall, Southall Green and Railway Corridor character areas. However, the character of these areas is robust, and will not be affected to a significant degree. There are not predicted to be any signifricant impacts either during construction or due to the permanent works.

4.4 Visual Impacts

The construction works are considered to have a temporary significant impact on the amenity of about 80 residential properties. This reflects the proximity, likely prominence and duration of the works, together with the sensitivity of these receptors. This number of properties represents about two-thirds of the total number of residential receptors in this area. This impact, however, will be temporary, and will in many cases be confined to views from upper floors only.

The permanent works are not considered to have any significant effects on visual amenity. This is because the new station buildings will be of a scale appropriate to their setting, and will not change the character of views from nearby properties to a fundamental degree.

5. Summary tables

There are no significant impacts on listed buildings or conservation areas in this route window, hence these tables are not included in the summary tables.

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Predicted impacts on landscape / townscape character, the setting of listed buildings and visual amenity are summarised in Table W8-W9.4: Summary Table of Temporary Impacts and Table W8-W9.5: Summary Table of Permanent Impacts, including any committed mitigation and residual impacts.

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Route WindowW8/9 Assessment ofHeritage and Landscape Impacts –Volume2 Crossrail Line 1 Table W8-W9.4: Summary Table of Temporary Impacts (Route Windows W8-W9)

Route Windows W8-W9 – Temporary Impacts

Residual Impact Works and potential impact Significance Mitigation Description Significance Physical impact of: No prominent buildings or Not Significant None proposed Not Significant Construction plant and compounds vegetation to be lost. Temporary works would be Impact on character areas visible with railway corridor + Overall character of railway corridor and surrounding Not Significant None proposed. adjoining areas, but no Not Significant areas would not be affected. fundamental change to character. Temporary works would be Impact on setting of Listed Building Not Significant None proposed visible, but character of Not Significant (Southall Water Tower) setting unchanged. Impact on visual amenity of: None (effect will disappear Significant None practicable Significant Approx. 80 residential properties when work completed). Impact on visual amenity of: Not Significant None proposed. As above. Not Significant Other receptors

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Route Windows W8-W9 – Permanent Impacts

Residual Impact Works and potential impact Significance Mitigation Description Significance Remodelled station will Physical impact of: Not Significant None required. represent a modern + enlarged Not Significant Demolitions and new structures. version of existing features. Physical Impact of: No significant vegetation to be Not Significant None proposed. Not Significant Vegetation loss lost. Impact on character areas Remodelled station will Increase in visual influence of railway Not Significant None proposed represent a modern + enlarged Not Significant infrastructure, but fundamental character of version of existing features. surrounding areas will be unaffected. Impact on setting Listed Building: Not Significant None required. No material impact. Not Significant (Southall Water Tower) Character of views towards Impact on visual amenity of: Not Significant None required. station will not change Not Significant Local residents and other receptors. fundamentally.

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6. Assumptions

- Temporary work sites will be returned to their previous condition and use, e.g. surfaced areas such as car parks will be reinstated and soft areas will be grassed or planted with shrubs. - It is proposed that 3.6 metre high hoarding be erected to the boundary of the temporary work sites adjoining the station and 2.4 metre high hoarding used surrounding the Park Avenue work site. - Desk-top studies and a number of site visits were undertaken during September and October 2004 and therefore this assessment was undertaken during the late summer period when vegetation was in leaf. However, when considering the landscape and visual impacts of the scheme, an assessment of the potential winter situation has been estimated / taken into account and ZVIs mapped on this basis.

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7. References

- ES Route Window W8 – W9 - Parliamentary Plan Sheets - ES Scheme Description

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Route Window W7 Hanwell Station

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Contents

1. Description of the Works 535 1.1 Permanent works 535 1.2 Temporary Works 535 2. Baseline Assessment 536 2.1 Local context 536 2.2 Listed Buildings and their setting 538 2.3 Conservation Areas 538 2.4 Townscape 538 2.5 Zone of Visual Influence 543 2.6 Sensitivity 545 3. Impact of the Scheme 548 3.1 Listed Buildings and their setting 548 3.2 Conservation Areas 549 3.3 Landscape / Townscape 550 3.4 Visual impacts 550 3.5 Cumulative Impacts 553 4. Summary 554 4.1 Listed Buildings and their Setting 554 4.2 Conservation Areas 554 4.3 Townscape 554 4.4 Visual Impacts 555 5. Summary tables 556 6. Assumptions 561 7. References 562

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Route Window W7 Hanwell Station

1. Description of the Works

1.1 Permanent works

Both platforms at Hanwell station will be extended westwards by about 65 m to accommodate Crossrail trains. In the west of the route window, various minor track modifications will be undertaken.

1.2 Temporary Works

The works at the station will take about one year and two months to complete. Construction plant required for the works will include piling rigs, lighting rigs for night work, cranes, compressors and generators.

Works will be undertaken from three worksites: one at Churchfields Gardens, located to the north of the railway in the southeast corner of Churchfields Recreational Ground; one to the east of Golden Manor on the north side of the railway; and one in a disused builders yard accessed from Hanwell station’s forecourt, north of Hanwell station and the railway. Materials will be taken to and from the site by road, with access from Church Road via Station Approach and Golden Manor. There will be about two full lorry loads per day serving each of the worksites during the whole construction period.

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2. Baseline Assessment

2.1 Local context

Hanwell Station is located between Campbell Road and Station Approach, close to the junction of Church Road and York Avenue within the London Borough of Ealing. The station building is located on Campbell Road with the platforms located on viaduct approximately 6 metres above.

Hanwell Station

The station contains three existing platforms set on embankment relative to surrounding areas to the north and south and approximately 6 metres above the surrounding roads. The steep sides of the embankment are well vegetated to both northern and southern sides.

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Hanwell Station is a three storey station of mainly brick construction, and lies within a residential neighbourhood to the east of the Brent Valley. The Brent Valley is an important recreational corridor with sports grounds, golf courses and recreation grounds along both sides of the River Brent. To the west of Brent Valley lies the intensively developed business parks, hospitals and residential areas of Southall. To the north of the station lies the residential area of Hanwell Green with established neighbourhoods with large houses and gardens. To the south of the station lies the more densely developed area of Hanwell with rows of terraces with small gardens and two schools. Campbell Road and Golden Manor are essentially residential in nature with large Edwardian semi detached residences and some ‘art deco’ residences. To the south of the rail corridor the schools lead down to residential areas and a park, known as Connelly Dell, to the west. Retail units are found along Church Road. There are extensive areas of vegetation surrounding the station, particularly along the steep embankments. To the west more extensive areas of vegetation are found across the Brent Valley corridor.

Church Road connects with Uxbridge Road (A4020) to the south.

The nearest residential properties comprise 2-storey Edwardian semi detached properties along Campbell Road and Golden Manor, about 25m north of the station; and two-storey properties along York Avenue, about 30m to the south east. A mixture of detached bungalows and two storey Edwardian detached and semi detached properties are found along Alwyne Road and Manor Court Road, around Manor Court Green. Three and four storey flatblocks are found on Greenford Avenue, about 100m to the east. Established residential neighbourhoods are located to the north, south and east.

The nearest open space are Manor Court Green and Churchfields Recreation Ground located about 100m to the west, and the Royal Borough of Kensington and Chelsea Cemetery lies 300m to the east.

The Townscape Character Baseline Plan for Hanwell Station, Drawing No. 1E0416-W1E00- E00-F-00007 identifies the locations of key buildings and landmarks in the local townscape and illustrates local views, pedestrian and vehicular movement corridors, townscape character areas, urban gateways / nodes and the landscape planning designations that relate to the site and its surroundings. This baseline plan also illustrates the extent of the proposed sites for both the temporary and permanent works.

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2.2 Listed Buildings and their setting

There is one Grade II listed building and one Grade I listed structure within the Limits of Deviation (LOD) and/or the Limits of Land to be Acquired or Used (LLAU) for the project. The Grade II listed building is Hanwell Station which was built in 1875-78 to the designs of W. Lancaster Owen. The station is important, as it is the least altered example remaining of the station rebuilding on this section of the line in the 1870s caused by quadrupling of the tracks. The Hanwell Station listing includes the cast iron lamp-posts that extend along the platforms. The Grade I listed structure is the which lies on the route of the Great Western Railway.

There are several other listed buildings and structures locally. These include the Grade II listed Hanwell Bridge, St. Mellitus Church on Church Road, 134 Church Road, Spring Cottage at 99 Church Road, The Hermitage at 204 Church Road, Rectory Cottage at 135 Church Road, the Stable block at Brent Lodge Park on Church Road and the Grade II* Church of St. Mary on Church Road. None of these buildings are within the approximate Zone of Visual Influence of the works.

2.3 Conservation Areas

The station is situated within the Hanwell Village Green Conservation Area and 100m to the east of Churchfields and Hanwell Village Green Conservation Areas; St Marks Church and Canal Conservation Area is located 500m to the south-west; and Hanwell Clock Tower Conservation Area is located 300m to the south. One of the temporary work sites is located within the south-eastern corner of Churchfields Conservation Area.

2.4 Townscape

2.4.1 Character Areas and Townscape Quality

The area may be divided into four character areas, reflecting their prevailing uses and built pattern.

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Brent Lodge Park Character Area:

The Churchfields Recreation Ground lies to the north of the railway and was bought as public open space in 1898. Brent Lodge Park forms part of Brent River Park, a major new park created by the Borough of Ealing. It is 850 acres in size and is the nearest natural open space to central London, west of Kensington Gardens.

The Wharncliffe Viaduct was built in 1838, crossing the southern tip of the park and bringing a dramatic increase in population with the railway.

The area has a significantly different character to that found to the south of the railway. The area includes the River Brent and at its lowest stretches the Grand Union Canal. It has a significant ‘green’ character with the spire of Hanwell Church rising above the trees. The impressive Wharncliffe Viaduct acts as a physical and visual gateway to the park from the south. Open views of the viaduct are obtained from Brent Meadow.

The valley park is gently sloping and views from the park are contained by trees and surrounding development. St Mary’s Church creates a major landmark and vista, and contributes to an interesting visual composition with a number of small cottages, which surround it.

The area adjacent to Churchfields has a unique character in relation to the wider area. There is a small concentration of buildings of historical merit, including St Mary’s Church, built in flint with stone dressings and a broach spire, which are visible from many parts of the surrounding area. To the south lies Rectory Cottage (c1794) and further along Church Road is White Cottage. Hermitage Cottage is particularly striking in comparison with the sprawling 1940’s suburban character of the wider area. Its early 19th century Gothic architecture, two pointed windows, a quatrefoil and an ogee-arched door are all on a tiny scale.

The former Stable Block of Brent Lodge lies to the south (c1830), in yellow stock brick with gauged arches and a central pediment. An old brick wall follows the path south from the stables, leading to any early nineteenth century wrought iron decorative gateway, presumably once part of the entrance drive to Brent Lodge.

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A footpath alongside the River Brent passes beneath the Wharncliffe viaduct. The long rear gardens of houses in Half Acre Road slope down to the east bank of the river, and these properties are included within the Churchfields Conservation Area to protect this aspect from being compromised by modern development.

This is an area of high townscape quality.

The Ealing Hospital Character Area:

The Ealing Hospital is a sprawling complex of varying scale, architectural styles and character to the south of Uxbridge Road. It reaches up to 9 floors, whilst there are some single storey elements and everything in-between.

Some of the more recent developments within this character area are of a good architectural merit with some bold features. However, some of the earlier 1960’s/1970’s Uxbridge Road fronting blocks are rather stark and uninviting concrete clad structures with little townscape merit. Overall, the incoherent, sprawling nature of the hospital provides a varied experience of scale and character more reminiscent of that found in a small town. The scale of some of the larger buildings is such that they are visible across the railway to Brent Lodge Park and the wider area.

The Wharncliffe Viaduct provides a striking and historic feature from the eastern part of the hospital and the adjacent Uxbridge Road, and framed views of the viaduct are obtained from Brent Lodge Park. There is a wide belt of vegetation between this character area and the railway, which helps enclose views of the railway from the houses and industrial facilities further to the south.

This is an area of low townscape quality.

Brent Lodge Character Area:

Brent Lodge, originally known as Brent End Farm, arose from the division of Hanwell Park Estate in 1782. Brent Lodge covers a largely residential area of two storey Victorian terraced, semi detached and detached properties, with a number of modern low rise flatblock infill developments.

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Buildings are generally of brick construction with pitched tile roofs.

Mature vegetation is a key feature, particularly in rear gardens, where there are many mature trees. Front gardens tend to be small, particularly on Greenford Avenue. Whilst those on adjoining roads tend to be larger with more vegetation.

There are few garages resulting in a large amount of on street parking, or parking in front gardens.

There is a notable difference in road layout to either side of Greenford Avenue. The the west roads wind in a circuitous fashion, along Campbell Road, Golden Manor, Church Road and Manor Court Road; whilst to the east the roads follow straight avenues with a greater density of development.

Hanwell and Cemeteries Character Areas:

This is an area with significant residential character incorporating two Victorian cemeteries at its heart, the Royal Borough of Kensington and Chelsea Cemetery and the larger City of Westminster Cemetery to the south.

The City of Westminster Cemetery was founded in 1854 and the Kensington and Chelsea Cemetery one year later in 1855 to accommodate for the overflowing churchyards and burial grounds of London.

The layout of the Westminster Cemetery by Robert Jerrard follows a clear grid arrangement on the Uxbridge Road frontage. It is surrounded by impressive decorative railings and gates with Bath Stone piers.

Despite the large size of the cemeteries, one gets little impression of their size from Uxbridge Road. This is particularly so in the case of the Kensington and Chelsea Cemetery, which is accessed by a subtle gateway and linear pathway. It is bounded on both sides by tightly packed residential, finally opening up into the cemetery before reaching the railway tracks. Despite its leafy character, the Drayton Green railway associated works to the north are still a dominant feature due to their massive scale.

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The area to the south of the railway is generally of mixed character, with post war estates, modest 20th century terraces and modern infill development of variable quality, together creating something of an incoherent character. St Mary’s Church on the junction of Uxbridge Road and Church Road provide one of the few focal points.

Development is less tightly packed against the railway tracks than elsewhere, so the elevated tracks are more of a dominant feature with a belt of trees and shrubs running alongside the southern edge of the tracks along York Avenue.

Uxbridge Road again, provides the main focus of Hanwell, with concentrations of retail with some residential. The character is generally variable both in terms of architecture and condition of buildings but is consistently domestic in scale until it reaches the Ealing hospital to the west.

This is an area of moderate townscape quality.

2.4.2 Key Landscape / Townscape Features and Resources

The W7 route window includes four Conservation Areas: St Marks Church and Canal Conservation Area is located 500m to the south-west; Hanwell Clock Tower Conservation Area is located 300m to the south; and Churchfields Conservation Area is located 100m to the west. The station is located within Hanwell Village Green Conservation Area. Nine buildings are notable for their distinctiveness as townscape features. The station itself is a grade II Listed Building

Vegetation is a locally important influence on views and landscape character. The most notable vegetation in the immediate vicinity of the station comprises a belt of semi-mature and mature deciduous trees (mainly ash, sycamore, sweet chestnut and oak) which defines the northern and southern sides of the Great Western Main Line (GWML) embankment. Street trees and tree cover within gardens are also important local townscape features. A number of the trees close to the Station and Viaduct are covered by a Tree Preservation Order – TPO No 17 and 18.

Mature woodland, hedgerows and hedgerow trees occupy parts of the Brent Valley, with ornamental planting in Manor Court Green and Churchfields Recreation Ground.

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2.4.3 Strategic Views and Key Local Views

There are no strategic views in the vicinity of the site. There are however local views from rail users from the Wharncliffe viaduct, both to the north across Brent Lodge Park and to the south across Hanwell and towards Ealing Hospital. There are also views from within Brent Lodge Park towards Wharncliffe Viaduct.

2.4.4 Key Pedestrian / Vehicular Movement Corridors

Roads are the main movement corridors in the area, both for vehicles and pedestrians, with Church Road and Uxbridge Road forming the most important links. The footpaths within Churchfields Recreation Ground and across Brent Lodge Park are well used. Greenford Avenue is a key vehicular route linking Uxbridge Road with Ruislip Road. There are a number of cycle routes passing through the area.

2.4.5 Landscape Planning Designations

There are no landscape planning designations in the vicinity of the main areas of the site, although Churchfields Recreation Ground, including the location of a temporary work site, is designated as ‘Key Open Space’.

2.5 Zone of Visual Influence

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

- The relationship of the railway to the surrounding area; - The general character and arrangement of land uses; - The proximity, scale and use of nearby buildings; and - The size and type of nearby vegetation.

The railway runs through the built-up area on embankment, passing over Church Road and Golden Manor/Station Road, and on viaduct across the River Brent. In the vicinity of the station, the embankment is approximately 6 metres high with the surrounding built areas relatively flat.

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The presence of mature lineside vegetation along many sections of the embankment generally restricts opportunities for direct views to track/platform level. From the north, the station building on Campbell Road also prevents views of the platform area. The rail track on embankment, the mature lineside vegetation and the proximity of buildings are the main influences on views.

The ZVI can be defined by the following:

- To the West, along the railway corridor towards the vicinity of Wharncliffe Viaduct; - To the North, principally by the sequence of residential properties and vegetation along Campbell Road, Golden Manor, Alwyne Road and a short section of Manor Court Road; - To the East, along the railway corridor to the vicinity of the Church Road bridge, and along a short section of Campbell Road; - To the South, by the mature lineside vegetation along the rail embankment.

The main potential sources of views of the station work sites may be summarised as follows:

- Users of Campbell Road; - Residents of 35 Campbell Road; - Residents of 24 Campbell Road; - Residents of 22 Campbell Road; - Residents of 1-8 Campbell Court, Campbell Road; - Residents of 27 Campbell Road; - Residents of 37-47 Campbell Road; - Residents of 10-20 Campbell Road; - Residents of Fern Bank, Golden Manor and 2-8 Campbell Road; - Residents of 1-13 Campbell Road; - Users of Golden Manor; - Residents of 2 Golden Manor; - Residents of 1 Golden Manor; - Residents of 3-5 Golden Manor; - Residents of 7-13 Golden Manor; - Residents of Testwood Court, Golden Manor; - Residents of 1-15 Manor Court Road; - Residents of 2-10 Alwyne Road; - Users of Manor Court Green;

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- Users of Churchfields Recreation Ground; - Residents of 51-65 Church Road; - Residents of 39 Church Road; and - Users of the station.

2.6 Sensitivity

2.6.1 Sensitivity of Landscape / Townscape to Change

Hanwell Station is located within the Hanwell Village Green Conservation Area. The temporary work site to the south of Manor Court Green lies within the Churchfields Conservation Area. The station itself is Grade II Listed and Wharncliffe Viaduct to the west is Grade 1 listed. There are two Conservation Areas across land to the north and west of Golden Manor, which include a number of Listed Buildings.

The surrounding townscape is generally of high sensitivity to change. Established residential areas cover much of the land on the northern side of the embankment with important areas of open space beyond. The railway corridor is a significant influence, particularly due to Wharncliffe Viaduct and the dense lineside vegetation, which prevents distant views from both the north and the south. Views from the surrounding neighbourhoods to the north are sensitive to the removal of lineside vegetation, as it will open up views of the rail corridor.

The immediate environs of the station and rail corridor to the north are dominated the quiet suburban leafy neighbourhood. Urban fabric of this type is not able to accommodate a substantial degree of change without detriment to its character.

Any significant loss of lineside vegetation which adjoin the rail corridor to both the north and south would affect townscape character, and is an important influence on views during summer.

2.6.2 Sensitivity of Visual Receptors to Change

Table W7.1: Visual Receptors (Hanwell Station) below identifies the key receptors which would obtain views of the proposed temporary and proposed permanent works, together with their sensitivity, the type of views and whether the views are of the temporary or permanent works.

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Table W7.1: Visual Receptors for the Hanwell Station Works

Receptor Sensitivity (Close Views under Type of View of View

1km distance) Works Receptors Oblique Temporary Work Sites Permanent Direct View Users of Campbell 1 Ground level 9 9 9 9 Moderate Road Residents of 35 Ground level 2 9 9 High Campbell Road and upper floors Residents of 24 Ground level 3 9 9 9 High Campbell Road and upper floors Residents of 22 Ground level 4 9 9 9 High Campbell Road and upper floors Residents of 1-8 Ground level 5 Campbell Court, 9 9 High and upper floors Campbell Road Residents of 27 Ground level 6 9 9 9 High Campbell Road and upper floors Residents of 37-47 Ground level 7 Campbell Road 9 9 High and upper floors

Residents of 10-20 Ground level 8 9 9 9 High Campbell Road and upper floors Residents of Fern Ground level 9 Bank, Golden Manor 9 9 9 9 High and upper floors and 2-8 Campbell Road Residents of 1-13 10 Upper floors 9 9 9 High Campbell Road 11 Users of Golden Manor Ground level 9 9 9 9 Moderate Residents of 2 Golden 12 Upper floors 9 9 9 9 High Manor Residents of 1 Golden Ground level 13 9 9 9 9 High Manor and upper floors Residents of 3-5 Ground level 14 9 9 9 9 High Golden Manor and upper floors Residents of 7-13 Ground level 15 9 9 9 High Golden Manor and upper floors Residents of Testwood Ground level 16 9 9 9 High Court, Golden Manor and upper floors Residents of 1-15 Ground level 17 9 9 High Manor Court Road and upper floors Residents of 2-10 18 Upper floors 9 9 High Alwyne Road Users of Manor Court 19 Ground level 9 9 9 9 Moderate Green Users of Churchfields 20 Ground level 9 9 9 Moderate Recreation Ground

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Receptor Sensitivity (Close Views under Type of View of View

1km distance) Works Receptors Oblique Temporary Work Sites Permanent Direct View Residents of 51-65 21 Upper storeys 9 9 High Church Road Ground level Residents of 39 Church 22 and upper 9 9 High Road storeys 23 Users of the station Ground level 9 9 9 9 Low

Local residents will be the most sensitive group of receptors and theoretically, approximately 70 residential properties could have views of the construction works.

The least obstructed views would be experienced by users of the station, users and residents of Campbell Road and Golden Manor, and users of Manor Court Green. Many of these receptors are considered to be of high sensitivity.

It should be noted that some receptors may experience recurrent views of the works (e.g. from the house and from nearby roads or the station).

Receptors who live in or use the area can be assumed to be habituated to a certain degree to the impact of railway maintenance and construction activities..

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3. Impact of the Scheme

3.1 Listed Buildings and their setting

There are two listed structures locally: Hanwell & Elthorne Station and the Wharncliffe Viaduct.

3.1.1 Hanwell Station

It is proposed to demolish the platform end ramps at the country end in order to extend the existing platform by 67m. The platform end ramps are part of the curtilage of Hanwell Station, a Grade II listed building. The platform end ramps are not of historical or architectural importance, therefore this impact is Not Significant (NSig). There is a potential impact of damage to the Grade II listed lamp-posts on the existing platform due to the close proximity of construction activities required to extend the existing platforms. The impact is considered Significant (Sig.). In mitigation of this impact it is proposed to provide protective measures to the lamp-posts and carry out demolition/excavation of existing platform end ramps a safe distance away from the lamp-posts to avoid disrupting their foundations. The residual impact is considered not significant (NSig.). If necessary, the affected lamp-posts will be temporarily removed and stored during the works.

The new platform will be 3m wide, formed of either precast concrete slabs supported on blockwork crosswalls or precast concrete crossheads on piled foundations. New station furniture is proposed on the extended platforms. There is a potential visual impact on the listed station due to the proposed station furniture on the extended platforms. This impact is considered significant (Sig.) To mitigate this impact the location and design of the new fixtures will be designed to be in keeping with the listed station. The residual impact is considered Not Significant (NSig.)

The station is a single storey timber structure located in a central location within the rail corridor. The building is largely out of view from surrounding areas because of the mature lineside vegetation. The setting of the station building is dominated by the GWML. The proposed platform extensions will affect the setting of the station building, mainly due to the removal of lineside vegetation to the north-west, but also with the extensions themselves. However, both the temporary and permanent works are considered to have a low impact on the setting of Hanell Station. This will not be significant.

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3.1.2 Wharnecliffe Viaduct

There are no works proposed in proximity to the Wharncliffe Viaduct and therefore no direct impacts on the viaduct.

Wharncliffe Viaduct, designed by Isambard Kingdom Brunel, was constructed in 1838 to cross the River Brent. The viaduct is a key feature in views from footpaths along the River Brent and from Churchfields Recreation Ground. The mature lineside vegetation is an important element in the views of Wharncliffe Viaduct. The removal of lineside vegetation for the temporary work site is unlikely to affect views of the viaduct from the south of the structure. In views from the north, along the River Brent and Churchfields Recreation Ground, it is unlikely that there will be a change in the view of the viaduct as a result. The temporary and permanent works are therefore considered to have a negligible/no change impact on the setting of Wharncliffe Viaduct

3.2 Conservation Areas

The proposed access route and temporary worksite will require the removal of some of the existing vegetation along the embankment to the south of Fern Bank and to the south of Manor Court Green. This will include the removal of a number of mature trees and works within the Churchfields Conservation Area. The proposed platform extension works to Hanwell Station are also within the Conservation Area. The loss of vegetation will affect a number of properties which lie within the Hanwell Village Conservation Area, with views towards the Viaduct. The loss of vegetation will also extend the visual influence of the temporary and permanent works to a few properties to the north of the station within the Hanwell Green Conservation Area.

It is considered that the loss of vegetation will have a negligible impact on the setting of the Conservation Area(s) and whilst the visual influence of the permanent work would extend northwards, the works are relatively minor and would be seen in the context of the existing GWML which dominates the Hanwell Village Green Conservation Area in this locality. It is therefore considered that the impact on the Conservation Area would not be significant.

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3.3 Landscape / Townscape

Construction features such as mobile cranes, piling rigs, HGVs, portacabins and hoardings will be features around the station for the duration of construction. These features will be prominent features within this quiet suburban area. Their overall level of impact is likely to be moderate. The area is generally of high sensitivity to change, and construction features will affect its character. Their effect is therefore considered to result in significant adverse impact.

The most visible feature of the permanent works will be the new access stairs and the removal of lineside vegetation, clearly visible along Golden Manor and from rear elevations of Campbell Road. These features will be seen in the context of the existing station and embankment along the northern side of the rail corridor, with which they will result in low adverse impacts, and of the surrounding urban area. The overall impact on the character of the townscape as a result of the permanent works is considered to be low, and the effect is unlikely to be significant.

3.4 Visual impacts

The Visual Appraisal Plan for Hanwell Station Works Drawing No. 1E0316-WIE00-E00-F- 00007 illustrates the approximate Zone of Visual Influence for the proposed temporary and the proposed permanent works, and identifies the principal locations from which views of the development would be obtained.

The assessment of impact during the construction works takes account of their relatively temporary duration, and the likelihood that nearby receptors will to a certain degree be tolerant of activities carried out in the normal course of railway maintenance and improvement.

The magnitude of visual impact that would be generated by the temporary works on each receptor group is identified in Table W7.2: Potential Temporary Impacts on Receptors (Hanwell Station).

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Table W7.2: Potential Temporary Impacts on Receptors (Hanwell Station)

Magnitude Sensitivity Receptor of Potential of Significance (Close Views under 1 km Impact on Receptors Receptors 1 Users of Campbell Road Moderate Moderate NSIG 2 Residents of 35 Campbell Road High Moderate SIG(-) 3 Residents of 24 Campbell Road High Moderate SIG(-) 4 Residents of 22 Campbell Road High Moderate SIG(-) Residents of 1-8 Campbell Court, 5 High Low NSIG Campbell Road 6 Residents of 27 Campbell Road High Low NSIG 7 Residents of 37-47 Campbell Road High Low NSIG 8 Residents of 10-20 Campbell Road High Low NSIG Residents of Fern Bank, Golden Moderate- 9 High SIG(-) Manor and 2-8 Campbell Road High 10 Residents of 1-13 Campbell Road High Low NSIG 11 Users of Golden Manor Moderate Moderate NSIG 12 Residents of 2 Golden Manor High Moderate SIG(-) 13 Residents of 1 Golden Manor High Moderate SIG(-) 14 Residents of 3-5 Golden Manor High Moderate SIG(-) 15 Residents of 7-13 Golden Manor High Low NSIG Residents of Testwood Court, 16 High Negligible NSIG Golden Manor Residents of 1-15 Manor Court 17 High Negligible NSIG Road 18 Residents of 2-10 Alwyne Road High Negligible NSIG 19 Users of Manor Court Green Moderate Low NSIG Users of Churchfields Recreation 20 Moderate Negligible NSIG Ground 21 Residents of 51-65 Church Road High Negligible NSIG 22 Residents of 39 Church Road High Negligible NSIG Residents of Kipling Court, 23 High Negligible NSIG Tennyson Road 24 Users of the station Low Moderate NSIG

The magnitude of visual impact that would be generated by the permanent works on each group of receptors is identified in Table W7.3: Potential Permanent Impacts on Receptors (Hanwell Station Works).

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Table W7.3: Potential Permanent Impacts on Receptors (Hanwell Station Works)

Magnitude Sensitivity Receptor of Potential of Significance (Close Views under 1 km) Impact on Receptors Receptors 1 Users of Campbell Road Moderate Negligible NSIG 2 Residents of 35 Campbell Road High Negligible NSIG 3 Residents of 24 Campbell Road High Negligible NSIG 4 Residents of 22 Campbell Road High Negligible NSIG Residents of 1-8 Campbell Court, 5 High Negligible NSIG Campbell Road 6 Residents of 27 Campbell Road High Negligible NSIG 7 Residents of 37-47 Campbell Road High Negligible NSIG 8 Residents of 10-20 Campbell Road High Negligible NSIG Residents of Fern Bank, Golden 9 High Low NSIG Manor and 2-8 Campbell Road 10 Residents of 1-13 Campbell Road High Negligible NSIG 11 Users of Golden Manor Moderate Low NSIG 12 Residents of 2 Golden Manor High Low NSIG 13 Residents of 1 Golden Manor High Negligible NSIG 14 Residents of 3-5 Golden Manor High Low NSIG 15 Residents of 7-13 Golden Manor High Negligible NSIG Residents of Testwood Court, 16 High Negligible NSIG Golden Manor Residents of 1-15 Manor Court 17 High Negligible NSIG Road 18 Residents of 2-10 Alwyne Road High Negligible NSIG 19 Users of Manor Court Green Moderate Negligible NSIG Users of Churchfields Recreation 20 Moderate Negligible NSIG Ground 21 Residents of 51-65 Church Road High Negligible NSIG 22 Residents of 39 Church Road High Negligible NSIG 23 Users of the station Low Negligible NSIG

The temporary works will be visible to a limited number of receptors, notably nearby residents on the northern side of the rail corridor and users of the station. The magnitude of visual change is considered to be moderate to high because of the proximity of the receptors to the construction activities and proportion of the view affected. For residents of properties on Golden Manor and Campbell Road it is considered that the impact will be significant adverse. The degree of impact on other local residents will be mitigated by factors such as the nature of the existing view, distance and obstruction, and is not considered to give rise to significant effects.

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Permanent impacts on visual amenity for residents on Golden Manor and Campbell Road are not considered to be significant. The highest degree of impact will be experienced by users of the station and residents on Golden Manor and Campbell Road and are not considered to be significant in this instance.

Local residents, who are the most sensitive receptors, will experience no more than a low degree of impact; in most cases their views of the works will be in the context of existing views across an established residential neighbourhood, will not be altered fundamentally, apart from a small reduction in lineside vegetation, and are unlikely to be critical in amenity terms. The net effect on their amenity is not considered to be significant.

The Year 1 predicted impacts are not considered to be significant for the reasons give above. After 15 years following completion of the landscaping on the northern side of the rail embankment will be maturing, and the impacts on residents on Golden Manor and Campbell Road will continue to reduce.

3.5 Cumulative Impacts

The cumulative impacts of works within this route window will not occur due to the separation distances between the works at Hanwell Station and track realignment works at Southall near Uxbridge Road. There are no additional works such as utility diversions, which would lead to cumulative impacts.

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4. Summary

4.1 Listed Buildings and their Setting

At the Grade II listed Hanwell Station, there is a potential impact of damage to the Grade II listed lamp-posts that form part of Hanwell Station due to the close proximity of construction activities required for the extension of the existing platforms at the country end. The impact is considered Significant (Sig.). The lamp-posts will be protected throughout the works and construction activities will be carried out a safe distance from the lamp-posts. The residual impact is Not Significant (NSig.).

The Grade I listed Wharncliffe Viaduct will not be affected by the proposed works.

The works in this route window will not result in any significant impact on the setting of either of these listed structures.

4.2 Conservation Areas

Hanwell Station and its worksites lie within the Hanwell Village Green Conservation Area whilst the Churchfields Gardens worksite is located within the Churchfields Conservation Area. However, the loss of existing vegetation and undertaking works within the Conservation Area are considered unlikely to result in significant impacts due to the minor nature of the platform works and limited duration of the works themselves. The loss of mature trees on the embankment will not fundamentally change Conservation Area or its setting.

4.3 Townscape

The townscape assessment has identified temporary significant adverse impacts on the character of the local townscape as a result of the introduction of construction features into the high sensitivity townscape. There are no permanent impacts on townscape character.

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4.4 Visual Impacts

The temporary construction work will result in significant adverse impacts on the visual amenity of residents on Golden Manor and Campbell Road, due to the intrusion of construction features into the views. These properties are close to the construction activities and a large proportion of their view will be affected. The degree of impact for other local residents will be mitigated by factors such as the nature of the existing view, distance and obstruction, and these are not predicted to be significant.

The main sources of permanent impact will be the change in the arrangement of features at the western end of the station. The net impact of this change will be to increase the prominence of railway infrastructure, notably with the removal of lineside vegetation and the extended platforms. It is assumed that the replacement landscaping will provide a similar degree of screening to that which is experienced currently. The magnitude of change is considered to be low to negligible, and will give not rise to any significant impacts on views.

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5. Summary tables

Table W7.4 details the impact on listed buildings.

Predicted impacts on the setting of listed buildings, conservation areas, landscape / townscape character and visual amenity are summarised in Table W7.5: Summary Table of Temporary Impacts and Table W7.6: Summary Table of Permanent Impacts, including any committed mitigation and residual impacts.

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Route WindowW7 Assessment ofHeritage and Landscape Impacts –Volume2 Crossrail Line 1 Table W7.4: Listed Buildings - Schedule of Impacts for Route Window W7 Action Required and Residual Impact C.R. No Address Grade Proposed Works Potential Impact Sig. Mitigation Description Sig. 822 Hanwell II Platforms at country end Potential damage to Sig. Provide protective measures No significant NSig. (W7) Station, are to be extended by lamp-posts on existing to lamp-posts and carry out residual impact. If Station 67m. New platform to platforms from excavations a safe distance lamp posts are Road, W7 consist of precast construction activities away from lamp-posts to moved, this would concrete slabs supported required to extend avoid disrupting their be a temporary on blockwork crosswalls existing platforms. foundations. If necessary, loss of a listed or precast concrete temporarily remove the structure, but is crossheads on piled lamp-posts that will be not considered to foundations. Existing affected during the works be significant. platform end ramps to be and reinstate on completion. demolished to construct platform extension. Demolition of platform NSig None needed. No significant NSig. end ramps in order to . residual impact. extend existing platforms. The platform end ramps form part of the curtilage of the listed station but are not of historical or architectural importance. New station Potential visual impact Sig. Location and design of new No significant NSig. fixtures/furniture is on the listed station. fixtures/furniture to be in residual impact. proposed on the keeping with the listed extended platforms. station.

557

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Action Required and Residual Impact C.R. No Address Grade Proposed Works Potential Impact Sig. Mitigation Description Sig. Proximity to worksite, Mobile crane may Sig. Carry out good construction No significant NSig. storage areas and oversail lamp-posts– practice. Avoid oversailing of residual impact. construction Risk of falling objects. the listed station and its plant/vehicles. elements.

Potential damage from Sig. Position entrance to No significant NSig. vehicle/plant impact. worksite, turning points and residual impact. vehicular route away from station.

823 Wharncliffe I No works proposed in None. NSig None needed. None. NSig. (W7) Viaduct, proximity to viaduct. . Southall/ Hanwell.

Route WindowW7

Route WindowW7 Assessment ofHeritage and Landscape Impacts –Volume2 Crossrail Line 1 Table W7.5: Summary Table of Temporary Impacts (Route Window W7)

Route Window W7– Temporary Impacts

Residual Impact Works and potential impact Significance Mitigation Description Significance

Physical impact of: Not Hoardings to Not Construction plant and associated features. Significant temporary work sites Low Significant Compounds outside railway corridor.

Impacts on Haven Village Green Conservation Area Hoardings to Construction plant and associated features and construction Not Not temporary work sites Low of platform extensions will result in low impact on the Significant Significant

Conservation Area dominated by GWML in this locality Landscaping Impacts on Churchfields Conservation Area Not scheme for re- Removal of mature vegetation from rail embankment for Negligible Not Significant Significant vegetation of rail temporary work site embankment Impact on character areas Significant Hoarding to work Significant Overall character of residential neighbourhood will be Moderate adverse sites adverse fundamentally changed. Impact on Listed Structures Landscaping Removal of lineside vegetation and construction works to Not scheme for re- Negligible/Low Not Significant northern side of station will result in low impact on setting of Significant vegetation of rail station, and negligible impact on setting of Wharncliffe Viaduct embankment Impact on visual amenity of approximately 12 residential properties on Campbell Road and Golden Manor Significant Hoarding to work Significant Moderate to High Visual amenity will be experience a moderate to high degree adverse sites adverse of change Impact on visual amenity of other receptors Not Hoarding to work Visual amenity will be experience a low to negligible degree of Low to Negligible Not Significant Significant sites change 559

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Route Window W7 – Permanent Impact

Residual Impact Works and potential impact Significance Mitigation Description Significance

Impact on Conservation Areas Role of railway Negligible increase in visual influence of embankment and viaduct railway infrastructure and fundamental Not Significant None proposed within Conservation Area Not Significant character of surrounding area will be remains fundamentally unaffected. unchanged.

Impact on Character Areas Construct stairs and path in New access stairs blend New access stairs a new feature within Not Significant appropriate materials and with surrounding Not Significant immediate townscape screen with landscaping townscape

Impact on Listed Structures Construct platforms and Negligible impacts on setting of Hanwell Neglible impacts on Not Significant railings with appropriate Not Significant Station and Wharncliffe Viaduct setting of listed structures materials

In year 1 the character of views, therefore level of amenity, remains largely unchanged. By year 15 Impact on visual amenity New landscaping to replace Not Significant the landscaping works NotSignificant Negligible to low impact on visual amenity lineside vegetation will be maturing and Route WindowW7 continue to mitigate views of the GWML embankment.

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6. Assumptions

- It is assumed that the temporary works site will be landscaped and restored to its previous use and condition, where possible. - It is proposed that 3.6 metre high hoarding be erected to the boundary of the temporary station work sites and 2.4m hoarding to the Churchfields Gardens worksite and construction areas to mitigate the effects of the construction works. - Desk-top studies and a number of site visits were undertaken during July and October 2004 and therefore this assessment was undertaken during the summer period when vegetation was in leaf. However, when considering the landscape and visual impacts of the scheme, an assessment of the potential winter situation has been estimated / taken into account and ZVIs mapped on this basis.

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7. References

- ES Route Window W7 - Parliamentary Plan Sheets - ES Scheme Description

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Route Window W6 West Ealing Station

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Contents

1. Description of the Works 567 1.1 Permanent Works 567 1.2 Temporary Works 567 2. Baseline Assessment 569 2.1 Local context 569 2.2 Listed Buildings and their Setting 570 2.3 Conservation Areas 570 2.4 Landscape / Townscape 570 2.5 Zone of Visual Influence 575 2.6 Sensitivity 577 3. Impact of the Scheme 580 3.1 Listed Buildings and their Setting 580 3.2 Conservation Areas 580 3.3 Landscape / Townscape 580 3.4 Visual impacts 581 3.5 Cumulative Impacts 583 4. Summary 584 4.1 Listed Buildings and their setting 584 4.2 Conservation Areas 584 4.3 Landscape / Townscape 584 4.4 Visual Impacts 584 5. Summary tables 586 6. Assumptions 589 7. References 590

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Route Window W6 West Ealing Station

1. Description of the Works

1.1 Permanent Works

About 250m of new track will be introduced west of West Ealing station that will accommodate the Greenford branch. Passengers using the Greenford branch will be required to change at West Ealing, since through-services to and from Paddington will no longer be available. Greenford services will use a new 50 m long bay platform, located on the north side of the station over the alignment of the disused sidings.

The existing ticket hall located on the road overbridge at the east end of West Ealing station will be converted to commercial use and a new facility, 5 m high and 28 m wide, will be constructed on the north side of the station, adjacent to the taxi rank off Manor Road. This will lead to a new footbridge which will have lift towers to provide access to the platforms.

To accommodate longer Crossrail trains, both platforms will be extended at the western end by 65 m. New canopies will be constructed over part of the platforms. It will also be necessary to relay the trackwork forming the junction with the Greenford branch.

1.2 Temporary Works

Subject to possession planning requirements and excluding final commissioning, the construction works at the new station will take about one year and nine months to complete.

Enabling works will include the diversion of utilities and services. Limited demolitions will also be required, including the loading bay (milk dock), platform ramps, a commercial garage and yard at 55-57 Manor Road.

The new station building will be of steel-framed construction with slabs formed from in-situ or pre-cast concrete. The substructure will be piled. The roof will be constructed of pre-cast or in-situ concrete slab. The construction of the new ticket hall will take approximately eleven months to complete; the conversion and refurbishment of the existing ticket hall will take about two months.

During the construction of the ticket hall, other station works will comprise:

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- extension of both relief line platforms; - creation of the new track bed for the Greenford service and provision of trackworks; - installation of new leads and crossovers for the Greenford track prior to signalling, testing and commissioning of the new lines; and - on completion of the trackwork, the construction of a new station footbridge will start; the footbridge will be lifted into place by crane during a possession (line closure).

Plant and equipment required at the worksite will include lighting rigs, a bulldozer, vibrating plate compactor, compressors, and generators.

Works will be carried out from the land between Manor Road and the new bay platform site (formerly the old Milk Dock). All materials taken to and from the site will be by road from the B452 Drayton Green Road via Manor Road. The worksite will be served by 14 lorries per day during the 12 week peak construction period and typically by eight per day at other times.

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2. Baseline Assessment

2.1 Local context

West Ealing Station is located between Manor Road and Alexandria Road at the junction of Argyle Road, The Avenue and Drayton Green Road, within the London Borough of Ealing. The station building is located on the overbridge with the platforms located below.

The station contains two existing platforms set in slight cutting relative to the surrounding areas to the north, and on slight embankment relative to surrounding areas to the south and approximately 4 metres below the small station building. The station platforms are separated from Manor Road by a derelict former siding and small workshops. Manor Road is mainly residential in nature with rows of Edwardian terraces, with commercial units at the eastern end towards the junction with Argyle Road. At the western end an industrial estate lies adjacent to the rail corridor. To the south of the rail corridor a Waitrose supermarket, car park and light industrial units, some of which are currently being demolished, lead down to Alexandria Road, which again, is predominantly residential. The railway overbridge contains a number of single storey retail and commercial units. There is little vegetation surrounding the station, although to the north of the station platforms regenerating scrub covers much of the former sidings area.

Drayton Green Road connects with Uxbridge Road(A4020) to the south and Argyle Road connects with Western Avenue (A40) to the north. There are retail and commercial units along Argyle Road and The Avenue, and residential neighbourhoods to the north and south of the station.

The nearest residential properties comprise 2-storey Edwardian terraced properties along Manor Road along, about 25m north of the station, and three-storey properties along Aygyle Road, about 30m to the north. Established residential neighbourhoods are located along Manor Road and Drayton Road to the north, and Alexandria Road and Drayton Green Road to the south.

The nearest open space is Dean Gardens located about 300m to the south, Drayton Green lies about 350m to the north-west of the station, and the Royal Borough of Kensington and Chelsea Cemetery lies 700m to the west.

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The Townscape Character Baseline Plan for West Ealing Station, Drawing No. 1E0416- W1E00-E00-F-00006 identifies the locations of key buildings and landmarks in the local townscape and illustrates local views, pedestrian and vehicular movement corridors, townscape character areas, urban gateways / nodes and the landscape planning designations that relate to the site and its surroundings. This baseline plan also illustrates the extent of the proposed sites for both the temporary and permanent works.

2.2 Listed Buildings and their Setting

There are no listed buildings and structures within the approximate Zone of Visual Influence (ZVI) of the temporary and permanent works. St John’s Church is a Grade II listed building, located 400m south of the rail corridor.

2.3 Conservation Areas

The station is not situated within a Conservation Area, although Ealing Green Conservation Area lies 400m to the south-east and Hanwell Cemeteries Conservation Area lies 700m to the west.

2.4 Landscape / Townscape

2.4.1 Character Areas and Townscape Quality

The area may be divided into four character areas, reflecting their prevailing uses and built pattern.

West Ealing Station (South) Character Area

This is an area with mixed character and uses. Uxbridge Road runs through the heart of the area, almost parallel with the railway tracks to the north. Commercial premises dominate it, though the character changes in terms of scale, massing and architecture along its east to west axis.

The western end of Uxbridge Road is generally domestic in scale, and is predominantly terraced. It lacks the more urban, dense character of the eastern part of this character area.

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The eastern end includes many large individual plots and large-scale buildings, up to eight storeys high, and is more commercial in character than the western end. The large-scale buildings are mostly post-1980’s though the area still retains something of its Victorian character, with remnants of Victorian buildings disbursed across its length.

One gets little sense of the presence of the railway to the north of the character area due to the residential buffer on the southern edge of the railway tracks. There are very few views of the railway obtained from areas to the south of this buffer. The residential buildings in this area have a mixed character. Modest late-Victorian terraces bound the edges and these have little townscape merit, are somewhat rundown and are in poor repair. A brutalist concrete post-war estate occupies the middle of the area. Again, this is in poor repair, and its stark architecture and the incoherent layout of its blocks have a somewhat uninviting and intimidating character. The blocks vary in scale but are up to six storeys high, and provide a contrast with the domestic scale of the terraces. St John’s School and the Magistrates Court lie adjacent to the estate. They are similar in both style and character and are generally of poor townscape merit.

The character to the south of the western stretch of Uxbridge Road has a similar character to that to the north, being a mix of modest domestic terraces and uninviting post war housing disturbed in-between.

The domestic scale of the area makes the Drayton Green railway sheds at the intersection to the north of the character area all the more powerful in visual terms. Their scale and bulk loom over the area, despite the fact that views of the sheds are obscured by the tight development alongside the railway.

The residential strip on the eastern stretch of Uxbridge Road towards Ealing Broadway has much more townscape merit, comprising of large Victorian villas with large gardens. These are predominantly semi-detached, with large detached villas backing onto the railway tracks to the north. These villas and large gardens provide a visual barrier between the railway and the wider area. This area of housing generally has a much more affluent character to the somewhat run-down character of the area to the west of Drayton Gardens Road and buildings in this area some fine period features.

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The only significant recent development of note is the Waitrose supermarket at the junction of Alexandria Road and West Ealing Station. The car park for this store runs alongside the railway and has an open character. Views may be obtained across this car park and the railway towards West Ealing Station.

This is an area of low townscape quality.

West Ealing Station (North) Character Area

The townscape to the north of the railway tracks has a much more consistent and coherent character, being dominated by rows of Victorian terraces without the intrusion of the uninviting post-war developments that are present in the area to the south.

Victorian villas dominate much of this area, with the more substantial houses lying to the east towards Ealing Broadway. These villas are predominantly detached with small gardens to the front and large gardens to the rear and have some good Victorian period features.

The long, linear and well-planned nature of the streets creates an attractive and permeable townscape in contrast to the somewhat disjointed character to the south. For the most part, this character is not compromised. However, the Telephone Exchange, located on a visually prominent position to the north-east of the station, is out of scale and character with the wider area. Its rather brutal concrete architecture compromises the quaint and otherwise consistent Gordon Road street scene.

There is a small area of retail adjacent to West Ealing Station along The Avenue, which creates something of a focus around the station. These retail facilities are housed in fine three storey Victorian parades, which are more reminiscent of those found in Ealing Centre.

The townscape character becomes a little more disjointed near Drayton Green Station to the north-west. The grander villas associated with the east of this area make way for more domestic early 20th century red brick terraces, some post-war housing of moderate townscape merit and some late twentieth century development of moderate townscape merit. This later type of development is undistinguishable from many infill developments elsewhere, using standard detailing and materials.

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Drayton Green itself is a large open space containing a running track. Its open character permits views to the Drayton Green Railway Works which sit loom over the area, un- compromised in their scale and massing.

This is an area of moderate townscape quality.

Hanwell and Cemeteries Character Areas

This is an area with significant residential character incorporating two Victorian cemeteries at its heart, the Royal Borough of Kensington and Chelsea Cemetery and the larger City of Westminster Cemetery to the south.

The City of Westminster Cemetery was founded in 1854 and the Kensington and Chelsea Cemetery one year later in 1855 to accommodate for the overflowing churchyards and burial grounds of London.

The layout of the Westminster Cemetery by Robert Jerrard follows a clear grid arrangement on the Uxbridge Road frontage. It is surrounded by impressive decorative railings and gates with Bath Stone piers.

Despite the large size of the cemeteries, one gets little impression of their size from Uxbridge Road. This is particularly so in the case of the Kensington and Chelsea Cemetery, which is accessed by a subtle gateway and linear pathway. It is bounded on both sides by tightly packed residential, finally opening up into the cemetery before reaching the railway tracks.

Despite its leafy character, the Drayton Green railway associated works to the north are still a dominant feature due to their massive scale.

The area to the south of the railway is generally of mixed character, with post war estates, modest 20th century terraces and modern infill development of variable quality, together creating something of an incoherent character. St Mary’s Church on the junction of Uxbridge Road and Church Road provide one of the few focal points.

Development is less tightly packed against the railway tracks than elsewhere, so the elevated tracks are more of a dominant feature with a belt of trees and shrubs running alongside the southern edge of the tracks along York Avenue.

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Uxbridge Road again, provides the main focus of Hanwell, with concentrations of retail with some residential. The character is generally variable both in terms of architecture and condition of buildings but is consistently domestic in scale until it reaches the Ealing hospital to the west.

This is an area of moderate townscape quality.

Ealing Green Character Area

This area is located to the south of the Uxbridge Road. Ealing Green and the surrounding area was developed as part of a rural retreat for the wealthy and aristocratic during the seventeenth and eighteenth centuries.

The area is focused around Walpole Park, which was opened to the public in 1901. The cedars on the lawn date back to the eighteenth century, as does the walled kitchen garden. John Haverfield landscaped the gardens in 1800. The northern end of the park is particularly quaint as a flint bridge and historic stone fragments provide interesting compositions.

The character area has a substantial village feel, retaining much of its early character. The curving street scene of St. Mary’s Road has a mix of buildings of architectural and historical interest. Bond Street is a good example of a coherent Edwardian streetscape.

Pitshanger Manor dominates the northern part of the green, with its striking elevation and imposing red brick arch and pilasters gateway. The green narrows towards its southern edge and is lined with buildings from the 18th century. It includes Ealing Studios on its western side, to the south of this route window.

This is an area of high townscape quality.

2.4.2 Key Landscape / Townscape Features and Resources

There are no significant landscape and townscape features in the vicinity of the site.

Sinclair House, a five storey post war office block, is an imposing office building located immediately to the east of the station.

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Vegetation is a locally important influence on views and landscape character. The most notable vegetation in the immediate vicinity of the station comprises street trees (mainly ash) which are found along both sides of Manor Road.

Scrub and immature trees occupy parts of the railway corridor adjoining the southern side of Manor Road

2.4.3 Strategic Views and Key Local Views

There are no strategic views in the vicinity of the site.

2.4.4 Key Pedestrian / Vehicular Movement Corridors

Roads are the main movement corridors in the area, both for vehicles and pedestrians, with Argyle Road/Drayton Green Road(B452), The Avenue and Uxbridge Road forming the most important links.

2.4.5 Landscape Planning Designations

There are no landscape planning designations in the vicinity of the site, although The Royal Borough of Kensington and Chelsea Cemetery is designated by English Heritage as a Park and Garden of Special Historic Interest and the Drayton Green sports ground to the north- west of the site is designated as ‘Key Open Space’.

2.5 Zone of Visual Influence

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

- The relationship of the railway to the surrounding area; - The general character and arrangement of land uses; and - The proximity, scale and use of nearby buildings.

The railway runs through the built-up area in a shallow cutting, passing beneath Argyle Road/Drayton Green Road bridge and a pedestrian footbridge between Felix Road and Drayton Green. In the vicinity of the station, the cutting gently rises up to Manor Road to the north and is relatively level across the supermarket car park to the south.

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To the west the railway runs on slight embankment relative to ground levels to the south and at a similar level to the north.

The lower elevation of the railway generally restricts opportunities for direct views to track/platform level, except from sections of Manor Road and from vantage points such as the Sinclair House, offices on the upper floors of Waitrose supermarket and from buildings which overlook the railway corridor. The rail track in cutting and the surrounding walls, fences and buildings are the main influences on views, reinforced (in summer) by vegetation, mainly to the north of the railway.

The ZVI can be defined by the following:

- To the West, along the railway corridor to the vicinity of the pedestrian footbridge and works depot; - To the North, principally by the sequence of residential properties, vegetation and commercial units along Manor Road, Drayton Road and a short section of Argyle Road; - To the East, along the railway corridor to the vicinity of the Argyle Road/Drayton Green Road bridge; - To the South, by the facades of properties along the southern side of the Alexandria Road, between the Waitrose Supermarket and pedestrian footbridge.

The main potential sources of views of the station work sites may be summarised as follows:

- Users of Manor Road; - Commercial/Retail properties, 1-4 Manor Road; - PO Sorting Office, Manor Road; - Residents of 11-26 Manor Road; - Residents of 27-40 Manor Road; - Users of Drayton Road; - Residents of 28-32 Drayton Road; - Commercial/Retail property, Hurley House, Argyle Road; - Residents of 1-3 Argyle Road; - Residents of 5-7 Argyle Road; - Users of Argyle Road - Commercial/Retail properties, 51-57 Manor Road; - Users of Sinclair House; - Users of Waitrose supermarket;

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- Commercial/Retail properties, 44-54 Drayton Green Road; - Commercial/Retail property, Wilton House, Alexandria Road; - Residents of 3-5 Alexandria Road; - Residents of 13-19 Alexandria Road; - Residents of 21-31 Alexandria Road; - Residents of 35-37 Alexandria Road; - Residents of 14-38 Alexandria Road; - Residents of 3-43 Felix Road; - Users of pedestrian footbridge between Felix Road and Manor Road; and - Users of the station.

2.6 Sensitivity

2.6.1 Sensitivity of Landscape / Townscape to Change

West Ealing Station does not lie within any Conservation Areas and does not contain any Listed Buildings.

The surrounding townscape is generally of low sensitivity to change. The railway corridor and the station are already significant influences, and the area is therefore able to accommodate further railway infrastructure without fundamentally affecting its character.

The immediate environs of the station are dominated by Waitrose supermarket and car park, West Ealing Business Centre and Sinclair House. A local business park to the south of the rail corridor was being demolished during summer 2004. Urban fabric of this type is able to accommodate a substantial degree of change without detriment to its character.

However, any significant loss of street trees which adjoin the rail corridor to the north would affect townscape character, since this is the most prominent vegetation in the immediate area, and is an important influence on residential views during summer.

The residential areas located to the north (Manor Road, Drayton Road and Argyle Road) and south (Alexandria Road and Drayton Green Road) are more sensitive to change, due to their smaller scale built pattern.

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2.6.2 Sensitivity of Visual Receptors to Change

Table W6.1: Visual Receptors (West Ealing Station) below identifies the key receptors which would obtain views of the proposed temporary and proposed permanent works, together with their sensitivity, the type of views and whether the views are of the temporary or permanent works.

Table W6.1 :- Visual Receptors for the West Ealing Station Works

Receptor Sensitivity (Close Views under Type of View of View

1km distance) Works Receptors Oblique Temporary Work Sites Permanent Direct View 1 Users of Manor Road Ground level 9 9 9 9 Low Commercial/Retail Ground level 2 properties, 1-4 Manor and upper 9 9 9 9 Moderate Road floors Ground level PO Sorting Office, Manor 3 and upper 9 9 9 9 Moderate Road floors Ground level Residents of 11-26 4 and upper 9 9 9 9 High Manor Road floors Residents of 27-40 5 Ground level 9 9 9 High Manor Road 6 Users of Drayton Road Ground level 9 9 9 9 Low Ground level Residents of 28-32 7 and upper 9 9 9 High Drayton Road floors Commercial/Retail Ground level 8 property, Hurley House, and upper 9 9 9 Moderate Argyle Road floors Residents of 1-3 Argyle 9 Road Upper floors 9 9 9 High

Residents of 5-7 Argyle 10 Upper floors 9 9 9 High Road 11 Users of Argyle Road Ground level 9 9 9 Low Commercial/Retail 12 properties, 51-57 Manor Ground level 9 9 9 9 Moderate Road 13 Users of Sinclair House Upper floors 9 9 9 9 Moderate Ground level Users of Waitrose 14 and upper 9 9 9 9 Low supermarket floors Commercial/Retail 15 properties, 44-54 Ground level 9 9 9 Moderate Drayton Green Road

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Receptor Sensitivity (Close Views under Type of View of View

1km distance) Works Receptors Oblique Temporary Work Sites Permanent Direct View Commercial/Retail 16 property, Wilton House, Upper floors 9 9 9 Moderate Alexandria Road Residents of 3-5 17 Upper floors 9 9 9 High Alexandria Road Residents of 13-19 18 Upper floors 9 9 9 9 High Alexandria Road Residents of 21-31 19 Upper floors 9 9 9 9 High Alexandria Road Residents of 35-37 20 Upper floors 9 9 9 9 High Alexandria Road Residents of 14-38 21 Upper floors 9 9 9 High Alexandria Road Residents of 3-43 Felix 22 Upper floors 9 9 9 High Road Users of pedestrian 23 footbridge between Felix Bridge level 9 9 9 9 Low Road and Manor Road 24 Users of the station Ground level 9 9 9 9 Low

Local residents will be the most sensitive group of receptors and theoretically, approximately 50 residential properties could have views of the works for the station construction. However, apart from views from properties along Manor Road and Drayton Road viewing opportunities will in almost every case be confined to upper floors.

The least obstructed views would be experienced by users of the station, users and residents of Manor Road and Drayton Road. Many of these receptors are considered to be of high sensitivity.

It should be noted that some receptors may experience recurrent views of the works (e.g. from the workplace and from nearby roads or the station).

Receptors who live in or use the area can be assumed to be habituated to a certain degree to the impact of railway maintenance and construction activities.

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3. Impact of the Scheme

3.1 Listed Buildings and their Setting

There will be no impacts on listed buildings or their setting in this route window.

3.2 Conservation Areas

There will be no impacts on Conservation Areas in this route window.

3.3 Landscape / Townscape

There will be no features of importance affected by the works to West Ealing Station. 57 Manor Road is a garage workshop of little architectural merit, and the loss of the building will be of negligible impact on the local townscape.

The visual influence of the works will not extend into any areas of designated landscape / townscape or the setting of any listed buildings.

Construction features such as mobile cranes, piling rigs, HGVs, portacabins and hoardings will be features around the station for the duration of construction. These features will be relatively insignificant within the busy rail corridor. Their overall level of impact is likely to be moderate; at times it will be low, and at others potentially high (e.g. when cranes are lifting the footbridge spans or canopies into place).

However, the area is generally of low sensitivity to change, and is able to accommodate construction activities without fundamentally affecting its character. Their effect is therefore not considered to be significant.

The most visible feature of the permanent works will be the new ticket hall, platform canopies, footbridge and new forecourt area with taxi rank and drop off area, clearly visible along Manor Road and Drayton Road.

These features will be seen in the context of the existing station, garage workshop and derelict land along the northern side of the rail corridor, with which they will result in moderate beneficial impacts, and of the surrounding urban area. The ticket hall will be located towards the eastern end of Manor Road, between Argyle Road and Drayton Road.

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The ticket hall will have a moderate beneficial impact on the character of the area immediately surrounding the station due to the removal of areas of derelict land and run- down garage area.

The overall permanent impact on the character of the townscape is considered to be low, and the effect is not considered to be significant.

3.4 Visual impacts

The Visual Appraisal Plan for West Ealing Station Works Drawing No. 1E0316-WIE00-E00-F- 00006 illustrates the approximate Zone of Visual Influence for the proposed temporary and the proposed permanent works, and identifies the principal locations from which views of the development would be obtained.

The assessment of impact during the construction works takes account of their relatively temporary duration, and the likelihood that nearby receptors will to a certain degree be tolerant of activities carried out in the normal course of railway maintenance and improvement.

The magnitude of visual impact that would be generated by the temporary works on each receptor group is identified in Table W6.2: Potential Temporary Impacts on Receptors (West Ealing Station).

Table W6.2 : Potential Temporary Impacts on Receptors (West Ealing Station)

Magnitude Sensitivity Receptor of Potential of Significance (Close Views under 1 km) Impact on Receptors Receptors 1 Users of Manor Road Low Moderate NSIG Commercial/Retail properties, 1-4 2 Moderate Moderate NSIG Manor Road 3 PO Sorting Office, Manor Road Moderate Moderate NSIG 4 Residents of 11-26 Manor Road High Moderate SIG(-) 5 Residents of 27-40 Manor Road High Low NSIG 6 Users of Drayton Road Low Moderate NSIG 7 Residents of 28-32 Drayton Road High Low NSIG Commercial/Retail property, Hurley 8 Moderate Moderate NSIG House, Argyle Road 9 Residents of 1-3 Argyle Road High Moderate SIG(-) 10 Residents of 5-7 Argyle Road High Low NSIG

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Magnitude Sensitivity Receptor of Potential of Significance (Close Views under 1 km) Impact on Receptors Receptors 11 Users of Argyle Road Low Moderate NSIG Commercial/Retail properties, 51-57 12 Moderate Moderate NSIG Manor Road 13 Users of Sinclair House Moderate Low NSIG 14 Users of Waitrose supermarket Low Low NSIG Commercial/Retail properties, 44-54 15 Moderate Negligible NSIG Drayton Green Road Commercial/Retail property, Wilton 16 Moderate Negligible NSIG House, Alexandria Road 17 Residents of 3-5 Alexandria Road High Negligible NSIG 18 Residents of 13-19 Alexandria Road High Negligible NSIG 19 Residents of 21-31 Alexandria Road High Negligible NSIG 20 Residents of 35-37 Alexandria Road High Negligible NSIG 21 Residents of 14-38 Alexandria Road High Negligible NSIG 22 Residents of 3-43 Felix Road High Negligible NSIG Users of pedestrian footbridge 23 between Felix Road and Manor Low Negligible NSIG Road 24 Users of the station Low Moderate NSIG

The magnitude of visual impact that would be generated by the permanent works on each group of receptors is identified in Table W6.3: Potential Permanent Impacts on Receptors (West Ealing Station Works).

Table W6.3 :- Potential Permanent Impacts on Receptors (West Ealing Station Works)

Magnitude Sensitivity Receptor of Potential of Significance (Close Views under 1 km) Impact on Receptors Receptors 1 Users of Manor Road Low Moderate NSIG Commercial/Retail properties, 1-4 2 Moderate Moderate NSIG Manor Road 3 PO Sorting Office, Manor Road Moderate Moderate NSIG 4 Residents of 11-26 Manor Road High Moderate SIG(-) 5 Residents of 27-40 Manor Road High Negligible NSIG 6 Users of Drayton Road Low Low NSIG 7 Residents of 28-32 Drayton Road High Negligible NSIG Commercial/Retail property, Hurley 8 Moderate Moderate NSIG House, Argyle Road 9 Residents of 1-3 Argyle Road High Moderate SIG(-) 10 Residents of 5-7 Argyle Road High Negligible NSIG 11 Users of Argyle Road Low Moderate NSIG Commercial/Retail properties, 51-57 12 Moderate Low NSIG Manor Road 13 Users of Sinclair House Moderate Low NSIG

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Magnitude Sensitivity Receptor of Potential of Significance (Close Views under 1 km) Impact on Receptors Receptors 14 Users of Waitrose supermarket Low Low NSIG Commercial/Retail properties, 44-54 15 Moderate Negligible NSIG Drayton Green Road Commercial/Retail property, Wilton 16 Moderate Negligible NSIG House, Alexandria Road 17 Residents of 3-5 Alexandria Road High Negligible NSIG 18 Residents of 13-19 Alexandria Road High Negligible NSIG 19 Residents of 21-31 Alexandria Road High Negligible NSIG 20 Residents of 35-37 Alexandria Road High Negligible NSIG 21 Residents of 14-38 Alexandria Road High Negligible NSIG 22 Residents of 3-43 Felix Road High Negligible NSIG Users of pedestrian footbridge 23 Low Negligible NSIG between Felix Road and Manor Road Users of the station Low Moderate NSIG

3.5 Cumulative Impacts

The assessment has taken account of all the works within this route window and there are no additional work envisaged outside the rail corridor which would lead to cumulative impacts of the scheme.

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4. Summary

4.1 Listed Buildings and their setting

There will be no impacts on listed buildings or their setting in this route window.

4.2 Conservation Areas

There will be no impacts on Conservation Areas in this route window.

4.3 Landscape / Townscape

Construction features will intrude into the setting of the station and the eastern limits of Manor Road, but their effect is not considered to be significant due to the low sensitivity of the station location and their temporary nature. Neither will they fundamentally alter the overall character of the railway corridor or the adjoining areas, and are not regarded as a significant effect on landscape / townscape.

The permanent impact of the works will be due primarily to changes in the built form of the station, which include ticket hall and forecourt area, new train line, platform extensions, platform canopies and a new footbridge. These changes are considered to represent a moderate impact on the local townscape, resulting in no significant adverse or beneficial effect.

The wider impact on townscape will be no more than negligible, and will not alter the character of the surrounding area to a significant degree. The impact on the eastward view from the pedestrian footbridge between Felix Road and Manor Road will also be low and not significant.

4.4 Visual Impacts

The works will be visible to a limited number of receptors, notably nearby residents on the northern side of the rail corridor and users of the station. The magnitude of visual change is considered to be moderate because of the proximity of the receptors to the construction activities and proportion of the view affected. The magnitude is ameliorated to a degree because of the existing view across the rail corridor with garage workshops and derelict

584 Route Window W6 Crossrail Line 1 Assessment of Heritage and Landscape Impacts – Volume 2 sidings forming part of the view. For some receptors it is considered that the impact will be significant. The degree of impact on other local residents will be mitigated by factors such as the nature of the existing view, distance and obstruction, and is not considered to give rise to significant effects.

Permanent impacts on visual amenity for residents on Manor Road and Argyle Road are considered to be significant. The highest degree of impact will be experienced by users of the station, users of Manor Road and occupants of commercial properties on Manor Road and not considered to be significant.

Local residents, who are the most sensitive receptors, will experience no more than a low degree of impact; in most cases their views of the works will be in the context of existing view across a busy rail corridor, will not be altered fundamentally and are unlikely to be critical in amenity terms. Those views, however, from along Manor Road and Drayton Road will change with the introduction of a new ticket hall in the location of an existing garage workshop. The views will change, not only with the new structure, but also with the increased vehicular and pedestrian traffic along the eastern sections of Manor Road.

The Year 1 predicted impacts are not considered to be significant for the reasons given above, apart from the visual effects on a limited number of residential properties on Manor Road and Argyle Road. After 15 years following completion of the works there would be no changes to the townscape and visual impacts identified.

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5. Summary tables

There will be no impacts on listed buildings, the setting of listed buildings or Conservation Areas in this route window; hence these are not included in the summary tables.

Predicted impacts on landscape / townscape and visual amenity are summarised in Table W6.4: Summary Table of Temporary Impacts and Table W6.5: Summary Table of Permanent Impacts, including any committed mitigation and residual impacts.

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Route WindowW6 Assessment ofHeritage and Landscape Impacts –Volume2 Crossrail Line 1 Table W6.4: Summary Table of Temporary Impacts (Route Window W6)

Route Window W6 – Temporary Impacts

Residual Impact Works and potential impact Significance Mitigation Description Significance Impact on character areas Overall character of railway corridor and surrounding Not Significant None proposed. Low Not Significant area would not be affected. Impact on visual amenity of approximately 17 residential properties on Manor Road and Argyle Road Significant Hoarding to Significant Moderate Visual amenity will be experience a moderate degree of adverse demolition areas adverse change Impact on visual amenity of other receptors Hoarding to Visual amenity will be experience a low to moderate Not Significant Low to Negligible Not Significant demolition areas degree of change

587

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Route Window W6 – Permanent Impacts

Residual Impact Works and potential impact Significance Mitigation Description Significance Impact on character areas Low to moderate increase in visual Role of station remains influence of railway infrastructure, but Not Significant None proposed Not Significant fundamentally unchanged. fundamental character of surrounding area will be unaffected. In year 1 the character of views Impact on visual amenity of approximately fundamentally changed. In year Significant Significant 17 residential properties. None proposed 15 the character of views adverse adverse Moderate impact on visual amenity remains fundamentally changed. In year 1 the character of Impact on visual amenity of other receptors. views, therefore level of Negligible to moderate impact on visual Not Significant None proposed amenity, remains largely Not Significant amenity unchanged. No change in year 15.

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

6. Assumptions

- Assume loss of one street tree on Manor Road as a result of the works - It is assumed that 3.6 metre high hoarding would be used around the boundary of the temporary works site to mitigate the demolition works and reduce the visual effects during the construction stages. - Desk-top studies and a number of site visits were undertaken during June 2004 and therefore this assessment was undertaken during the summer period when vegetation was in leaf. However, when considering the landscape and visual impacts of the scheme, an assessment of the potential winter situation has been estimated / taken into account and ZVIs mapped on this basis.

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7. References

- ES Route Window W6 - Parliamentary Plan Sheets - ES Scheme Description

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Route Window W5 Ealing Broadway Station

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Contents

1. Description of the Works 595 1.1 Permanent Works 595 1.2 Temporary Works 595 2. Baseline Assessment 597 2.1 Local context 597 2.2 Listed Buildings and their Setting 598 2.3 Conservation Areas 598 2.4 Landscape / Townscape 598 2.5 Zone of Visual Influence 605 2.6 Sensitivity 607 3. Impact of the Scheme 611 3.1 Listed Buildings and their Setting 611 3.2 Conservation Areas 611 3.3 Landscape / Townscape 612 3.4 Visual impacts 613 3.5 Cumulative Impacts 617 4. Summary 619 4.1 Listed Buildings and their Setting 619 4.2 Conservation Areas 619 4.3 Landscape / Townscape 619 4.4 Visual Impact 620 5. Summary tables 620 6. Assumptions 624 7. References 625

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Route Window W5 Ealing Broadway Station

1. Description of the Works

1.1 Permanent Works

To accommodate longer Crossrail trains at Ealing Broadway station, platforms one to four will be extended at their eastern ends by between about 10 m and 40 m. Additional shelters will be provided on these platforms.

A new ticket hall, 8 m high and 40 m wide, will be constructed on the site of the existing retail units south of Villiers House. It will replace the existing facility, which will be converted to storage and commercial use.

The ticket hall will lead to a new passenger footbridge, which will provide stairs and step-free access (via three lifts and three escalators) to national rail and Underground platforms. An interchange and escape footbridge will also be provided at the eastern end of the national rail platforms.

1.2 Temporary Works

Subject to possession planning requirements and excluding final commissioning, the construction of the new ticket hall, platform extensions and the interchange and emergency escape bridge will take place over approximately two years.

Enabling works will include the diversion of utilities and services. It will be necessary to demolish the existing ramps to all main line platforms, shop units facing Haven Green, the existing link bridge and stairs, the shelter and canopy to platform two/three, and the waiting shelter and block building on platform one.

The sequence of works will be as follows:

- extension of the eastbound relief platform; - extension of the westbound relief platform¸ eastbound main platform and westbound main platforms; - foundations for the platforms will be constructed at the same time as those for the new emergency escape footbridge; and

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- on completion of all the platform extensions, the new emergency escape footbridge will be installed.

On completion of the platform works, the new ticket hall and the new station overbridge will be constructed. The foundations for the overbridge will be piled and the staircases will be of steel construction with pre-cast concrete treads. The overbridge will be constructed, then lifts and escalators installed. The new station will be of steel-framed construction and slabs formed from in-situ or pre-cast concrete. The substructure will be piled. The roof will be constructed of pre-cast or in-situ concrete slab. The existing ticket hall and passenger routes will stay open during the construction of the new station.

Final works at the station will include installing the new emergency escape footbridge to the east of the station and upgrading the existing station forecourt.

Plant and equipment required at the worksite will include a mobile crane, excavators, compressors, and generators. Works will be carried out from three main worksites:

- Haven Green worksite located north of the railway just off The Broadway within an area of common land used as recreational open space. Four lorries per day will serve the worksite, including the during 12 week construction peak.

- Ealing Broadway Station Forecourt worksite located east of The Broadway. The worksite occupies the southwest corner of the of the Station forecourt. The worksite will be served by four lorries per day during the 31 week peak construction period and typically by two per day at other times.

- Ealing Broadway Station Worksite South located south of the railway, immediately off The Mall. Two lorries per day will serve the worksite, including during the 12 week construction peak.

All materials taken to and from the site will be by road with access from the A4020 Uxbridge Road.

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2. Baseline Assessment

2.1 Local context

Ealing Broadway Station is located below Villiers House at the junction of Haven Green and The Broadway, close to Ealing Town Centre, within the London Borough of Ealing. Ealing Station is a major west London interchange. The station building is located on the ground floor of Villiers House with the platforms located in cutting below.

The station contains four existing main line platforms and underground platforms for the District and Central Lines, set in slight cutting relative to the surrounding areas. The station platforms are separated from Haven Green and The Broadway by the station forecourt and the eleven storey Villiers House. Ealing is densely built up with the main shopping areas located to the south of the station. The station includes a forecourt which faces the south- eastern corner of Haven Green. Because of the forecourt area the station building is largely out of view from sections of The Broadway and Haven Green due to the screening effects of existing buildings. The current station frontage has a number of single storey retail units to both sides of the station entrance. The rail corridor is heavily vegetated on both sides to the east of the station. Mature street trees are a feature of Haven Green and the centre of Ealing.

Haven Green connects with The Broadway and New Broadway/The Mall (A4020) to the south, which is a major west London road with residential, retail and commercial units. The centre of Ealing is principally retail and commercial, with residential areas close to the centre.

The nearest residential properties comprise four storey block of flats along Hamilton Road, 25m south of the station platforms, two/three storey detached properties along Madeley Road, about 80m north of the station; and two to eight-storey properties fronting Haven Green, about 200m to the west. To the north of the rail corridor residential areas are generally located at a greater distance from the rail corridor due to larger rear gardens and a wide belt of vegetation.

The nearest open space is Haven Green, which lies about 25m to the west of the station. Ealing Common and Walpole Park, both large areas of designated key open space, lie 400 metres to the south-east and 500 metres to the south-west respectively.

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The Townscape Character Baseline Plan for Ealing Broadway Station, Drawing No. 1E0416- W1E00-E00-F-00005 identifies the locations of key buildings and landmarks in the local townscape and illustrates local views, pedestrian and vehicular movement corridors, townscape character areas, urban gateways / nodes and the landscape planning designations that relate to the site and its surroundings. This baseline plan also illustrates the extent of the proposed sites for both the temporary and permanent works.

2.2 Listed Buildings and their Setting

There is one listed building within the approximate Zone of Visual Influence (ZVI) of the temporary and permanent works. 36 Haven Green is a Grade II listed building, located 50 m north of the station. A number of listed buildings lie along Ealing Village, to the north of the rail corridor. However, the dense woodland cover along the northern side of the rail corridor prevents clear views in the summer months.

2.3 Conservation Areas

The station is not situated within a Conservation Area, although two Conservation Areas lie immediately to the south and north-west of the station: Ealing Town Centre and Haven Green Conservation Areas.

2.4 Landscape / Townscape

2.4.1 Character Areas and Townscape Quality

The area may be divided into seven character areas, reflecting their prevailing uses and built pattern.

Ealing Town Centre Character Area:

Ealing town centre contains a number of purpose built shopping parades, dating from the late nineteenth century, along Uxbridge Road, High Street and Spring Bridge Road. The late twentieth century Ealing Broadway Centre and Arcadia Centre date from the mid 1980s.

The commercial core is focussed around The Broadway, High Street and The Mall. The Broadway has a different character to the rest of the centre being broad, straight and coherent. It also has a modern character whilst The Mall and High Street still retain some of

598 Route Window W5 Crossrail Line 1 Assessment of Heritage and Landscape Impacts – Volume 2 their Victorian/Edwardian character. The Broadway and The Mall form an interesting townscape with a number of landmark buildings. The old gothic town hall dominates The Broadway, with its decadent and striking façade and tower. In addition, there are some fine Victorian and Edwardian frontages as well as contemporary developments such as the Ealing Broadway Centre and Waterglade Centre. These buildings and associated streets generally form a coherent townscape. The spire of Christ Church forms a striking landmark, set back from road junction with High Street and New Broadway, with its spire punctuating the skyline.

Views may be obtained from The Broadway and High Street to the green open spaces of Walpole Park and Haven Green. These spaces make a welcome reprise from the more urban character in the core of this area.

Bond Street, which runs south of the Broadway towards Ealing Green, provides a coherent Edwardian streetscape of red brick with stone dressings.

There is little sense of the presence of the railway from the retail core of this area, as it is virtually hidden behind the buildings of the Broadway, and passes underneath part of it. However, it is clearly seen from a number of areas within the residential district to the north, particularly from Haven Green. There is a substantial amount of vegetation on the southern edge of the railway, which helps enclose views of the railway from the housing further to the south.

The railway runs under Ealing Broadway station, and, for the most part, is well hidden from the wider area. The Broadway gently slopes up towards the station.

Villiers House has been built on top of Ealing Broadway Station and is the most substantial building in the area in terms of scale. It is eleven storeys high and is out of scale and character with the surrounding area. The small 1950’s parade of shops opposite, also lacks the character of much of the wider area and together with the station they somewhat detract from the quality of the local townscape.

The original station sits adjacent to the modern station and is in stark contrast to the new station, with its quaint Victorian stonework, domestic scale and classical character. It is occupied by three retail units, but still retains its railway character and contributes to the townscape more so than its contemporary replacement.

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The railway tracks are generally well hidden from the wider area with residential development lining its northern edge and retail units backing onto its southern edge. However, there are some breaks in the buildings, allowing glimpsed views of the tracks from locations such as the car park to the south of Haven Green, just west of the station.

Access between the areas to the north and the south of the railway tracks is concentrated around Ealing Broadway station with two pedestrian and vehicle links across the tracks. Connections across the railway are limited elsewhere, with the nearest links being at West Ealing Station to the west and Hanger Lane to the east.

This is an area of moderate townscape quality

Ealing Common Character Area:

Ealing Common is a significant open space bounded by Hanger Lane to the east and Uxbridge Road to the north. It generally has an open character but has some fine avenues of chestnut trees dating from the Victorian era.

The common is mostly fronted by large townhouses with significant townscape character, with varied architecture including some gothic style houses, some larger ‘Italianate’ style houses to the south and two pretty cul-de-sacs of artisan houses, circa 1880.

The northern edge of the common is more coherent in townscape terms, with a largely intact Victorian character along Uxbridge Road. This road is dominated by heavy traffic flows and this somewhat compromises its residential character.

Residential development is dominant to the north of the common. This area comprises Victorian villas and terraces of good townscape merit, creating a coherent and attractive suburban character.

This is an area of high townscape quality

West Ealing Character Area:

Historically, the area developed around the Castlebar Road area, beginning in the 1870's with the development of the Wood Estate, and the development of new roads such as St.

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Stephen’s Road and Edgehill Road. The Grange Estate, to the north of the character area, was built in two phases between 1963 and 1966.

Most of the residential estates are comprised of simple, three storey terraces, arranged to enclose attractively scaled, inward looking spaces. These spaces are largely screened from the surrounding roads by walls and landscaping.

A number of older, larger houses are found in the area, many of which date from the late nineteenth century, and are found in terraces, generally to the south of the character area. There are also a large number of detached Victorian villa style properties throughout the area, which contribute to its significant residential character.

A large number of Victorian terraces have their backs directly facing to the railway. These buildings have a significant physical and visual relationship with the railway and they enclose the railway to some extent from the wider townscape. There are substantial numbers of trees and shrubs, either along the northern edge of the railway or in the rear gardens of these terraces. This vegetation helps to enclose views of the railway from these properties.

Ealing Village is located in the south-eastern corner of this character area, adjacent to the rail corridor. These listed buildings comprise art-deco blocks of flats and recreational facilities, including a small lido and tennis court.

This is an area of moderate townscape quality.

Ealing Green Character Area:

This area is located to the south of the Uxbridge Road. Ealing Green and the surrounding area was developed as part of a rural retreat for the wealthy and aristocratic during the seventeenth and eighteenth centuries.

The area is focused around Walpole Park, which was opened to the public in 1901. The cedars on the lawn date back to the eighteenth century, as does the walled kitchen garden. John Haverfield landscaped the gardens in 1800. The northern end of the park is particularly quaint as a flint bridge and historic stone fragments provide interesting compositions.

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The character area has a substantial village feel, retaining much of its early character. The curving street scene of St. Mary’s Road has a mix of buildings of architectural and historical interest. Bond Street is a good example of a coherent Edwardian streetscape.

Pitshanger Manor dominates the northern part of the green, with its striking elevation and imposing red brick arch and pilasters gateway. The green narrows towards its southern edge and is lined with buildings from the 18th century. It includes Ealing Studios on its western side, to the south of this route window.

This is an area of high townscape quality.

West Ealing Station (North) Character Area:

The townscape to the north of the railway tracks has a much more consistent and coherent character, being dominated by rows of Victorian terraces without the intrusion of the uninviting post-war developments that are present in the area to the south.

Victorian villas dominate much of this area, with the more substantial houses lying to the east towards Ealing Broadway. These villas are predominantly detached with small gardens to the front and large gardens to the rear and have some good Victorian period features.

The long, linear and well-planned nature of the streets creates an attractive and permeable townscape in contrast to the somewhat disjointed character to the south. For the most part, this character is not compromised. However, the Telephone Exchange, located on a visually prominent position to the north-east of the station, is out of scale and character with the wider area. Its rather brutal concrete architecture compromises the quaint and otherwise consistent Gordon Road street scene.

There is a small area of retail adjacent to West Ealing Station along The Avenue, which creates something of a focus around the station. These retail facilities are housed in fine three storey Victorian parades, which are more reminiscent of those found in Ealing Centre.

The townscape character becomes a little more disjointed near Drayton Green Station to the north-west. The grander villas associated with the east of this area make way for more domestic early 20th century red brick terraces, some post-war housing of moderate townscape merit and some late twentieth century development of moderate townscape merit.

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This later type of development is undistinguishable from many infill developments elsewhere, using standard detailing and materials.

Drayton Green itself is a large open space containing a running track. Its open character permits views to the Drayton Green Railway Works which sit loom over the area, un- compromised in their scale and massing.

This is an area of moderate townscape quality.

Acton Main Line (South) Character Area:

This is an area of residential development of mainly Victorian detached and semi detached two storey houses fronting roads and avenues. Many have large front and back gardens with extensive mature tree cover. Buildings are finished in painted render or brick with tiled roofs. The southern end of Horn Lane is occupied by a number of small shops. These are predominantly Victorian parades, up to four storeys high, and retain some attractive original details. Rows of attractive Victorian terraces are on both sides of the road. These, together with some opulent Victorian Villas and more modest terraced housing, generally form a consistent and coherent townscape. This townscape has a domestic scale and is generally no more than two floors high, although there are some more substantial three storey townhouses to the north. The area generally has good open space provision and has something of an affluent character in comparison to the area to the north of the railway.

This is an area of high townscape quality.

North Ealing Character Area:

This is an area of mainly residential development to the north of the rail corridor.

North Ealing Station is one of the more attractive and quaint Victorian stations with some good period features. It is tucked away in a leafy corner on the western edge of this character area and it is somewhat hidden from the wider area to its location and mature tree planting.

The Hanger Hill Garden Estate Conservation Area to the east of the station has something of a mixed character, with Victorian terraces of good townscape merit, sitting alongside 1960’s

Route Window W5 603 Crossrail Line 1 Assessment of Heritage and Landscape Impacts – Volume 2 and 1970’s social housing blocks up to six storeys high on larger plots and in a landscape setting, predominately of grass.

The Ellen Wilkinson School occupies a substantial plot to the south of the station, being of varied scale and massing. It is up to four storeys high in parts but there are also some single storey elements. The architecture is typical of late 1960’s / 1970’s school architecture, being rather bland and un-engaging. However, it occupies a visually prominent plot in relation to the railway tracks and the station, being enclosed by the tracks on its western and south- western edges.

A large number of intersecting railway tracks pass through this area. However, these are sunken, so for the most part have a minimal impact on the townscape.

This is an area of low townscape quality.

2.4.2 Key Landscape / Townscape Features and Resources

There are a number of significant landscape and townscape features in the vicinity of the site, including Haven Green and Ealing Town Centre Conservation Areas.

Villiers House, an eleven storey late twentieth century office block, is an imposing building located immediately above the station.

Haven Green is an important townscape feature which contains a large open green area with mature deciduous tree cover, footpaths and seating areas and provides a sense of tranquillity, close to Ealing town centre.

There are a number of listed buildings and structures in the vicinity of the site including 35 Haven Green, Ealing Village and The Polish Catholic Church on Windsor Road.

Vegetation is a locally important influence on views and landscape character. The most notable vegetation in the immediate vicinity of the station comprises a mature deciduous trees across Haven Green. Extensive mature tree cover is also found across Ealing Common and Walpole Park. Street trees are found across Ealing town centre, most notably along The Mall and Longfield Avenue.

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The well established residential areas have extensive areas of mature vegetation, particularly in rear gardens.

Mature scrub and mature trees occupy parts of the railway corridor adjoining Madeley Road and Ealing Village to the north, and The Mall and Hamilton Road to the south.

2.4.3 Strategic Views and Key Local Views

There are no strategic views in the vicinity of the site, although local views across Haven Green are important.

2.4.4 Key Pedestrian / Vehicular Movement Corridors

Roads are the main movement corridors in the area, both for vehicles and pedestrians, with The Mall/New Broadway/Uxbridge Road(A4020), Hanger Lane(A406), Haven Green/The Broadway, High Street(B455) and Madeley Road forming the most important links.

2.4.5 Landscape Planning Designations

Haven Green is located 25m to the north-west of the site and is designated as ‘Key Open Space’.

2.5 Zone of Visual Influence

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

- The relationship of the station to the surrounding area; - The general character and arrangement of land uses; - The proximity, scale and use of nearby buildings; and - The size and type of nearby vegetation

The railway runs through the built-up area in a shallow cutting, passing beneath Hanger Lane, The Broadway, Spring Bridge Road and Longfield Avenue road bridges. In the vicinity of the station, the cutting rises up to The Mall and Hamilton Road to the south and Madeley Road to the north. To the west the railway continues in cutting beneath the road overbridges and a multi-storey car park structure.

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The lower elevation of the railway combined with extensive woodland cover, particularly to the east of the station, generally restricts opportunities for direct views to track/platform level, except from vantage points such as from Villiers House and from upper storeys of buildings which overlook the railway corridor. The rail track in cutting and the surrounding buildings are the main influences on views, reinforced (in summer) by vegetation, on both sides of the rail corridor.

The ZVI can be defined by the following:

- To the West, across Haven Green and The Broadway and along the rail corridor to the Broadway road bridge;

- To the North, principally by vegetation along the northern side of the rail corridor and rear elevations of properties along Madeley Road and Ealing Village;

- To the East, along the railway corridor to the vicinity of the Hanger Lane road bridge;

- To the South, principally by vegetation along the southern side of the rail corridor and rear elevations of properties on The Mall and Hamilton Road, and across areas of The Mall in the vicinity of Hamilton Road and North Gate Avenue.

The main potential sources of views of the station work sites may be summarised as follows:

- Workers at Villiers House; - Retail units 34-48 Haven Green; - Retail units 49 Haven Green; - Users of Ealing Squash and Fitness Club, Haven Green; - Retail units 31-33 Haven Green; - Surgery, 27 Haven Green; - Residents in 1-34 Greenlaw Court; - Residents in ‘The Studio’ Mount Park Road; - Residents of 20-24 Haven Green; - Residents of 2-160 Haven Green Court; - Parishioners of Haven Green Baptist Church; - Residents of 11-13 Haven Green; - Residents of 1-10 Haven Green;

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- Clientele of ‘The Haven’, 1a Haven Green; - Users of Haven Green; - Users of Haven Green Car Park; - Retail units 2-12 Spring Bridge Road; - Users of bus interchange/taxi rank, Haven Green; - Retail units 1-8 Central Chambers, The Broadway; - Retail units 9-10 Central Chambers, The Broadway; - Retail Units 41-42 The Broadway; - Retail Units 35-39 The Broadway; - Clientele of PH, 43 The Broadway; - Retail units 70-71 The Mall; - Clientele of the Feathers P.H., The Broadway; - Workers at Natwest Bank, The Mall; - Workers at commercial/retail units 1-20 The Mall; - Workers at commercial office block(former DHSS), 21 The Mall; - Residents at 1-22 College Court, Hamilton Road; - Residents at 1-24 Hazel Court, Hamilton Road; - Workers at commercial officeblock, 52-53 The Mall; - Clientele of ‘The Bell’ P.H., 52 The Mall; - Workers at 51 The Mall; - Workers at 45-48 The Mall; - Residents at 2-42 Madeley Road; - Residents at 1-48 Ealing Village; and - Users of the station.

2.6 Sensitivity

2.6.1 Sensitivity of Landscape / Townscape to Change

Ealing Broadway Station does not lie within any Conservation Areas and do not contain any Listed Buildings. However, the station does lie adjacent to two Conservation Areas: Haven Green and Ealing Town Centre. One listed building, 35 Haven Green, lies opposite a temporary work site.

The surrounding townscape is generally of high sensitivity to change. The railway corridor and the station platforms are largely out of view from much of the surrounding townscape.

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However, the station entrance building is located in a prominent location in the south-eastern corner of Haven Green.

The immediate environs of the station are dominated by a single large-scale office block known as Villiers House, the station forecourt and shops and the busy urban centre of Ealing. Much of central Ealing is covered by Conservation Area status and includes a number of listed buildings. Urban fabric of this type is not able to accommodate major change without potential detriment to its character.

Haven Green is a particularly important area of open space with extensive areas of mature tree cover. The integrity of this space is particularly sensitive to the loss of trees.

Any significant loss of the trees which adjoin the rail corridor to both the south and north would also affect townscape character, since this is the most prominent vegetation to the station platforms, and is an important influence on views during summer.

The residential areas located to the south (Inglis Road and Hamilton Road), north (Madeley Road, Ealing Village and Waldegrave Road) are particularly sensitive to change, due to their smaller scale built pattern.

2.6.2 Sensitivity of Visual Receptors to Change

Table W5.1: Visual Receptors (Ealing Broadway Station) below identifies the key receptors which would obtain views of the proposed temporary and proposed permanent works, together with their sensitivity, the type of views and whether the views are of the temporary or permanent works.

Table W5.1: Visual Receptors for the Ealing Broadway Station Works

Receptor Sensitivity (Close Views under 1km Type of View of View View distance) Direct Receptors Oblique Temporary Work Sites Permanent Work Sites 1 Workers at Villiers House Upper floors 9 9 9 9 Low Retail units 34-48 Haven Ground level 2 9 9 9 Low Green and upper floors Retail units 49 Haven Ground level 3 9 9 9 9 Low Green and upper floors

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Receptor Sensitivity (Close Views under 1km Type of View of View View distance) Direct Receptors Oblique Temporary Work Sites Permanent Work Sites Users of Ealing Squash 4 and Fitness Club, Haven Upper floors 9 9 9 Low Green Retail units 31-33 Haven Ground level 5 9 9 Low Green and upper floors Ground level 6 Surgery, 27 Haven Green 9 9 Low and upper floors Residents in 1-34 Ground level 7 9 9 9 High Greenlaw Court and upper floors Residents in ‘The Studio’ Ground level 8 9 9 High Mount Park Road and upper floors Residents of 20-24 Haven Ground level 9 9 9 9 9 High Green and upper floors Residents of 2-160 Haven Ground level 10 9 9 9 9 High Green Court and upper floors Parishioners of Haven 11 Ground level 9 9 9 Moderate Green Baptist Church Residents of 11-13 Haven Ground level 12 9 9 9 High Green and upper floors Residents of 1-10 Haven Ground level 13 9 9 9 9 High Green and upper floors Clientele of ‘The Haven’, Ground level 14 9 9 9 9 Moderate 1a Haven Green and upper floors 15 Users of Haven Green Ground level 9 9 9 9 Moderate Users of Haven Green Car 16 Ground level 9 9 9 Low Park Retail units 2-12 Spring 17 Upper floors 9 9 Low Bridge Road Users of bus 18 interchange/taxi rank, Ground level 9 9 9 9 Low Haven Green Retail units 1-8 Central Ground level 19 9 9 9 9 Low Chambers, The Broadway and upper floors Retail units 9-10 Central Ground level 20 9 9 9 9 Low Chambers, The Broadway and upper floors Retail Units 41-42 The Ground level 21 9 9 9 9 Low Broadway and upper floors Retail Units 35-39 The Ground level 22 9 9 9 Low Broadway and upper floors Clientele of PH, 43 The Ground level 23 9 9 Moderate Broadway and upper floors 24 Retail units 70-71 The Mall Upper floors 9 9 Low Clientele of the Feathers 25 Upper floors 9 9 9 9 Moderate P.H., The Broadway Workers at Natwest Bank, 26 Upper floors 9 9 9 9 Low The Mall Workers at 27 commercial/retail units Upper floors 9 9 9 9 Low 1-20 The Mall

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Receptor Sensitivity (Close Views under 1km Type of View of View View distance) Direct Receptors Oblique Temporary Work Sites Permanent Work Sites Workers at commercial Ground level 28 office block(former DHSS), 9 9 9 9 Low and upper floors 21 The Mall Residents at 1-22 College Ground level 29 9 9 9 9 High Court, Hamilton Road and upper floors Residents at 1-24 Hazel 30 Upper floors 9 9 9 High Court, Hamilton Road Workers at commercial 31 office block, 52-53 The Upper floors 9 9 Low Mall Clientele of ‘The Bell’ P.H., 32 Ground level 9 9 Moderate 52 The Mall Ground level 33 Workers at 51 The Mall 9 9 9 Low and upper floors 34 Workers at 45-48 The Mall Upper floors 9 9 Low Residents at 2-42 Madeley 35 Upper floors 9 9 9 High Road Residents at 1-48 Ealing 36 Upper floors 9 9 9 High Village 37 Users of the station Platform level 9 9 9 9 Low

Local residents will be the most sensitive group of receptors and theoretically, approximately 325 residential properties could have winter-time views of the works to the station. However, viewing opportunities will, in the vicinity of Haven Green, be restricted to either ground floor or second storey and above views due to the screening effects of mature tree cover; and viewing opportunities from Madeley Road and Ealing Village will be limited to second floor and above views due to the mature vegetation along the rail corridor.

The least obstructed views would be experienced by users of the station, users of Haven Green, residents in College Court, retail units on Haven Green and The Broadway. Few of these receptors are considered to be of high sensitivity.

It should be noted that some receptors may experience recurrent views of the works (e.g. from the workplace and from nearby roads or the station).

Receptors who live in or use the area can be assumed to be habituated to a certain degree to the impact of railway maintenance and construction activities and also to town centre works involving redevelopment sites.

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3. Impact of the Scheme

3.1 Listed Buildings and their Setting

3.1.1 Noise Insulation

There are no direct physical impacts on listed buildings in this route window. Construction works on Haven Green will result in a low impact on the setting of 35 Haven Green, but this is not considered to be significant. There are no other impacts on the setting of listed buildings.

3.2 Conservation Areas

One temporary work site is located within Haven Green, both a Conservation Area and a designated area of ‘key open space’ and access to this worksite will require the removal of one small Yew tree. This worksite, together with the temporary work site in the station forecourt, will have an adverse impact on the setting of Haven Green, throughout the construction works. This is likely to have a moderate impact on the setting of Haven Green and is considered to be a significant impact on the Conservation Area. The permanent works would result in no change to the setting of Haven Green Conservation Area.

A smaller construction site located to the north of The Mall, partly lies within Ealing Town Centre Conservation Area. The works are likely to result in the removal of some lineside vegetation, but will be partially screened by 21 The Mall and College Court, and unlikely to have a significant impact on the setting of Ealing Town Centre Conservation Area.

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3.3 Landscape / Townscape

The demolition of Ealing Broadway Station and the replacement with a new structure may result in beneficial impacts to the area of Haven Green. The existing station building is of little architectural merit and does little to add to the setting of Haven Green. The new station building structure may lead to beneficial impacts however these are unlikely to be significant.

Construction features such as cranes, piling rigs, HGVs, portacabins and hoardings will be features around the station, Haven Green and to the north of College Court for the duration of construction. These construction elements will be significant features, particularly around Haven Green and The Broadway. The works to the north of College Court are relatively minor, and located alongside the existing busy rail corridor and unlikely to result in significant impacts on the local character area.

The impacts will be particularly high within the Haven Green area of Ealing Town Centre Character Area during the temporary construction works. Their overall level of impact will vary; at times it will be low, and at others high (e.g. when demolition works to the existing station take place and when cranes are lifting structural beams or canopies into place).

The area is generally of high sensitivity to change, and major construction activity will affect its character. Their effect is therefore considered to be significant adverse throughout the temporary works.

The most visible features of the permanent works will be the new station building structure, which will provide a new elevation to the south-eastern corner of Haven Green. The building is likely to be a relatively minor feature except from the immediate environs of Haven Green and The Broadway. The station improvements will also include platform extensions, new canopies and a new footbridge at the eastern limits. Many of these features will be out of view, within the rail corridor, except from vantage points from upper floor views along The Mall, the western limits of Hamilton Road and minor views from upper storeys of properties along Madeley Road.

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These features will be seen in the context both of the existing station and rail corridor, with which they will be visually consistent, and of the surrounding urban area. They will have no more than a low impact on the character of the area immediately surrounding the station.

The overall permanent impact on the character of the townscape is considered to be low, and the effect is unlikely to be significant.

3.4 Visual impacts

The degree of impact is considered to be high and consequently result in significant impact for many receptors around the forecourt including retail units and Haven Green area. This is because many views will be direct views of demolition and construction works. Hoardings will do little to reduce views of many of the activities around the station. More distant views from the edge of Haven Green reduce to moderate or low/negligible, partly because of the increase in distance and the reduced proportion of view affected, but also because of the screening effects of mature tree cover.

Views from sensitive residential properties along the north and south sides of the rail corridor are largely prevented due to lineside vegetation. However, residents in College Court will experience a moderate degree of change due to the location of the temporary work site within the car park area. For other receptors along either side of the rail corridor although many of these receptors are considered to be highly sensitive to visual change, the existing views from these properties will experience only a relatively small degree of change and none of the affected views are critical to their amenity.

For the most sensitive receptors (local residents), the degree of impact is considered to be moderate to low in all cases due to the following:

- From College Court although views will be direct, they have an existing view over the rail corridor with regular rail activity including maintenance and construction works; and - From properties with views of the station works, most views will be oblique and/or obstructed by intervening buildings or vegetation, and also have existing views across busy transport routes.

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The greatest degree of visual change will be on users of Haven Green and from retail units opposite the existing station forecourt area, resulting in temporary adverse impacts.

The main sources of permanent impact will be the new station building and change in the arrangement of features at the station. The net impact of this change will be to slightly increase the prominence of station building, and also the station infrastructure notably with the introduction of a new footbridge and extended platforms. The overall role of the station within the local townscape will become more prominent, but this will affect just a small area of Haven Green and The Broadway.

The magnitude of change is considered to be negligible to moderate, and therefore even with a large number of highly sensitive residential properties will not give rise to significant effects. The most sensitive receptors will be affected as follows:

- Residents around Haven Green will have oblique views of the new station building, which will also be partly screened by surrounding buildings including Villiers House. Haven Green will remain the prominent feature in the view; - Residents along Madeley Road and Ealing Village are only likely to see the top of the new pedestrian footbridge, platform canopies, and this in views that are oblique and constricted; and - Residents along Hamilton Road are only likely to see the top of the new pedestrian footbridge, and platform canopies, and this in views that are oblique and constricted.

The impact on these views is considered to be no more than Low. Since the fundamental character of these views will not change, and since they are unlikely to be critical to the amenity of those who experience them, the effect is not considered to be significant.

The Visual Appraisal Plan for Ealing Broadway Station Drawing No. 1E0316-WIE00-E00-F- 00005 illustrates the approximate Zone of Visual Influence for the proposed temporary and the proposed permanent works, and identifies the principal locations from which views of the development would be obtained.

The assessment of impact during the construction works takes account of their relatively temporary duration, and the likelihood that nearby receptors will to a certain degree be tolerant of activities carried out in the normal course of railway maintenance and improvement.

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The magnitude of visual impact that would be generated by the temporary works on each receptor group is identified in Table W5.2: Potential Temporary Impacts on Receptors (Ealing Broadway Station).

Table W5.2: Potential Temporary Impacts on Receptors (Ealing Broadway Station)

Magnitude of Sensitivity Receptor Potential of Significance (Close Views under 1 km) Impact on Receptors Receptors 1 Workers at Villiers House Low Moderate NSIG 2 Retail units 34-48 Haven Green Low Moderate NSIG 3 Retail units 49 Haven Green Low High SIG(-) Users of Ealing Squash and Fitness 4 Low Low NSIG Club, Haven Green 5 Retail units 31-33 Haven Green Low Low NSIG 6 Surgery, 27 Haven Green Low Low NSIG 7 Residents in 1-34 Greenlaw Court High Moderate SIG(-) Residents in ‘The Studio’ Mount 8 High Low NSIG Park Road 9 Residents of 20-24 Haven Green High Moderate SIG(-) Residents of 2-160 Haven Green 10 High Low NSIG Court Parishioners of Haven Green Baptist 11 Moderate Negligible NSIG Church 12 Residents of 11-13 Haven Green High Negligible NSIG 13 Residents of 1-10 Haven Green High Low NSIG Clientele of ‘The Haven’, 14 Moderate Negligible NSIG 1a Haven Green 15 Users of Haven Green Moderate High SIG(-) 16 Users of Haven Green Car Park Low Low NSIG 17 Retail units 2-12 Spring Bridge Road Low Negligible NSIG Users of bus interchange/taxi rank, 18 Low High SIG(-) Haven Green Retail units 1-8 Central Chambers, 19 Low High SIG(-) The Broadway Retail units 9-10 Central Chambers, 20 Low Moderate NSIG The Broadway 21 Retail Units 41-42 The Broadway Low High SIG(-) 22 Retail Units 35-39 The Broadway Low Moderate NSIG 23 Clientele of PH, 43 The Broadway Moderate Low NSIG 24 Retail units 70-71 The Mall Low Low NSIG Clientele of the Feathers P.H., 25 Moderate High SIG(-) The Broadway 26 Workers at Natwest Bank, The Mall Low Moderate NSIG Workers at commercial/retail units 27 Low Moderate NSIG 1-20 The Mall Workers at commercial office block 28 Low Moderate NSIG (former DHSS), 21 The Mall Residents at 1-22 College Court, 29 High Moderate SIG(-) Hamilton Road

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Magnitude of Sensitivity Receptor Potential of Significance (Close Views under 1 km) Impact on Receptors Receptors Residents at 1-24 Hazel Court, 30 High Low NSIG Hamilton Road Workers at commercial officeblock, 31 Low Low NSIG 52-53 The Mall Clientele of ‘The Bell’ P.H., 52 32 Moderate Low NSIG The Mall 33 Workers at 51 The Mall Low Low NSIG 34 Workers at 45-48 The Mall Low Negligible NSIG 35 Residents at 2-42 Madeley Road High Low NSIG 36 Residents at 1-48 Ealing Village High Low NSIG 37 Users of the station Low High NSIG

The magnitude of visual impact that would be generated by the permanent works on each group of receptors is identified in Table W5.3: Potential Permanent Impacts on Receptors (Ealing Broadway Station).

Table W5.3: Potential Permanent Impacts on Receptors (Ealing Broadway Station)

Magnitude Receptor Sensitivity of Potential (Close Views under 1 km) of Significance Impact on Receptors Receptors 1 Workers at Villiers House Low Low NSIG 2 Retail units 34-48 Haven Green Low Negligible NSIG 3 Retail units 49 Haven Green Low Moderate NSIG Users of Ealing Squash and 4 Low Negligible NSIG Fitness Club, Haven Green 5 Retail units 31-33 Haven Green Low Negligible NSIG 6 Surgery, 27 Haven Green Low Negligible NSIG Residents in 1-34 Greenlaw 7 High Negligible NSIG Court Residents in ‘The Studio’ Mount 8 High Negligible NSIG Park Road 9 Residents of 20-24 Haven Green High Negligible NSIG Residents of 2-160 Haven Green 10 High Negligible NSIG Court Parishioners of Haven Green 11 Moderate Negligible NSIG Baptist Church 12 Residents of 11-13 Haven Green High Negligible NSIG 13 Residents of 1-10 Haven Green High Negligible NSIG Clientele of ‘The Haven’, 14 Moderate Negligible NSIG 1a Haven Green 15 Users of Haven Green Moderate Moderate NSIG 16 Users of Haven Green Car Park Low Negligible NSIG

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Magnitude Receptor Sensitivity of Potential (Close Views under 1 km) of Significance Impact on Receptors Receptors Retail units 2-12 Spring Bridge 17 Low Negligible NSIG Road Users of bus interchange/taxi 18 Low Moderate NSIG rank, Haven Green Retail units 1-8 Central 19 Low Moderate NSIG Chambers, The Broadway Retail units 9-10 Central 20 Low Low NSIG Chambers, The Broadway 21 Retail Units 41-42 The Broadway Low Moderate NSIG 22 Retail Units 35-39 The Broadway Low Low NSIG Clientele of PH, 43 23 Moderate Negligible NSIG The Broadway 24 Retail units 70-71 The Mall Low Negligible NSIG Clientele of the Feathers P.H., 25 Moderate Moderate NSIG The Broadway Workers at Natwest Bank, The 26 Low Low NSIG Mall Workers at commercial/retail 27 Low Low NSIG units 1-20 The Mall Workers at commercial office 28 block (former DHSS), Low Low NSIG 21 The Mall Residents at 1-22 College Court, 29 High Low NSIG Hamilton Road Residents at 1-24 Hazel Court, 30 High Negligible NSIG Hamilton Road Workers at commercial office 31 Low Negligible NSIG block, 52-53 The Mall Clientele of ‘The Bell’ P.H., 32 Moderate Negligible NSIG 52 The Mall 33 Workers at 51 The Mall Low Negligible NSIG 34 Workers at 45-48 The Mall Low Negligible NSIG 35 Residents at 2-42 Madeley Road High Negligible NSIG 36 Residents at 1-48 Ealing Village High Negligible NSIG 37 Users of the station Low Moderate NSIG

3.5 Cumulative Impacts

The assessment has taken account of all the works within this route window and there are no additional works outside the rail corridor which would lead to cumulative impacts of the scheme.

Within the W5 Route Window works associated with the Acton Diveunder have been assessed comprehensively within Acton Mainline Station, Diveunder and Yard Report Number IE0316-W1E00-00025 (Route Window W4). Both the temporary works associated

Route Window W5 617 Crossrail Line 1 Assessment of Heritage and Landscape Impacts – Volume 2 with Diveunder construction and the permanent works will be visible from viewpoints within the rail corridor. Only views from receptors on Ealing Broadway Station will gain views of both works at Ealing Station and the new Diveunder. It is considered that the magnitude of cumulative impacts of both temporary and permanent works will be negligible and not significant.

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4. Summary

4.1 Listed Buildings and their Setting

There are no direct residual impacts on listed buildings or their setting. Potential impacts from installation of noise insulation at Ealing Village and 36 Haven Green will be mitigated as set out in Section 3.3.1.

4.2 Conservation Areas

There will be temporary significant impacts on the Haven Green Conservation Area as a result of the construction activities in Haven Green. This impact will not persist into the operational phase. There will be no other impacts on Conservation Areas.

4.3 Landscape / Townscape

The construction activities within the rail corridor will not fundamentally alter the overall character of the railway corridor or of the adjoining areas, and are not regarded as a significant effect on landscape / townscape. However, the temporary loss of open space in Haven Green is considered to be a significant impact on landscape / townscape.

The permanent impact of the works will be due primarily to changes in the built form of the station, which include a new station structure, platform extensions, new platform canopies and a new footbridge. These changes are considered to represent a negligible beneficial impact on the local townscape, resulting in no significant adverse or beneficial effect.

The wider impact on townscape will also be no more than negligible, and will not alter the character of the surrounding area to a significant degree. The impact on the views across the Haven Green will also be low and not significant.

The townscape and visual impact assessment has identified significant adverse impacts on townscape / landscape resources in the high sensitivity townscape as a result of the temporary construction works. The townscape assessment has not identified any significant adverse impacts as a result of the permanent work. The new station will be a minor feature and will be seen in the context of the existing station and rail corridor.

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4.4 Visual Impact

The works will be visible to a substantial number of receptors, notably nearby shoppers, workers, residents and users of the station. Although the residential receptors are considered to be highly sensitive, the magnitude of visual change will not be great because many receptors are located at the opposite side of Haven Green and have intervening tree cover filtering views, whilst those properties along either side of the rail corridor have an existing view across a busy rail corridor and the effect on them will not be significant. The degree of impact on local residents will be mitigated by factors such as the nature of the existing view, distance and obstruction, and for many will not give rise to significant effects. Just views from residents at Greenlaw Court and 20-24 Haven Green, and from residents at College Court are considered to result in adverse significant impacts. Those residential receptors on the northern side of Haven Green do not have the same degree of screening because of less tree cover across the northern limits of Haven Green, resulting in more open views of the temporary work site and construction activities beyond. At College Court the proximity of the temporary work site from the receptors will result in a greater degree of impact throughout the construction works.

Permanent impacts on visual amenity are not considered to be significant. The highest degree of impact will be experienced by users of the station, and not considered to be significant.

Local residents, who are the most sensitive receptors, will experience no more than a low degree of impact; in most cases their views of the work will be in the context of existing view across a busy rail corridor, will not be altered fundamentally and are unlikely to be critical in amenity terms. The net effect of their amenity is therefore not considered to be significant. The Year 1 predicted impacts are not considered to be significant for the reasons given above. After 15 years following completion of the works there would be no changes to the townscape and visual impacts.

5. Summary tables

Table W5.4 details the impacts on listed buildings.

Predicted impacts on the setting of listed buildings, conservation areas, landscape / townscape and visual amenity are summarised in Table W5.5 – Summary Table of Temporary Impacts and Table W5.6 – Summary Table of Permanent Impacts, including any committed mitigation and residual impacts.

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Route WindowW5 Assessment ofHeritage and Landscape Impacts –Volume2 Crossrail Line 1 Table W5.4: Impacts on Listed Buildings - Route Window W5

C.R. Proposed Residual Impact Address Grade Potential Impact Sig. Action Required and Mitigation No Works Description Sig. 811 Ealing II Work to the No significant impact NSig. None needed No significant NSig. (W5) Village: railway tracks residual Hangar south of the impact. Lane-North Ealing Village. Circular Road (Flat Blocks A- H)

816 36 Haven II Construction No significant impact NSig. None needed. No significant NSig. Green, W5- works at Ealing residual D.L. Lewis Broadway impact. the Chemist Station.

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Route Window W5 – Temporary Impacts

Residual Impact Works and potential impact Significance Mitigation Description Significance Impact on setting of Grade II Listed building: 35 Haven Minor impact on setting of listed Green Hoarding to Not significant building, located across busy Not Significant Temporary work compound located on Haven Green temporary work site road opposite frontage of listed building Impact on Haven Green Conservation Area Major engineering works taking Local character Haven Green Conservation Area would be Significant Significant None proposed. place within south-eastern affected by temporary work site and major engineering adverse adverse corner of Haven Green works in the south-eastern corner. Impact on Ealing Town Centre Conservation Area Overall character of Ealing Town Centre Conservation Area Not Significant None proposed Minimal Not Significant would not be affected. Hoarding to temporary work sites Major engineering works taking in Haven Green and place close to Ealing Town Impact on Landscape / Townscape Character College Court. Centre Significant Significant Temporary major engineering works within Ealing town Location of hoarding adverse adverse centre to be agreed with Temporary loss of open space arboriculturalist to in Haven Green and car parking ensure survival of area to College Court mature tree species Impact on visual amenity of approximately 40 residential properties/flats on Haven Green Significant Hoarding to Views of temporary work site Significant Visual amenity will be experience a moderate degree of adverse temporary work site across Haven Green adverse change as a result of temporary work site across eastern Route WindowW5 limits of Haven Green Impact on visual amenity of approximately 33 residential Views of temporary work site flats at College Court, Hamilton Road Significant Hoarding to Significant and construction works within Visual amenity will be experience a moderate degree of adverse temporary work site adverse rail corridor change as a result of temporary work site within car park Impact on visual amenity of other receptors Visual amenity will be experience a low to moderate degree Not Significant None proposed. Minimal. Not Significant of change

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Table W5.6: Summary Table of Permanent Impacts (Route Window W5)

Route Window W5 – Permanent Impacts

Residual Impact Works and potential impact Significance Mitigation Description Significance Impact on setting of Grade II Listed building: 35 Setting of listed building Not Haven Green None proposed remains fundamentally Not Significant significant No change to setting of Listed Building unchanged. Impact on Haven Green Conservation Area Setting of Conservation Area Not New station structure located beyond south- None proposed remains fundamentally Not Significant Significant eastern corner of Haven Green unchanged. Impact on Ealing Town Centre Conservation Area Setting of Conservation Area Not Overall character of Ealing Town Centre None proposed remains fundamentally Not Significant Significant Conservation Area would not be affected. unchanged. Impact on Landscape / Townscape Character Not Role of station remains None proposed Not Significant New station structure within town centre Significant fundamentally unchanged. Impact on visual amenity Character of views, therefore Visual amenity will be experience moderate to Not None proposed level of amenity, remains Not Significant negligible degree of change as a result of new Significant fundamentally unchanged. station building and new platform infrastructure

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6. Assumptions

- It is assumed that the temporary works sites will be landscaped and restored to their previous condition - It is assumed that no damage will be effected on mature trees within Haven Green. - It is assumed that 3.6 metre high hoarding would be used around the boundary of the temporary work sites to mitigate the demolition works and reduce the visual effects during the construction stages. - Desk-top studies and a number of site visits were undertaken during June 2004 and therefore this assessment was undertaken during the summer period when vegetation was in leaf. However, when considering the landscape and visual impacts of the scheme, an assessment of the potential winter situation has been estimated / taken into account and ZVIs mapped on this basis.

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7. References

- ES Route Window W5 - Parliamentary Plan Sheets - ES Scheme Description

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Route Window W4 Acton Main Line Station and Yard

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Contents

1. Description of the Works 631 1.1 Permanent Works 631 1.2 Temporary Works 632 2. Baseline Assessment 634 2.1 Local context 634 2.2 Listed Buildings and their Setting 635 2.3 Conservation Areas 635 2.4 Landscape / Townscape 635 2.5 Zone of Visual Influence 639 2.6 Sensitivity 642 3. Impact of the Scheme 647 3.1 Listed Buildings and their Setting 647 3.2 Conservation Areas 647 3.3 Landscape / Townscape 647 3.4 Visual impacts 648 3.5 Cumulative Impacts 656 4. Summary 657 4.1 Listed Buildings and their Setting 657 4.2 Conservation Areas 657 4.3 Landscape / Townscape 657 4.4 Visual Impacts 658 5. Summary Tables 659 6. Summary Tables Error! Bookmark not defined. 7. Assumptions 662 8. References 663

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Route Window W4 Acton Main Line Station and Yard

1. Description of the Works

1.1 Permanent Works

Acton Rail Underpass

A new rail underpass will be constructed to make train paths available for freight trains going to and from Acton Yard without disrupting Crossrail and other services. This will take the eastbound relief line beneath the tracks that connect with Acton Yard. The ramp for the underpass will commence at a point where the Central Underground line diverges from the GWML, to the west of Noel Road bridge. Beyond the underpass, a further ramp will take the relief line back to ground level immediately to the west of Acton Main Line station. The track remodelling will require some demolitions within Acton Yard.

The two goods lines and the three depot reception lines will need to be realigned considerably to the north of their current location to accommodate the rail underpass. This in turn will require that other sidings and facilities (used by EWS or their tenants) be moved northwards. The precise location of this relocation has not yet been agreed with EWS. Although it is likely that the recreational land north of Acton Yard will only be used temporarily, this is not certain. The assessment has therefore assumed that some permanent land take will be required from this.

Acton Main Line Station

A new ticket hall, 5 m high and 30 m wide, will be constructed at 267 Horn Lane to the south of the existing station. The existing facility on Horn Lane bridge may be converted to commercial use. The new ticket hall will lead to a new footbridge, which will provide lift access to each platform. New 35 m long canopies will be provided along the platforms in place of the existing platform shelters. Platforms three and four will be extended westwards by 57 m and 33 m respectively to accommodate Crossrail trains.

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1.2 Temporary Works

Construction - Acton Main Line Station

Subject to possession planning requirements and excluding final commissioning, the construction of the platform extensions, a new station footbridge new ticket hall and platform refurbishment will take place over a total period of approximately 15 months.

Before the main works commence it will be necessary to demolish 267 Horn Lane, and to break out and remove existing surfaces and platform end ramps.

Construction of the platform extension will be in line with the methodology described above, in Section 4 of the Introduction to this Volume. Towards the completion of the platform extensions, the construction of the new footbridge and lifts (from the new ticket hall to the bridge and also between the footbridge and platforms) will commence. The foundations for the bridge piers and staircases will be set within the existing platform. The staircase of the footbridge will be of steel construction. These works will be completed after about five months.

During these works, construction of a new ticket hall at 267 Horn Lane will be carried out on the south side of the railway. The building will be of steelframed construction with slabs formed from in-situ or pre-cast concrete. The substructure will be piled. The roof will be constructed of pre-cast or in-situ concrete slab. The construction of the ticket hall will take approximately 10 months to complete.

The construction plant and equipment required for the works at Acton Main Line station will include a road-rail multi-purpose plant, crawlers, mobile cranes, compressors, generators and vibrating compactors.

Work will be undertaken from two main worksites. Acton Main Line station worksite is located south of the existing main line station, adjacent to the railway and extends into the north- bound carriageway of Horn Lane. Four lorries per day will access the worksite, including during the 14 week construction peak. The Acton Main Line station worksite west is located to the west of the station on the north side of the railway, bounded to the north by Acton Yard. It will be served by four lorries per day during the nine week peak of construction, and by two at other times. All materials taken to and from the sites will be transported by road with access from the A40 Western Avenue via Horn Lane.

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Construction - Acton Yard

Subject to possession planning requirements and excluding final commissioning, the construction works at Acton Yard will take place over a total period of approximately four years.

To create the space for the new underpass, the existing facilities in Acton Yard will be remodelled. This requires all of the facilities to be moved northwards. The opportunity will be taken to rationalise the yard where possible and remodel the facilities to improve the layout and efficiency within the yard.

Once the existing railway tracks have been moved away from the footprint of the proposed underpass, the underpass box will be constructed using bored piled walling with in-situ concrete invert and cover slabs. The underpass ramps leading into and out of the box will be constructed using bored pile walls with capping beams and an in situ concrete invert slab. The construction of the western ramp will start approximately 270 m east of the overbridge at Hanger Lane. The tracks on the eastern ramp will tie into the existing alignment at Acton Main Line station. Noel Road overbridge may have to be stabilised by incremental jacking while the western dive under ramp is constructed. This will require temporary diversion and protection of utilities and some periods of bridge closure. On completion of the underpass, the existing eastbound relief line will be realigned to the north to pass through the box.

Acton Yard will be used as a worksite at different stages for the construction of the underpass and the associated track work. Acton Yard will, however, remain operational, albeit requiring temporary and permanent relocation of some of its facilities. Structural, civil and excavated materials will be moved by road with primary access from Horn Lane. Secondary access in association with the works in the vicinity of the Noel Road bridge will be required from Noel Road, with access from the north via Horn Lane and Noel Road. The works at Acton yard will be served by 60 lorries per day during the 61 week peak construction period and typically by 50 per day at other times. Of the 60 lorries, only 15 per day are expected during the peak period at the Noel Road access. Materials for trackwork will largely be transported to the yard by rail.

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2. Baseline Assessment

2.1 Local context

Acton Main Line Station is located on Horn Lane (A4000), close to the junction with Friary Road, within the London Borough of Ealing. The station building is located on the Horn Lane overbridge with the platforms located below.

The station contains four existing platforms set in cutting relative to the surrounding areas to the south and approximately 4 metres below the small station building. The station platforms are separated from Horn Lane by a builders yard and flatblock development. To the north of the rail corridor the area is relatively flat and includes extensive stabling sidings extending to the west, materials storage, areas of light industrial use and recreation grounds beyond. There is little vegetation surrounding the station, although to the west a densely vegetated embankment with mature tree cover provides screening for residential areas along Lynton Road. To the west of the stabling sidings lineside vegetation assist in reducing views of the rail corridor.

Horn Lane connects with Westway (A40) to the north and with Steyne Road to the south. There are retail and commercial units along Horn Lane, and residential neighbourhoods to the north, south, east and west of the station, with stabling sidings to the west and industrial area to the north.

The nearest residential properties comprise a 7-storey block of flats along Horn Lane (Acton House), about 25m south of the station; and three-storey properties at Friary Park Court, off Friary Lane, about 50m to the south-east. More established residential neighbourhoods are located along the southern side of the rail corridor along Lynton Road, Oakley Avenue, Bloomsbury Close, Inglis Road and Hamilton Road. To the north of the rail corridor residential areas are generally located at a greater distance from the rail corridor due to intervening sports grounds and schools, except for Noel Road and Waldegrave Road.

The nearest open space comprises a sports ground, about 100m north of the station, separating residential areas from the rail sidings, and the grounds of Ellen Wilkinson High School located to the north of the rail corridor.

The Townscape Character Baseline Plan for Acton Main Line Station, Drawing No. 1E0416- W1E00-E00-F-00004 identifies the locations of key buildings and landmarks in the local townscape and illustrates local views, pedestrian and vehicular movement corridors,

634 Route Window W4 Crossrail Line 1 Assessment of Heritage and Landscape Impacts – Volume 2 townscape character areas, urban gateways / nodes and the landscape planning designations that relate to the site and its surroundings. This baseline plan also illustrates the extent of the proposed sites for both the temporary and permanent works.

2.2 Listed Buildings and their Setting

There are no listed buildings and structures within the approximate Zone of Visual Influence (ZVI) of the temporary and permanent works. North Ealing Station is a Grade II listed building, located 250 m north of the rail corridor.

2.3 Conservation Areas

The station is not situated within a Conservation Area, although two Conservation Areas lie 1km and 1.2km to the west: Hanger Hill and Creffield Conservation Areas.

2.4 Landscape / Townscape

2.4.1 Character Areas and Townscape Quality

The area can be divided into five character areas, reflecting their prevailing uses and built pattern.

Acton Main Line (South) Character Area:

This is an area of residential development of mainly Victorian detached and semi detached two storey houses fronting roads and avenues. Many have large front and back gardens with extensive mature tree cover. Buildings are finished in painted render or brick with tiled roofs. The southern end of Horn Lane is occupied by a number of small shops. These are predominantly Victorian parades, up to four storeys high, and retain some attractive original details. Rows of attractive Victorian terraces are on both sides of the road. These, together with some opulent Victorian Villas and more modest terraced housing, generally form a consistent and coherent townscape. This townscape has a domestic scale and is generally no more than two floors high, although there are some more substantial three storey townhouses to the north. The area generally has good open space provision and has something of an affluent character in comparison to the area to the north of the railway.

The physical mass of Victorian terraces along Lynton Road prevents views of the rail corridor from the south. This is an area of high townscape quality.

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Acton Main Line (North) Character Area:

This is an area of residential development to the north of the station with a rundown character of Victorian terraces and post war housing estates. With few street trees, the majority of trees are found in areas of open space, such as North Acton Playing Field and also along railway embankments. The small front gardens result in a predominance of on street parking.

The area forms a buffer between the light commercial and industrial areas around Westwood Park Trading Estate, Western Avenue Business Park and Frogmore Industrial Estate to the north and north-east and the more affluent and attractive area of Ealing to the west.

The Action Freight Yard is on the northern edge of the mainline railway. Sports fields and allotment gardens to the north of the railway have strong visual links with the railway on account of their open character. The railway lines and freight yard are visually prominent in this area. This is an area of moderate townscape quality.

North Ealing Character Area:

This is an area of mainly residential development to the north of the rail corridor.

North Ealing Station is an attractive Edwardian station with some good period features. It is tucked away in a leafy corner on the western edge of this character area and it is somewhat hidden from the wider area to its location and mature tree planting.

The Hanger Hill Garden Estate Conservation Area to the east of the station has something of a mixed character, with Victorian terraces of good townscape merit, sitting alongside 1960’s and 1970’s social housing blocks up to six storeys high on larger plots and in a landscape setting, predominately of grass.

The Ellen Wilkinson School occupies a substantial plot to the south of the station, being of varied scale and massing. It is up to four storeys high in parts but there are also some single storey elements. The architecture is typical of late 1960’s / 1970’s school architecture, being rather bland and un-engaging. However, it occupies a visually prominent plot in relation to the railway tracks and the station, being enclosed by the tracks on its western and south- western edges.

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A large number of intersecting railway tracks pass through this area. However, these are sunken, so for the most part have a minimal impact on the townscape.

This is an area of low townscape quality.

East Acton Character Area:

This is an area of largely residential development to the south of the Great Western Main Line (GWML) in planned cottage style estates built around the 1930’s and 1940’s. The area has something of a village character, with its quaint domestic architecture. The local centre creates a focus with its elevated parade of shops. The architecture of the shopping area is consistent with the wider estates being red brick and domestic in character. This rather quaint suburban character is somewhat compromised by the presence of Western Avenue/Westway which runs to the south of the retail core. This creates a visually intimidating and noisy physical and psychological barrier in the local area.

The Brunel Road / Telford Way Industrial Estate is a small light industrial estate to the north of the area. This estate comprises a mixture of low-rise 1930’s office buildings of some architectural merit, with elements of art deco styling, and some later 20th century developments, which are somewhat faceless and lack the character of the earlier buildings. The railway lines are elevated in this area. They visually dominate the northern edge of the estate and create a visual barrier to the wider area.

Despite the tracks being elevated across the length of this character area, they are, for the most part, hidden from view to the wider area by the tightly packed residential and small scale industrial developments adjacent to them. One only really gets a sense of their presence from the railway bridges over the roadways.

This is an area of low townscape quality.

North Acton Character Area:

This is an area of commercial and industrial development, located to the north of the GWML. North Acton station and the adjacent railway tracks are located in cutting, so provide only a minimal contribution to the surrounding townscape.

The area directly to the north of North Acton Station is currently undergoing substantial re- development. The station is overlooked by a recently built Holiday Inn that looms above it. It is five storeys high and is covered in white cladding with red brick across the ground floor

Route Window W4 637 Crossrail Line 1 Assessment of Heritage and Landscape Impacts – Volume 2 elevations. The building lacks character, but occupies a prominent position overlooking the rail corridor. A mixed-use residential and commercial development is currently being built to the north of the Holiday Inn.

The area around the station is dominated by light industrial and commercial uses with some office development. The development to the north is a relatively recent construction comprising predominantly bulky plastic and metal clad commercial units. These have little character and contribute little to the townscape.

Despite the introduction of new development, the area still has something of a run-down character and contributes to an incoherent and disjointed townscape.

This is an area of low townscape quality.

2.4.2 Key Landscape / Townscape Features and Resources

Although there are no significant landscape and townscape features in the vicinity of the site, the garden city townscape of Hanger Hill is an important townscape resource.

Acton House, a seven storey post war office block, is an imposing building located immediately to the south of the station. Ellen Wilkinson High School and Twyford High School Sports Grounds, North Acton Playing Fields and the sports grounds to the south of Noel Road are important townscape features providing extensive recreational areas.

Vegetation is a locally important influence on views and landscape character. The most notable vegetation in the immediate vicinity of the station comprises a belt of semi-mature and mature deciduous trees (mainly ash and sycamore) which defines the southern edge of the rail corridor.

Lines of mature and semi mature deciduous trees (mainly poplar) form parts of the southern edges of sports grounds to the north of the rail corridor.

Mature scrub and immature trees occupy parts of the railway corridor adjoining Noel Road and Churchill Gardens

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2.4.3 Strategic Views and Key Local Views

There are no strategic views in the vicinity of the site.

2.4.4 Key Pedestrian / Vehicular Movement Corridors

Roads are the main movement corridors in the area, both for vehicles and pedestrians, with Horn Lane (A4000), Western Avenue (A40), Friary Road, Noel Road and Creffield Road forming the most important links.

There are no landscape planning designations in the vicinity of the site, although the sports ground to the north of the site is designated as ‘Key Open Space’.

2.5 Zone of Visual Influence

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

- The relationship of the railway to the surrounding area; - The general character and arrangement of land uses; - The proximity, scale and use of nearby buildings; and - The size and type of nearby vegetation

The railway runs through the built-up area in a shallow cutting, passing beneath Horn Lane, Noel Road and Hanger Lane road bridges. In the vicinity of the station, the cutting gently rises up to Horn Lane to the south and is relatively level across the sidings and recreation ground to the north. To the west the railway continues in cutting up to 4 metres by the road and rail overbridges.

The lower elevation of the railway generally restricts opportunities for direct views to track/platform level, except from the railway overbridge on Horn Lane and from vantage points such as the Acton House, the builders merchant on Horn Lane and from buildings which overlook the railway corridor. The rail track in cutting and the surrounding buildings are the main influences on views, reinforced (in summer) by vegetation, mainly to the south of the railway.

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The ZVI can be defined by the following:

- To the West, along the railway corridor to the Hanger Lane bridge. Track realignment will however take place to the west of the bridge, and its ZVI is likely to extend westwards to the rear of properties in Hamilton Road;

- To the North, partly by the cutting slope along parts of the northern side of the rail corridor, but principally by the combination of residential properties, vegetation from Hanger Lane in the west to Horn Lane in the east;

- To the East, along the railway corridor to the east of the Horn Lane bridge and sections of Horn Lane, Emanuel Avenue and Friary Road;

- To the South, by the rear facades and garden walls of properties along the southern side of the rail corridor, including Horn Lane, Lynton Road, Oakley Avenue, Inglis Road and Hamilton Road.

The main potential sources of views of the station work sites may be summarised as follows:

- Residents at 1-6 Friary Park Court, Friary Road; - Residents at 13-18 Friary Park Court, Friary Road; - Commercial/Retail properties, 218-220 Horn Lane; - Commercial/Retail properties, 212-216 Horn Lane; - Users of Horn Lane; - Residents of 2-12 Emanuel Avenue; - Users of Emanuel Avenue; - Residents of large flats (Acton House), on Horn Lane; - Users of timber yard, Horn Lane; - Users of Horn Lane bridge; - Users of public house, 222 Horn Lane - Users of Horn Lane Metals and storage yard; - Residents of 8-14 Lynton Terrace, Lynton Road; and - Users of the station.

In addition, views of the dive-under and track realignment work sites may be experienced by:

- Residents of 1-6 Walter Court, Lynton Road;

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- Residents of 1-18 Bromley Lodge, Lynton Road; - Residents of 1-6 Avon Court, Lynton Road; - Residents of 17 Lynton Road; - Residents of Marion Court, Lynton Road; - Residents of 21-33 Lynton Road; - Residents of 35-167 Lynton Road; - Residents of 98-100 Twyford Avenue; - Users of Twyford Avenue/Noel Road bridge; - Residents of 41-51 Oakley Avenue; - Residents of 1-18 Oakley House, Oakley Avenue; - Residents of 1-19 Oakley Avenue; - Residents of 1-5 Addison Court, Oakley Avenue; - Residents of 1-4 Redhall Terrace; - Residents of 1-80 Bloomsbury Close; - Residents of 1-18 Embassy Court, Inglis Road; - Residents of 19-23 Inglis Road; - Residents of 1-15 Hollywood Court, Inglis Road; - Residents of 1-13 Inglis Road; - Residents of 23 Hanger Lane; - Residents of 24 Hanger Lane; - Residents of 19-53 Hamilton Road; - Residents of 25 Hanger Lane; - Residents of 26-27 Hanger Lane; - Residents of 2-52 Waldegrave Road; - Users of the Ellen Wilkinson High School; - Residents of 13-18 Thanet Court, Queens Drive; - Residents of 13-24 Rutland Court, Queens Drive; - Residents of 13-18 Oxford Court, Queens Drive; - Residents of 198-200 Noel Road; - Residents of 263-275 Noel Road; - Residents of 6-20 Churchill Gardens; - Residents of 22a-24d Churchill Gardens; - Residents of 27-51 Churchill Gardens; - Users of West Acton Primary School; - Residents of 167-191 Noel Road; - Users of sports ground (Noel Road); - Residents of 16-18 Alwyn Gardens; - Residents of 1-8 Alwyn Gardens;

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- Residents of 113-149 Noel Road; - Residents of 8-12 Lowfield Road; - Residents of 14-62 Lowfield Road; and - Residents of 224-236 Horn Lane.

2.6 Sensitivity

2.6.1 Sensitivity of Landscape / Townscape to Change

Acton Main Line Station and the location of the dive-under works do not lie within any Conservation Areas and do not contain any Listed Buildings.

The surrounding townscape is generally of low sensitivity to change. The railway corridor, the station and the sidings are already significant influences, and the area is therefore able to accommodate further railway infrastructure without fundamentally affecting its character.

The immediate environs of the station are dominated by a single large-scale blocks of flats and rail sidings separated by largely functional spaces (roads, service yards). Urban fabric of this type is able to accommodate a substantial degree of change without detriment to its character.

However, any significant loss of the trees which adjoin the rail corridor to both the south and north would affect townscape character, since this is the most prominent vegetation in the immediate area, and is an important influence on views during summer. Any loss of recreational open space, particularly to the north of the rail corridor will also affect townscape character, as they provide a buffer between rear gardens and the rail corridor.

The residential areas located to the south (Friary Road, Emanuel Avenue, Lynton Road, Oakley Avenue, Inglis Road and Hamilton Road), north (Waldegrave Road, Queens Drive, Noel Road, Churchill Gardens and Lowfield Road) are more sensitive to change, due to their smaller scale built pattern.

2.6.2 Sensitivity Of Visual Receptors To Change

Table W4.1: Visual Receptors (Acton Main Line Station and Yard Works) below identifies the key receptors which would obtain views of the proposed temporary and proposed permanent works, together with their sensitivity, the type of views and whether the views are of the temporary or permanent works.

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Table W4.1: Visual Receptors for the Acton Main Line Station and Yard Works

Receptor Sensitivity Type of (Close Views under 1km of

View View

distance) Works Receptors Oblique Temporary Work Sites Permanent Direct View Residents at 1-6 Friary Park 1 Upper floors 9 9 9 9 High Court, Friary Road Residents at 13-18 Friary 2 Upper floors 9 9 9 High Park Court, Friary Road Commercial/Retail Ground 3 properties, 218-220 Horn level and 9 9 9 Moderate Lane (Station works only) upper floors Commercial/Retail Ground 4 properties, 212-216 Horn level and 9 9 9 Moderate Lane (Station works only) upper floors Users of Horn Lane (Station Ground 5 9 9 9 9 Low works only) level Ground Residents of 2-12 Emanuel 6 level and 9 9 9 High Avenue (Station works only) upper floors Users of Emanuel Avenue Ground 7 9 9 9 Low (Station works only) level Residents of large flats 8 Upper floors 9 9 9 9 High (Acton House) on Horn Lane Users of timber yard, Horn 9 Upper floors 9 9 9 9 Low Lane (Station works only) Users of Horn Lane bridge 10 Ground 9 9 9 9 Low

Users of public house, 222 11 Horn Lane (Station works Upper floors 9 9 9 Moderate only) Users of Horn Lane Metals Ground 12 9 9 9 9 Low and storage yard Residents of 8-14 Lynton 13 Terrace, Lynton Road Upper floors 9 9 9 9 High (Station works only) Platform 14 Users of the station 9 9 9 Low level Residents of 1-6 Walter Court, Lynton Road (dive- 15 Upper floors 9 9 9 High under and track realignment works only) Residents of 1-18 Bromley Lodge, Lynton Road (dive- 16 Upper floors 9 9 9 High under and track realignment works only) Residents of 1-6 Avon Court, 17 Lynton Road (dive-under and Upper floors 9 9 9 High track realignment works only)

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Receptor Sensitivity Type of (Close Views under 1km of View

distance) Works Receptors Temporary Work Sites Permanent Direct View Oblique View Residents of 17 Lynton Road 18 (dive-under and track Upper floors 9 9 9 High realignment works only) Residents of Marion Court, 19 Lynton Road (dive-under and Upper floors 9 9 9 High track realignment works only) Residents of 21-33 Lynton 20 Road (dive-under and track Upper floors 9 9 9 High realignment works only) Residents of 35-167 Lynton 21 Road (dive-under and track Upper floors 9 9 9 9 High realignment works only) Residents of 98-100 Twyford 22 Avenue (dive-under and Upper floors 9 9 9 9 High track realignment works only) Users of Twyford Avenue/Noel Road bridge 23 Ground 9 9 9 9 Low (dive-under and track realignment works only) Residents of 41-51 Oakley 24 Avenue (dive-under and Upper floors 9 9 9 9 High track realignment works only) Residents of 1-18 Oakley House, Oakley Avenue (dive- 25 Upper floors 9 9 9 9 High under and track realignment works only) Residents of 1-19 Oakley 26 Avenue (dive-under and Upper floors 9 9 9 9 High track realignment works only) Residents of 1-5 Addison Court, Oakley Avenue (dive- 27 Upper floors 9 9 9 9 High under and track realignment works only) Residents of 1-4 Redhall 28 Terrace (dive-under and Upper floors 9 9 9 9 High track realignment works only) Residents of 1-80 Bloomsbury Close (dive- 29 Upper floors 9 9 9 High under and track realignment works only) Residents of 1-18 Embassy Court, Inglis Road (dive- 30 Upper floors 9 9 9 High under and track realignment works only)

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Receptor Sensitivity Type of (Close Views under 1km of View

distance) Works Receptors Temporary Work Sites Permanent Direct View Oblique View Residents of 1-15 Hollywood 32 Court, Inglis Road (dive-under Upper floors 9 9 9 High and track realignment works only) Residents of 1-13 Inglis Road 33 (dive-under and track realignment Upper floors 9 9 9 High works only) Residents of 23 Hanger Lane 34 (dive-under and track realignment Upper floors 9 9 9 High works only) Residents of 24 Hanger Lane 35 (dive-under and track realignment Upper floors 9 9 High works only) Residents of 19-53 Hamilton 36 Road (dive-under and track Upper floors 9 9 9 High realignment works only) Residents of 25 Hanger Lane Ground 37 (dive-under and track realignment level and 9 9 9 High works only) upper floors Residents of 26-27 Hanger Lane 38 (dive-under and track realignment Upper floors 9 9 High works only) Residents of 2-52 Waldegrave 39 Road (dive-under and track Upper floors 9 9 9 High realignment works only) Users of the Ellen Wilkinson High Ground and 40 School (dive-under and track 9 9 9 9 Moderate upper floors realignment works only) Residents of 13-18 Thanet Court, 41 Queens Drive (dive-under and Upper floors 9 9 9 9 High track realignment works only) Residents of 13-24 Rutland Court, 42 Queens Drive (dive-under and Upper floors 9 9 9 9 High track realignment works only) Residents of 13-18 Oxford Court, 43 Queens Drive (dive-under and Upper floors 9 9 9 9 High track realignment works only) Residents of 198-200 Noel Road 44 (dive-under and track realignment Upper floors 9 9 9 9 High works only) Residents of 263-275 Noel Road 45 (dive-under and track realignment Upper floors 9 9 9 9 High works only) Residents of 22a-24d Churchill 47 Gardens (dive-under and track Upper floors 9 9 9 9 High realignment works only)

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Receptor Sensitivity Type of (Close Views under 1km of View

distance) Works Receptors Temporary Work Sites Permanent Direct View Oblique View Residents of 27-51 Churchill 48 Gardens (dive-under and Upper floors 9 9 9 9 High track realignment works only) Users of West Acton Primary Ground 49 9 9 9 Moderate School level Residents of 167-191 Noel 50 Upper floors 9 9 9 High Road Users of sports ground(Noel Ground 51 9 9 9 Moderate Road) level Residents of 16-18 Alwyn 52 Upper floors 9 9 High Gardens Residents of 1-8 Alwyn 53 Upper floors 9 9 9 9 High Gardens Residents of 113-149 Noel 54 Upper floors 9 9 9 9 High Road Residents of 8-12 Lowfield 55 Upper floors 9 9 9 High Road Residents of 14-62 Lowfield 56 Upper floors 9 9 9 9 High Road Residents of 224 – 236 Horn 57 Upper floors 9 9 9 High Lane

Local residents will be the most sensitive group of receptors and theoretically, approximately 350 residential properties could have winter-time views of the works for the track realignment and dive-under construction, whilst approximately 50 residential properties could have winter- time views of the works to the station. However:

- viewing opportunities will in almost every case be confined to upper floors; and - most viewing opportunities from properties at the eastern end of Lynton Avenue and the eastern end of Churchill Gardens would be lost during summer.

The least obstructed views would be experienced by users of the station, residents along Lynton Road, Oakley Avenue, Inglis Road, Waldegrave Road, Churchill Gardens and Lowfield Road. Many of these receptors are considered to be of high sensitivity.

It should be noted that some receptors may experience recurrent views of the works (e.g. from the workplace and from nearby roads or the station).

Receptors who live in or use the area can be assumed to be habituated to a certain degree to the impact of railway maintenance and construction activities.

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3. Impact of the Scheme

3.1 Listed Buildings and their Setting

There will be no impacts on listed buildings or their setting in this route window.

3.2 Conservation Areas

There will be no impacts on Conservation Areas in this route window.

3.3 Landscape / Townscape

3.3.1 Impacts on Designated Landscape / Townscape Resources

There will be few features of importance affected by the works to Acton Mainline Station and yard. The station itself is of little architectural merit, and the loss of the existing brick ticket hall will be of low impact. 267 Horn Lane is a two storey office unit of partial brick construction which provides little quality to the local townscape. The loss of 267 Horn Lane would result in low beneficial impact on the local townscape. The majority of the works to the dive-under and freight yard will take place within the railway corridor, including the temporary work site and infrastructure at Acton Yard. It is considered that the loss of recreational open space/playing fields and allotments to the north of the station will result in the permanent loss of designated ‘Community Open Space’ and will result in significant adverse impacts.

The visual influence of the works will not extend into any areas of designated landscape / townscape.

3.3.2 Impacts on Character Areas

Construction features such as mobile cranes, piling rigs, HGVs, portacabins and hoardings will be features around the station and sidings for the duration of construction. These features will be relatively insignificant within the busy rail corridor, alongside existing areas of

Route Window W4 647 Crossrail Line 1 Assessment of Heritage and Landscape Impacts – Volume 2 materials storage and portacabins along Horn Lane. The temporary work site across the existing sports ground and allotments to the south of Lowfield Road will result in a relatively high magnitude of change. Within the rail corridor their overall level of impact is likely to vary; at times it will be low, and at others potentially high (e.g. when cranes are lifting the footbridge spans or canopies into place).

However, the area is generally of low sensitivity to change, and is able to accommodate construction features without fundamentally affecting its character. However the loss of an area of open space is a fundamental change which will result in a significant impact on landscape.

The most visible feature of the permanent works will be the new ticket hall, clearly visible along a short section of Horn Lane, Friary Road and Emanuel Avenue and the extended stabling sidings which will be visible from properties along Lowfield Road. The dive-under will be a relatively minor feature and largely out of view within the existing rail corridor.

These features will be seen in the context both of the existing station and rail corridor and the surrounding urban area with which they will be visually consistent. The ticket hall will be located in a prominent location at the junction of Horn Lane and Friary Road and provide a clearer definition of Action Main Line Station in the local townscape. The ticket hall will have a moderate beneficial impact on the character of the area immediately surrounding the station.

The overall impact at Acton Yard on the character of the townscape is considered to be high due to the loss of the playing fields but the effect of the station works in unlikely to be significant.

3.4 Visual impacts

The Visual Appraisal Plan for Acton Main Line Station Diveunder and Yard Works Drawing No. 1E0316-WIE00-E00-F-00004 illustrates the approximate Zone of Visual Influence for the proposed temporary and the proposed permanent works, and identifies the principal locations from which views of the development would be obtained.

The assessment of impact during the construction works takes account of their relatively temporary duration, and the likelihood that nearby receptors will to a certain degree be

648 Route Window W4 Crossrail Line 1 Assessment of Heritage and Landscape Impacts – Volume 2 tolerant of activities carried out in the normal course of railway maintenance and improvement.

The magnitude of visual impact that would be generated by the temporary works on each receptor group is identified in Table W4.2: Potential Temporary Impacts on Receptors (Acton Main Line Station Diveunder and Yard Works). This table includes impacts associated with both works to the station and to the dive-under; separate reference is made to these where necessary.

Table W4.2: Potential Temporary Impacts on Receptors (Acton Main Line Station and Yard Works)

Magnitude Sensitivity Receptor of Potential of Significance (Close Views under 1 km) Impact on Receptors Receptors Residents at 1-6 Friary Park Court, 1 High Low NSIG Friary Road (Station works only) Residents at 13-18 Friary Park 2 Court, Friary Road (Station works High Low NSIG only) Commercial/Retail properties, 218- 3 Moderate Low NSIG 220 Horn Lane (Station works only) Commercial/Retail properties, 212- 4 Moderate Low NSIG 216 Horn Lane (Station works only) Users of Horn Lane (Station works 5 Low Moderate NSIG only) Residents of 2-12 Emanuel Avenue 6 High Negligible NSIG (Station works only) Users of Emanuel Avenue (Station 7 Low Moderate NSIG works only) Residents of large flats (Acton 8 High Low NSIG House) on Horn Lane Users of timber yard, Horn Lane 9 Low Low NSIG (Station works only) 10 Users of Horn Lane bridge Low Moderate NSIG Users of public house, 222 Horn 11 Moderate Low NSIG Lane (Station works only) Users of Horn Lane Metals and 12 Low Low NSIG storage yard Residents of 8-14 Lynton Terrace, 13 High Low NSIG Lynton Road (Station works only) 14 Users of the station Low Moderate NSIG Residents of 1-6 Walter Court, 15 Lynton Road (dive-under and track High Negligible NSIG realignment works only) Residents of 1-18 Bromley Lodge, 16 Lynton Road (dive-under and track High Negligible NSIG realignment works only)

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Magnitude Sensitivity Receptor of Potential of Significance (Close Views under 1 km) Impact on Receptors Receptors Residents of 1-6 Avon Court, 17 Lynton Road (dive-under and track High Negligible NSIG realignment works only) Residents of 17 Lynton Road (dive- 18 under and track realignment works High Negligible NSIG only) Residents of Marion Court, Lynton 19 Road (dive-under and track High Negligible NSIG realignment works only) Residents of 21-33 Lynton Road 20 (dive-under and track realignment High Low NSIG works only) Residents of 35-167 Lynton Road 21 (dive-under and track realignment High Low NSIG works only) Residents of 98-100 Twyford 22 Avenue (dive-under and track High Low NSIG realignment works only) Users of Twyford Avenue/Noel 23 Road bridge (dive-under and track Low Low NSIG realignment works only) Residents of 41-51 Oakley Avenue 24 (dive-under and track realignment High Low NSIG works only) Residents of 1-18 Oakley House, 25 Oakley Avenue (dive-under and High Low NSIG track realignment works only) Residents of 1-19 Oakley Avenue 26 (dive-under and track realignment High Low NSIG works only) Residents of 1-5 Addison Court, 27 Oakley Avenue (dive-under and High Low NSIG track realignment works only) Residents of 1-4 Redhall Terrace 28 (dive-under and track realignment High Low NSIG works only) Residents of 1-80 Bloomsbury 29 Close (dive-under and track High Low NSIG realignment works only) Residents of 1-18 Embassy Court, 30 Inglis Road (dive-under and track High Low NSIG realignment works only) Residents of 19-23 Inglis Road 31 (dive-under and track realignment High Low NSIG works only) Residents of 1-15 Hollywood Court, 32 Inglis Road (dive-under and track High Low NSIG realignment works only)

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Magnitude Receptor Sensitivity of of Potential Significance (Close Views under 1 km) Receptors Impact on Receptors Residents of 1-13 Inglis Road (dive 33 -under and track realignment works High Low NSIG only) Residents of 23 Hanger Lane (dive- 34 High Low NSIG under and track realignment works only) Residents of 24 Hanger Lane (dive- 35 High Low NSIG under and track realignment works only) Residents of 19-53 Hamilton Road 36 (dive-under and track realignment High Negligible NSIG works only) Residents of 25 Hanger Lane (dive- 37 High Low NSIG under and track realignment works only) Residents of 26-27 Hanger Lane (dive- 38 High Low NSIG under and track realignment works only) Residents of 2-52 Waldegrave Road 39 (dive-under and track realignment High Low NSIG works only) Users of the Ellen Wilkinson High 40 School (dive-under and track Moderate Negligible NSIG realignment works only) Residents of 13-18 Thanet Court, 41 Queens Drive (dive-under and track High Negligible NSIG realignment works only) Residents of 13-24 Rutland Court, 42 Queens Drive (dive-under and track High Negligible NSIG realignment works only) Residents of 13-18 Oxford Court, 43 Queens Drive (dive-under and track High Negligible NSIG realignment works only) Residents of 198-200 Noel Road (dive- 44 High Low NSIG under and track realignment works only) Residents of 263-275 Noel Road (dive- 45 High Low NSIG under and track realignment works only) Residents of 6-20 Churchill Gardens 46 (dive-under and track realignment High Negligible NSIG works only) Residents of 22a-24d Churchill Gardens 47 (dive-under and track realignment High Negligible NSIG works only) Residents of 27-51 Churchill Gardens 48 (dive-under and track realignment High Negligible NSIG works only) 49 Users of West Acton Primary School Moderate Low NSIG 50 Residents of 167-191 Noel Road High Negligible NSIG 51 Users of sports ground (Noel Road) Moderate Low NSIG 52 Residents of 16-18 Alwyn Gardens High Low NSIG

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Magnitude Sensitivity Receptor of Potential of Significance (Close Views under 1 km) Impact on Receptors Receptors 54 Residents of 113-149 Noel Road High Low NSIG 55 Residents of 8-12 Lowfield Road High Low NSIG 56 Residents of 14-62 Lowfield Road High Moderate SIG(-) 57 Residents of 224-236 Horn Lane High Low NSIG

The magnitude of visual impact that would be generated by the permanent works on each group of receptors is identified in Table W4.3: Potential Permanent Impacts on Receptors (Acton Main Line Station Dive-under and Yard Works).

Table W4.3: Potential Permanent Impacts on Receptors (Acton Main Line Station Dive - under and Yard Works)

Magnitude Receptor Sensitivity of Potential (Close Views under 1 km of Significance Impact on Receptors Receptors Residents at 1-6 Friary Park 1 Court, Friary Road (Station works High Low NSIG only) Residents at 13-18 Friary Park 2 Court, Friary Road (Station works High Negligible NSIG only) Commercial/Retail properties, 3 218-220 Horn Lane (Station works Moderate Moderate NSIG only) Commercial/Retail properties, 4 212-216 Horn Lane (Station works Moderate Low NSIG only) Users of Horn Lane (Station works 5 Low Moderate NSIG only) Residents of 2-12 Emanuel 6 High Negligible NSIG Avenue (Station works only) Users of Emanuel Avenue 7 Low Moderate NSIG (Station works only) Residents of large flatblock(Acton 8 High Negligible NSIG House), Horn Lane Users of timber yard, Horn Lane 9 Low Negligible NSIG (Station works only) 10 Users of Horn Lane bridge Low Negligible NSIG Users of public house, 222 Horn 11 Moderate Negligible NSIG Lane (Station works only) Users of Horn Lane Metals and 12 Low Negligible NSIG storage yard Residents of 8-14 Lynton Terrace, 13 High Negligible NSIG Lynton Road (Station works only) 14 Users of the station Low Negligible NSIG

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Magnitude Receptor Sensitivity of Potential (Close Views under 1 km of Significance Impact on Receptors Receptors Residents of 1-6 Walter Court, 15 Lynton Road (dive-under and High Negligible NSIG track realignment works only) Residents of 1-18 Bromley Lodge, 16 Lynton Road (dive-under and High Negligible NSIG track realignment works only) Residents of 1-6 Avon Court, 17 Lynton Road (dive-under and High Negligible NSIG track realignment works only) Residents of 17 Lynton Road 18 (dive-under and track realignment High Negligible NSIG works only) Residents of Marion Court, Lynton 19 Road (dive-under and track High Negligible NSIG realignment works only) Residents of 21-33 Lynton Road 20 (dive-under and track realignment High Negligible NSIG works only) Residents of 35-167 Lynton Road 21 (dive-under and track realignment High Negligible NSIG works only) Residents of 98-100 Twyford 22 Avenue (dive-under and track High Negligible NSIG realignment works only) Users of Twyford Avenue/Noel 23 Road bridge (dive-under and track Low Negligible NSIG realignment works only) Residents of 41-51 Oakley 24 Avenue(dive-under and track High Negligible NSIG realignment works only) Residents of 1-18 Oakley House, 25 Oakley Avenue(dive-under and High Negligible NSIG track realignment works only) Residents of 1-19 Oakley 26 Avenue(dive-under and track High Negligible NSIG realignment works only) Residents of 1-5 Addison Court, 27 Oakley Avenue(dive-under and High Negligible NSIG track realignment works only) Residents of 1-4 Redhall 28 Terrace(dive-under and track High Negligible NSIG realignment works only) Residents of 1-80 Bloomsbury 29 Close (dive-under and track High Negligible NSIG realignment works only) Residents of 1-18 Embassy Court, Inglis Road (dive-under and track 30 High Negligible NSIG realignment works only)

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Magnitude Receptor Sensitivity of Potential (Close Views under 1 km of Significance Impact on Receptors Receptors Residents of 19-23 Inglis Road 31 (dive-under and track realignment High Negligible NSIG works only) Residents of 1-15 Hollywood 32 Court, Inglis Road (dive-under and High Negligible NSIG track realignment works only) Residents of 1-13 Inglis Road 33 (dive-under and track realignment High Negligible NSIG works only) Residents of 23 Hanger Lane 34 (dive-under and track realignment High Negligible NSIG works only) Residents of 24 Hanger Lane 35 (dive-under and track realignment High Negligible NSIG works only) Residents of 19-53 Hamilton Road 36 (dive-under and track realignment High Negligible NSIG works only) Residents of 25 Hanger Lane 37 (dive-under and track realignment High Negligible NSIG works only) Residents of 26-27 Hanger Lane 38 (dive-under and track realignment High Negligible NSIG works only) Residents of 2-52 Waldegrave 39 Road (dive-under and track High Negligible NSIG realignment works only) Users of the Ellen Wilkinson High 40 School (dive-under and track Moderate Negligible NSIG realignment works only) Residents of 13-18 Thanet Court, 41 Queens Drive (dive-under and High Negligible NSIG track realignment works only) Residents of 13-24 Rutland Court, 42 Queens Drive (dive-under and High Negligible NSIG track realignment works only) Residents of 13-18 Oxford Court, 43 Queens Drive (dive-under and High Negligible NSIG track realignment works only) Residents of 198-200 Noel Road 44 (dive-under and track realignment High Negligible NSIG works only) Residents of 263-275 Noel Road 45 (dive-under and track realignment High Negligible NSIG works only) Residents of 6-20 Churchill 46 Gardens (dive-under and track High Negligible NSIG realignment works only)

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Magnitude Receptor Sensitivity of Potential (Close Views under 1 km of Significance Impact on Receptors Receptors Residents of 27-51 Churchill 48 Gardens (dive-under and track High Negligible NSIG realignment works only) Users of West Acton Primary 49 Moderate Negligible NSIG School 50 Residents of 167-191 Noel Road High Negligible NSIG Users of sports ground (Noel 51 Moderate Negligible NSIG Road) Residents of 16-18 Alwyn 52 High Negligible NSIG Gardens 53 Residents of 1-8 Alwyn Gardens High Negligible NSIG 54 Residents of 113-149 Noel Road High Negligible NSIG 55 Residents of 8-12 Lowfield Road High Negligible NSIG 56 Residents of 14-62 Lowfield Road High Moderate SIG (-) 56 Residents of 224-236 Horn Lane High Low NSIG

In relation to the temporary works, the degree of impact is considered to be low for many receptors on both sides of the rail corridor. This is partly because the majority of works will be in cutting and out of view from many receptors, but also because of the nature of the existing view, which already includes prominent rail activity. Although many of these receptors are considered to be highly sensitive to visual change, the existing views from these properties will experience only a relatively small degree of change and none of the affected views are critical to their amenity.

For the most sensitive receptors (local residents), the degree of impact is considered to be low in almost all cases. This is because:

From properties along Lynton Road, Oakley Avenue, Inglis Road, Waldegrave Road, Noel Road and Churchill Gardens although views will be direct, they have an existing view over the rail corridor with regular rail activity including maintenance and construction works; and From properties with views of the station works, most views will be oblique and/or obstructed by intervening buildings or vegetation, and also have existing views across rail sidings and builders yards.

However, approximately 24 properties along the southern side of Lowfield Road will experience a moderate degree of change throughout the temporary works, and result in significant adverse impacts.

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The main sources of permanent impact will be the change in the arrangement of features at the station, the new stabling siding to the south of Lowfield Road and the new dive-under either side of Twyford Avenue/Noel Road bridge. The net impact of this change will be to slightly increase the prominence of railway infrastructure, notably with the introduction of a new ticket hall, footbridge, extended platforms, new sidings and the dive-under. The overall role of the station within the local townscape will become more prominent, as will the character of the views that it influences.

The magnitude of change is considered to be mainly low to negligible. However residents along the southern side of Lowfield Road will have their current view across recreational land replaced with a new stabling siding. It is considered that the magnitude of visual change is moderate and result in permanent significant adverse impacts. Other sensitive receptors will be affected as follows:

- Residents on Friary Road will see the new ticket hall and forecourt area; - Residents in Acton House are only likely to see the top of the new ticket hall, pedestrian footbridge, and platform extension, and this in views that are oblique and constricted; - Residents of Lynton Road and Oakley Avenue may gain minor views of the dive-under.

The impact on these views is considered to be mainly negligible, except for views, which include the new ticket hall which are considered to be low to moderate.

The fundamental character of views will not change, and since they are unlikely to be critical to the amenity of those who experience them, the effect is not considered to be significant.

The Year 1 predicted impacts are not considered to be significant for the reasons given above, apart from 24 properties along the southern side of Lowfield Road. After 15 years following completion of the works there would be no changes to the townscape and visual impacts.

3.5 Cumulative Impacts

The assessment has taken account of all the works within this route window and there are no additional works outside the rail corridor which lead to cumulative impacts of the scheme.

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4. Summary

4.1 Listed Buildings and their Setting

There are no listed buildings, features or areas of designated townscape in the immediate vicinity of the works. The nearest such features (e.g. North Ealing Station and Hanger Lane Conservation Area) lie outside the ZVI for the works. Acton House is a local landmark, and there are no key local views.

4.2 Conservation Areas

There will be no impacts on Conservation Areas in this route window.

4.3 Landscape / Townscape

Construction features will intrude into the setting of the station, but their effect is not considered to be significant due to the low sensitivity of the station location and their temporary nature. Neither will they fundamentally alter the overall character of the railway corridor or of the adjoining areas, and are not regarded as a significant effect on landscape / townscape.

The permanent impact of the works will be due primarily to changes in the built form of the station, which include platform extensions and a new footbridge, and the new diveunder and extended tracks in the freight yard. These changes are considered to represent a negligible impact on the local townscape, resulting in no significant adverse or beneficial effect.

The wider impact on townscape will be no more than negligible, and will not alter the character of the surrounding area to a significant degree. The impact on the westward view from Horn Lane bridge will also be moderate and no significant.

The assessment has not identified any significant impacts of particular importance on landscape / townscape resources. However, there will be significant temporary and permanent impacts at Acton Yard due to the loss of open space.

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4.4 Visual Impacts

The townscape and visual impact assessment has not identified any adverse impacts of particular importance on visual amenity receptors as a result of either the temporary or permanent work. It has, however, identified significant adverse impacts on visual amenity receptors to the north of the rail corridor as a result of both the temporary and permanent.

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5. Summary Tables

There will be no impacts on listed buildings, the setting of listed buildings or Conservation Areas in this route window, hence these are not included in the summary tables.

Predicted impacts on landscape / townscape and visual amenity are summarised in Table W4.4: Summary Table of Temporary Impacts and Table W4.5: Summary Table of Permanent Impacts, including any committed mitigation and residual impacts.

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660 Assessment ofHeritage and Landscape Impacts –Volume2 Crossrail Line 1 Table W4.4: Summary Table of Temporary Impacts (Route Window W4)

Route Window W4 – Temporary Impacts

Residual Impact Works and potential impact Significance Mitigation Description Significance Impact on character areas Overall character of railway corridor and surrounding None identified Significant Significant Minimal. area would not be affected apart from the loss of at this stage. adverse recreational open space. Impact on visual amenity of approximately 24 residential Hoarding to properties on Lowfield Road Significant Significant temporary work Minimal. Visual amenity will be experience a moderate degree of adverse adverse site change Impact on visual amenity of other receptors Hoarding to Visual amenity will be experience a low to moderate Not Significant Minimal. Not Significant demolition areas degree of change

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Route WindowW4 Assessment ofHeritage and Landscape Impacts –Volume2 Crossrail Line 1 Table W4.5: Summary Table of Permanent Impacts (Route Window W4)

Route Window W4 – Permanent Impacts

Residual Impact Works and potential impact Significance Mitigation Description Significance

Impact on character areas Role of station remains Low to moderate increase in visual influence of railway None identified fundamentally unchanged Significant infrastructure, but fundamental character of surrounding Not Significant at this stage. apart from loss of adverse area will be unaffected apart from loss of recreational recreational and open space. open space

Current view across Impact on visual amenity of approximately 24 residential Significant recreational open space Significant properties None proposed adverse replaced with view of new adverse Moderate impact on visual amenity rail siding In year 1 the character of views, therefore level of Impact on visual amenity of other receptors. Not Significant None proposed amenity, remains largely Not Significant Low to negligible impact on visual amenity unchanged. No change in year 15.

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6. Assumptions

In assessing the scheme proposals the following assumptions have been taken into account:

- Assumed line of tree around the periphery of sport field will be retained. - It is proposed that 2.4 3.6metre high hoarding would be used to mitigate the demolition works during the construction phase. - Desk-top studies and a number of site visits were undertaken during June 2004 and therefore this assessment was undertaken during the summer period when vegetation was in leaf. However, when considering the landscape and visual impacts of the scheme, an assessment of the potential winter situation has been estimated / taken into account and ZVIs mapped on this basis.

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7. References

- ES Route Window W4 - Parliamentary Plan Sheets - ES Scheme Description

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Route Window W3 Old Oak Common Depot

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Contents

1. Description of the Works 669 1.1 Permanent Works 669 1.2 Temporary Works 669 2. Baseline Assessment 671 2.1 Local context 671 2.2 Listed Buildings and their Setting 672 2.3 Conservation Areas 672 2.4 Zone of Visual Influence 676 2.5 Sensitivity 677 3. Impact of the Scheme 680 3.1 Listed Buildings and their Setting 680 3.2 Conservation Areas 680 3.3 Landscape / Townscape 680 3.4 Visual impacts 681 3.5 Cumulative Impacts 683 4. Summary 684 4.1 Listed Buildings and their Setting 684 4.2 Conservation Areas 684 4.3 Landscape / Townscape 684 4.4 Visual Impacts 684 5. Summary Tables 685 6. Assumptions 687 7. References 688

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Route Window W3 Old Oak Common Depot

1. Description of the Works

1.1 Permanent Works

The permanent works will consist of fourteen new Crossrail stabling sidings within the site of Old Oak Common depot, of which 12 will be 250 m long and two will be 130 m long. A further siding incorporating a train washing facility will also be provided. The sidings will be overhead electrified and located between the existing English Welsh and Scottish and First Great Western depots on a section of land known as the Coronation Sidings. The site will also include a staff accommodation building.

A new electrical feeder station at Old Oak Common will be located north of the railway, opposite Wells House Road.

1.2 Temporary Works

Duration of Works

Subject to possession, planning requirements and excluding final commissioning, the construction of the new stabling sidings and carriage washing facility at Old Oak Common will take place over a three-year period. Following the layout of some sidings, the site will be used as a tunnel fit-out depot. After completion of the tunnelling works the remaining sidings and staff facilities will be constructed.

Enabling Works

Prior to commencing the main works it will be necessary to undertake demolitions of minor structures, site clearance and utilities diversions. Following this will be construction of temporary facilities to support the Royal Oak tunnelling site, including tracks and buffer stops, materials storage and handling areas, and accommodation.

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Main Works

The main works will involve:

- preparation of the track formation of the new stabling sidings; - laying of the new track work for the 14 new sidings, involving installation of plain line rail, switches and crossings, buffer stops and top ballast; - construction of a walkway before installation of a new track and a train wash plant, including adjacent roadway; and - construction and installation of signal and lighting columns, the completion of road works in and around the sidings and the connection, and testing and commissioning of the new track and railway systems.

OHLE will be installed along the route to accommodate the new Crossrail layout.

The configuration of the English Welsh and Scottish tracks will be modified accordingly to accommodate the new Crossrail layout.

Worksites and Access

Works at Old Oak Common are to be carried out from Coronation sidings within the existing footprint area of the depot. Track work materials will generally be brought into the site by rail, using appropriate existing track work as a railhead. Excavated/demolition materials and civil and structural materials (steel and concrete) will be transported into and out of the site by road using the existing depot access on Old Oak Common Lane. Up to 32 lorries per day will access the site during the four week construction peak, with around four at other times.

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2. Baseline Assessment

2.1 Local context

Old Oak Common is an extensive railway site and comprises stabling sidings, engine sheds and workshops located between Wormwood Scrubs Park, the Grand Union Canal, Scrubs Lane and Old Oak Common Lane. It lies within the London Borough of Hammersmith and Fulham.

The site area consists of a small part of the Old Oak Common Stabling Sidings adjoining the existing Great Western Main Line on a 3-4 metre embankment, above Wormwood Scrubs Park. The site lies adjacent to industrial estates to the north and east, a small residential area to the west, and Wormwood Scrubs Park to the south. A canal towpath follows the Grand Union Canal along the northern edge of Old Oak Common. This section of the GWML has few vehicular crossing points, with an overbridge at Scrubs Lane (A219), and an underbridge at Old Oak Common Lane. The surrounding roads are partly commercial with extensive areas of industrial estates. There is little vegetation across the sidings area, although the vegetation is a key feature along the perimeter of the site.

Scrubs Lane (A219) connects with Westway (A40) to the south and Old Oak Common Lane connects with Old Oak Lane/Victoria Lane (A4000) to the north. There are retail, commercial and residential units along Old Oak Lane and retail and commercial units along Scrubs Lane.

The nearest residential properties comprise 3-storey 1970s blocks of flats located in the north-western corner of Old Oak Common, about 10m north of the main access road from Old Oak Common Lane. A small-established residential neighbourhood is located along Wells House Road to the south-west, and modern blocks of flats on Shaftesbury Gardens to the west.

The nearest open space is the extensive Wormwood Scrubs Park, located to the south of Old Oak Common. St May’s Cemetery and Little Wormwood Scrubs Recreation Ground are both located to the east of Scrubs Lane, on the northern and southern sides of the rail corridor respectively.

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The Townscape Character Baseline Plan for Old Oak Common, Drawing No. 1E0416- W1E00-E00-F-00003 identifies the locations of key buildings and landmarks in the local townscape and illustrates local views, pedestrian and vehicular movement corridors, townscape character areas, urban gateways / nodes and the landscape planning designations that relate to the site and its surroundings. This baseline plan also illustrates the extent of the proposed sites for both the temporary and permanent works.

2.2 Listed Buildings and their Setting

There are no listed buildings and structures within the approximate Zone of Visual Influence (ZVI) of the temporary and permanent works.

2.3 Conservation Areas

The site is not situated within a Conservation Area, although the Grand Union Canal Conservation Area runs along the north-eastern edge. Wormholt and Old Oak Conservation Area lies to the west of Wormwood Scrubs Park.Landscape / Townscape

2.3.1 Character Areas and Townscape Quality

The area may be divided into four character areas, reflecting their prevailing uses and built pattern.

Wormwood Scrubs Park and Prison Character Area:

Wormwood Scrubs Park, a significant area of open space, lies adjacent to the substantial Oak Common depot and associated workshops. The park marks a transition between the more urban character of Ladbroke Grove and Notting Hill to the east and the consistent suburban character of the mid-19th century planned estates to the west.

Wormwood Scrubs Park is the largest public open space in the London Borough of Hammersmith and Fulham. The land now occupied by Wormwood Scrubs Park was originally part of the Great Middlesex Forest, and known as Wormholt Wood. Much of the woodland had disappeared by the mid-18th century, when the area became known as Wormers Scrubs. By the beginning of the 19th century, the site was in either arable or pastured use, although there was already a tradition of both recreational and military use.

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In the mid 1980's the GLC, which managed Wormwood Scrubs Park at the time, established native tree and shrub planting in a number of areas, mainly around the periphery of the park. These have now grown up into scrub and immature woodland, adding considerable interest to the landscape, whilst also providing cover for a variety of birds.

The impact of the vast open space is all the more dramatic when approaching from the more urbanised east. It offers a welcome and surprising reprise from the tightly packed urban grain of Notting Hill and Ladbroke Grove.

The western edge of the Scrubs is bounded by the Old Oak Common Depot, with its large bulky sheds and workshops. It tends to visually enclose the northern edge of the park, and has an adverse affect on its vast open, green character. The park is almost entirely open in character, with any substantial tree planting restricted to its boundaries and to a small central area.

Wormwood Scrubs prison was built between 1875 and 1891. During World War II the prison was used by the War Department. In 1994, a new hospital wing was completed and in 1996, two of the four wings of the building were refurbished to modern standards, and a fifth wing completed.

The prisons architecture is rather bleak and intimidating, and this is typical of Victorian prisons. It stands alone in terms of scale and character alongside the more domestic architecture found in the area with the exception of Queen Charlotte’s Hospital, which sits alongside it. The hospital is comparable only in scale and massing as its contemporary architecture is both softer and much more welcoming than that of the prison.

This is a townscape of low quality.

Oak Common Depot Character Area:

The railway works to the north are all the more prominent given the open character of Wormwood Scrubs Park. The vast scale and bulk of the sheds dominate the northern skyline and create a visual and physical barrier to the wider area. With exception of an office block further to the west, this is the only real intrusion to the open, green character of the park.

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The depot also bounds the Grand Union Canal, which acts as a buffer between the depot and Wythe Road Industrial Estate. Open views of the main depot may be obtained by walking along the towpath of the Grand Union Canal.

This is a townscape of low quality.

East Acton Character Area:

This is an area of largely residential development to the south of the GWML in planned cottage style estates built around the 1930’s and 1940’s. The area has something of a village character, with its quaint domestic architecture. The local centre creates a focus with its elevated parade of shops. The architecture of the shopping area is consistent with the wider estates being red brick and domestic in character. This rather quaint suburban character is somewhat compromised by the presence of Western Avenue/Westway which runs to the south of the retail core. This creates a visually intimidating and noisy physical and psychological barrier in the local area.

A small light industrial estate to the north of the area. This estate comprises a mixture of low-rise 1930’s office buildings of some architectural merit, with elements of art deco styling, and some later 20th century developments, which are somewhat faceless and lack the character of the earlier buildings. The railway lines are elevated in this area. They visually dominate the northern edge of the estate and create a visual barrier to the wider area.

Despite the tracks being elevated across the length of this character area, they are, for the most part, hidden from view to the wider area by the tightly packed residential and small scale industrial developments adjacent to them. One only really gets a sense of their presence from the railway bridges over the roadways.

This is an area of low townscape quality.

North Acton Character Area:

This is an area of commercial and industrial development, located to the north of the GWML. North Acton station and the adjacent railway tracks are located in cutting, so provide only a minimal contribution to the surrounding townscape.

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The area directly to the north of North Acton Station is currently undergoing substantial re- development. The station is overlooked by a recently built Holiday Inn that looms above it. It is five storeys high and is covered in white cladding with red brick across the ground floor elevations. The building lacks character, but occupies a prominent position overlooking the rail corridor. A mixed-use residential and commercial development is currently being built to the north of the Holiday Inn.

The area around the station is dominated by light industrial and commercial uses with some office development. The development to the north is a relatively recent construction comprising predominantly bulky plastic and metal clad commercial units. These have little character and contribute little to the townscape.

Despite the introduction of new development, the area still has something of a run-down character and contributes to an incoherent and disjointed townscape.

This is an area of low townscape quality.

2.3.2 Key Landscape / Townscape Features and Resources

Although there are no significant landscape and townscape features within the site, both the Grand Union Canal and Wormwood Scrubs Park are important recreational resources.

The large engine sheds and the North Pole International Depot are imposing structures within the railway corridor, and contribute to the locally industrial townscape. Overhead gantries and telecommunications masts are also locally important features.

Vegetation is a locally important influence on views and landscape character. The most notable vegetation in the immediate vicinity of the site comprises woodland along southern edges of the Grand Union Canal, including Old Oak Common Nature Reserve. Recent woodland planting has taken place across parts of Wormwood Scrubs Park.

2.3.3 Strategic Views and Key Local Views

There are no strategic views in the vicinity of the site. Views across the site can be gained from sections of Old Oak Common Lane and the Grand Union Canal. The open nature of Wormwood Scrubs Park allows expansive views of distant structures and towerblocks.

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2.3.4 Key Pedestrian / Vehicular Movement Corridors

Roads are the main movement corridors in the area, both for vehicles and pedestrians, with Scrubs Lane and Old Oak Lane and Old Oak Common Lane forming the most important links. The towpath along the southern side of the Grand Union Canal and cyclepaths around Wormwood Scrubs Park are important corridors for pedestrians and cyclists.

2.3.5 Landscape Planning Designations

There are no landscape planning designations in the vicinity of the site, although Wormwood Scrubs park is designated as ‘Key Open Space’.

2.4 Zone of Visual Influence

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

- The relationship of the sidings to the surrounding area; - The general character and arrangement of land uses; and - The proximity, scale and use of nearby buildings and engine sheds.

The GWML runs through the built-up area in a shallow cutting relative to the Grand Union Canal, passing beneath Scrubs Lane road bridge and on viaduct across Old Oak Common Lane. In the vicinity of the sidings ground levels are relatively flat, with the ground rising up to Old Oak Common Lane to the north-west. To the north-east levels within Hythe Road Industrial Estate are slightly higher than those within the stabling yards. To the south the ground levels drop down to Wormwood Scrubs Park.

The elevation of the sidings generally restricts opportunities for direct views from areas of Wormwood Scrubs Park.

The ZVI can be defined by the following:

- To the West, by engine sheds and buildings along the western side of the stabling yard; - To the North, by the Grand Union Canal and units within the Hythe Road industrial Estate;

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- To the East, along the railway corridor to the vicinity of the Scrubs Lane road bridge; - To the South, by the North Pole International Depot, the vegetated embankment and the change in ground levels down to Wormwood Scrubs Park.

The main potential sources of views of the work sites may be summarised as follows:

- Users of Old Oak Common Lane; - Residents in St Mungo’s, Sutherland Housing Association flats within north-west corner of site; - Workers within Old Oak Common Stabling Yard; - Workers in industrial units, Old Oak Common Lane; - Residents of 55-62 Shaftesbury Gardens; - Residents of 63-68 Shaftesbury Gardens; - Residents of 93-98 Shaftesbury Gardens; - Workers in Hythe Road Industrial Estate; - Users of Grand Union Canal Towpath; - Users of Old Oak Common Nature Reserve; - Residents on Wells House Road; and - Rail users.

2.5 Sensitivity

2.5.1 Sensitivity of Landscape / Townscape to Change

Old Oak Common does not lie within any Conservation Areas and does not contain any Listed Buildings.

The surrounding townscape is generally of low sensitivity to change. The stabling yard, engine sheds and rail infrastructure are already significant influences, and the area is therefore able to accommodate further railway infrastructure without fundamentally affecting its character.

The immediate environs of the stabling yard is dominated by a series of large scale engine sheds. Urban fabric of this type is able to accommodate a substantial degree of change without detriment to its character.

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The residential areas located to the west (St Mungo’s, Shaftesbury Gardens and Wells House Road) are more sensitive to change, due to their smaller scale built pattern.

2.5.2 Sensitivity of Visual Receptors to Change

Table W3.1: Visual Receptors (Old Oak Common) below identifies the key receptors which would obtain views of the proposed temporary and proposed permanent works, together with their sensitivity, the type of views and whether the views are of the temporary or permanent works.

Table W3.1 :- Visual Receptors for the Old Oak Common Works

Receptor Sensitivity Type of (Close Views under 1km of

View View distance) Receptors Oblique Temporary Work Sites Permanent Work Sites Direct View Users of Old Oak 1 Ground level 9 9 9 Low Common Lane 2 Residents in St Mungo’s Upper floors 9 9 9 9 High Workers within Oak 3 Ground level 9 9 9 9 Low Common Stabling Yard Ground level Workers in industrial units, 4 and upper 9 9 9 Low Old Oak Common Lane floors Residents of 55-62 5 Upper floors 9 9 9 High Shaftesbury Gardens Residents of 63-68 6 Upper floors 9 9 9 High Shaftesbury Gardens Residents of 93-98 7 Upper floors 9 9 9 High Shaftesbury Gardens Workers in Hythe Road 8 Upper floors 9 9 9 9 Low Industrial Estate Users of Grand Union 9 Ground level 9 9 9 9 Moderate Canal Towpath Users of Old Oak 10 Ground level 9 9 9 9 Moderate Common Nature Reserve Residents on Wells House 11 Ground level 9 9 9 High Road Embankment 12 Rail users 9 9 9 Low level

Local residents will be the most sensitive group of receptors but few would have direct views of the works for the stabling construction. However:

- Apart from views from residents in St Mungo’s no residents will have direct views of the works;

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- All receptors identified already have views across the existing stabling yard areas; and - The vast majority of receptors have a low sensitivity.

The least obstructed views would be experienced by workers within the Old Oak Common Stabling Yard and recreational users of Grand Union Canal Towpath, neither of which are considered to be of high sensitivity.

It should be noted that some receptors may experience recurrent views of the works (e.g. from the workplace and from nearby roads or the station).

Receptors who live in or use the area can be assumed to be habituated to a certain degree to the impact of railway maintenance and construction activities.

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3. Impact of the Scheme

3.1 Listed Buildings and their Setting

There will be no impacts on listed buildings or their setting in this route window.

3.2 Conservation Areas

The visual influence of the works will extend into the Grand Union Canal Conservation Area, but the impact both during construction and permanent works is considered to be negligible, because of the nature of the existing view.

3.3 Landscape / Townscape

There will be no features of importance affected by the works to Old Oak Common.

Construction features such as mobile cranes, piling rigs, HGVs and portacabins will be features around the stabling yard for the duration of construction. These features will be relatively insignificant within the busy stabling yard. Their overall level of impact is likely to be negligible and will not result in significant impacts.

The most visible feature of the permanent works will be the train wash, and this will be an insignificant feature within Old Oak Common Stabling yard. It will be visible from sections of the Grand Union Canal towpath, the footbridge over the canal, areas of Old Oak Common Nature Reserve and from Hythe Road Industrial Estate.

This building will be seen in the context of the existing structures within the stabling yard and will not result in adverse impacts.

The overall impact on the character of the townscape is considered to be no change, and the effect is not significant.

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3.4 Visual impacts

The Visual Appraisal Plan for Old Oak Common Works Drawing No. 1E0316-WIE00-E00-F- 00003 illustrates the approximate Zone of Visual Influence for the proposed temporary and the proposed permanent works, and identifies the principal locations from which views of the development would be obtained.

The assessment of impact during the construction works takes account of their relatively temporary duration, and the likelihood that nearby receptors will to a certain degree be tolerant of activities carried out in the normal course of railway maintenance and improvement.

The magnitude of visual impact that would be generated by the temporary works on each receptor group is identified in Table W3.2: Potential Temporary Impacts on Receptors (Old Oak Common).

Table W3.2: Potential Temporary Impacts on Receptors (Old Oak Common)

Magnitude Sensitivity Receptor of Potential of Significance (Close Views under 1 km) Impact on Receptors Receptors Users of Old Oak Common 1 Low Negligible NSIG Lane 2 Residents in St Mungo’s High Negligible NSIG Workers within Oak Common 3 Low Negligible NSIG Stabling Yard Workers in industrial units, Old 4 Low Negligible NSIG Oak Common Lane Residents of 55-62 Shaftesbury 5 High Negligible NSIG Gardens Residents of 63-68 Shaftesbury 6 High Negligible NSIG Gardens Residents of 93-98 Shaftesbury 7 High Negligible NSIG Gardens Workers in Hythe Road 8 Low Negligible NSIG Industrial Estate Users of Grand Union Canal 9 Moderate Negligible NSIG Towpath Users of Old Oak Common 10 Moderate Negligible NSIG Nature Reserve 11 Residents on Wells House Road High Negligible NSIG 12 Rail users Low Negligible NSIG

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The magnitude of visual impact that would be generated by the permanent works on each group of receptors is identified in Table W3.3: Potential Permanent Impacts on Receptors (Old Oak Common Works).

Table W3.3: Potential Permanent Impacts on Receptors (Old Oak Common Works)

Magnitude Receptor Sensitivity of Potential (Close Views under 1 km) of Significance Impact on Receptors Receptors Users of Old Oak Common 1 Low Negligible NSIG Lane 2 Residents in St Mungo’s High Negligible NSIG Workers within Oak Common 3 Low Negligible NSIG Stabling Yard Workers in industrial units, Old 4 Low Negligible NSIG Oak Common Lane Residents of 55-62 Shaftesbury 5 High Negligible NSIG Gardens Residents of 63-68 Shaftesbury 6 High Negligible NSIG Gardens Residents of 93-98 Shaftesbury 7 High Negligible NSIG Gardens Workers in Hythe Road 8 Low Negligible NSIG Industrial Estate Users of Grand Union Canal 9 Moderate Negligible NSIG Towpath Users of Old Oak Common 10 Moderate Negligible NSIG Nature Reserve 11 Residents on Wells House Road High Negligible NSIG 12 Rail users Low Negligible NSIG

The degree of impact is considered to be negligible for all surrounding receptors. This is because the majority of works will be largely out of view from many receptors, with the site located towards the centre of the stabling yard. Those which have views, will generally be restricted due to intervening engine sheds and rolling stock. For those receptors that do gain a view the works will be in the context of a heavily used rail yard.

The main sources of permanent impact will be the new train wash structure. There will be no increase in prominence of railway infrastructure, and the existing character of the stabling yard will remain unchanged.

The magnitude of change is considered to be negligible, and will not give rise to any significant adverse impacts.

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The Year 1 predicted impacts are not considered to be significant. After 15 years following completion of the works there would be no changes to the townscape and visual impacts.

3.5 Cumulative Impacts

The proposed Stablings Works are located within a small area of the Old Oak Common Stabling Sidings and therefore there will be no cumulative impacts of the works within this route window.

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4. Summary

4.1 Listed Buildings and their Setting

There will be no impacts on listed buildings or their setting in this route window.

4.2 Conservation Areas

There will be no impacts on Conservation Areas in this route window.

4.3 Landscape / Townscape

Construction features will not alter the overall character of the stabling yard or of the adjoining areas, and are not regarded as a significant effect on landscape / townscape.

The permanent impact of the works will be due primarily to the new train wash structure. These changes are considered to represent no impact on the local townscape, resulting in no significant adverse or beneficial effect.

4.4 Visual Impacts

The construction works will not be prominent, but a minor feature. The works will be visible to a limited number of receptors. The magnitude of visual change is considered to be negligible because of the proximity of the receptors to the construction activities, the existing view across the stabling yard and proportion of the view affected. The degree of impact is not considered to give rise to significant effects.

Permanent impacts on visual amenity for local residents are not considered to be significant.

Local residents, who are the most sensitive receptors, will experience no more than a negligible degree of impact; in all cases, their views of the works will be in the context of existing view across a busy stabling yard, will not be altered fundamentally and are unlikely to be critical in amenity terms.

The Year 1 predicted impacts are not considered to be significant. After 15 years following completion of the works there would be no changes to the townscape and visual impacts.

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5. Summary Tables

There will be no impacts on listed buildings, the setting of listed buildings or Conservation Areas in this route window, hence these are not included within the summary tables.

Predicted impacts on landscape / townscape and visual amenity are summarised in Table W3.4: Summary Table of Temporary Impacts and Table W3.5: Summary Table of Permanent Impacts, including any committed mitigation and residual impacts.

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Route Window W3 – Temporary Impacts

Residual Impact Works and potential impact Significance Mitigation Description Significance Impact on character areas Overall character of railway corridor and surrounding Not Significant None proposed Negligible Not Significant area would not be affected. Impact on visual amenity of receptors Visual amenity will experience a negligible degree of Not Significant None proposed Negligible Not Significant change.

Table W3.5: Summary Table of Permanent Impacts (Route Window W3)

Route Window W3 – Permanent Impacts

Residual Impact Works and potential impact Significance Mitigation Description Significance Impact on character areas No increase in visual influence of railway Role of stabling yard remains infrastructure, and fundamental character of Not Significant None proposed Not Significant fundamentally unchanged. surrounding area will be unaffected.

In year 1 the character of Impact on visual amenity of receptors. views, therefore level of Negligible to moderate impact on visual Not Significant None proposed amenity, remains largely Not Significant

Route WindowW3 amenity. unchanged. No change in year 15.

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6. Assumptions

In assessing the scheme proposals, the following assumptions have been taken into account:

- Desk-top studies and a number of site visits were undertaken during July 2004 and therefore this assessment was undertaken during the summer period when vegetation was in leaf. However, when considering the landscape and visual impacts of the scheme, an assessment of the potential winter situation has been estimated / taken into account and ZVIs mapped on this basis.

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7. References

- ES Route Window W1 - Parliamentary Plan Sheets - ES Scheme Description

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Route Window W2 Canal Way

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Contents

1. Description of the Works 693 2. Assessment and Impacts 694

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Route Window W2 Canal Way

1. Description of the Works

The four tracks in the GWML corridor currently increase to six at Ladbroke Grove (in Route Window W1). In order to provide space for a reversing facility at Westbourne Park, this four- six track widening location will need to be moved eastwards to Subway Junction, east of Westbourne Park. The remaining two (northern) tracks between Ladbroke Grove and Westbourne Park will be used by Crossrail for movement of empty stock between Old Oak Common depot and the Westbourne Park train reversing facility.

As part of these works, the track layout at Canal Way will be modified to permit Crossrail services to access Old Oak Common depot and to reduce conflict with other services accessing the depot. This will require installation of a series of crossovers between the relief lines and the Crossrail lines leading to the depot, and reinstatement of a second track over the Engine & Carriage Line flyover. Testing and commissioning of the new track layout will be undertaken on completion of the main works. Subject to possession planning requirements, the works involved with this will take place over a period of about seven months.

Construction plant required for these works will include excavators, bulldozers, mobile cranes, rail-mounted cranes, rail saws and drilling equipment. All works will take place within the existing railway corridor, with materials taken to and from the works by rail.

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2. Assessment and Impacts

No significant impacts will occur with respect to landscape/townscape, built heritage or visual amenity. No detailed assessment has therefore been undertaken.

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Route Window W1 Portobello Junction

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Contents

1. Description of the Works 699 1.1 Permanent Works 699 1.2 Temporary Works 699 2. Baseline Assessment 700 2.1 Local context 700 2.2 Listed Buildings and their Settings 701 2.3 Conservation Areas 701 2.4 Landscape / Townscape 701 2.5 Zone of Visual Influence 704 2.6 Sensitivity 706 3. Impact of the Scheme 710 3.1 Listed Buildings and their Setting 710 3.2 Conservation Areas 710 3.3 Landscape / Townscape 710 3.4 Visual impacts 710 4. Summary 715 4.1 Listed Buildings 715 4.2 Setting of Listed Buildings 715 4.3 Conservation Areas 715 4.4 Townscape 715 4.5 Visual Impacts 716 5. Summary Tables 717 6. Assumptions 719 7. References 720

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Route Window W1 Portobello Junction

1. Description of the Works

1.1 Permanent Works

As described for Route Window W2, in order to provide space for a reversing facility at Westbourne Park the four-six track widening location will need to be moved eastwards to Subway Junction, east of Westbourne Park. The works will require the removal of existing tracks, the laying of new tracks, crossovers and turnouts, and the provision of new signalling. The final arrangement will result in the northern pair of tracks being used by Crossrail for empty stock movements to and from Old Oak Common depot; the middle pair of tracks will be used as the relief lines; and the southern pair of tracks will be used as the main lines.

1.2 Temporary Works

Much of the works will be undertaken during possessions, typically of either 16 or 52 hours duration. However, the most significant elements of the track remodelling and re-signalling will require a two week blockade of all lines into Paddington station, together with restrictions in the use of some lines during the weeks before and after this.

During these works, the track layout at Portobello Junction will be modified to permit Crossrail services to cross between the dedicated Crossrail lines and the GWML relief lines. The works will involve the installation of a series of crossovers. This will allow flexibility for some relief line services to be routed into Paddington without conflicting with Crossrail services.

Plant and equipment required at the worksite will include excavators, bulldozers, mobile cranes, rail-mounted cranes, rail saws and drilling equipment. Works will be carried out from within the rail corridor and, with only limited access available to lorries, almost all materials will be taken to and from the works by rail.

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2. Baseline Assessment

2.1 Local context

The section of the Crossrail line running through the W1 route window, passes through an area known as Ladbroke Grove and Portobello Junction, to the south of Kensal New Town. It lies within the London Borough of Kensington and Chelsea.

The site consists of an 850m stretch of the existing Great Western Main Line (GWML) located on a 4 metre cutting, roughly between Ladbroke Grove overbridge to the north-west and Barley Shotts Business Park to the south-east. The site lies within an intensively used rail corridor adjacent to existing residential areas and commercial estates on both sides of the track. The railway corridor is relatively narrow at this location. This section of the GWML has two vehicular crossing points, with an overbridges at Ladbroke Grove (B450) and Portobello Bridge (Golborne Road). There is little vegetation within the rail corridor and apart from street trees, vegetation is not a key feature within this route window.

Ladbroke Grove (B450) connects with (A404) to the north and the Notting Hill area to the south. There are retail, commercial and residential units along Ladbroke Grove. Golborne Road is a distributor road which passes through a largely residential area. Westway (A40) is a major arterial route into central London which is located on an elevated structure just to the south and east of the route window.

The nearest residential properties comprise 3-5-storey flatblocks located on either side of the rail corridor on Wornington Road, St Ervan’s Road, Manchester Drive, Southam Street, Canal Way and Elkstone Road. The area is notable as a result of a number of high-rise tower blocks to the north of the rail corridor, particularly to the east around Westbourne Green. Trellick Tower is a multi-storey residential concrete tower block located to the north of the rail corridor, off Golborne Road.

There are few areas of open space close to the rail corridor, apart from playgrounds on Elkstone Road, Southern Row and Wornington Gardens. Meanwhile Gardens, a designated area of key open space, is located along the southern side of the Grand Union Canal, north of Elkstone Road.

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The Townscape Character Baseline Plan for Ladbroke Grove, Drawing No. 1E0416-W1E00- E00-F-00001 identifies the locations of key buildings and landmarks in the local townscape and illustrates local views, pedestrian and vehicular movement corridors, townscape character areas, urban gateways / nodes and the landscape planning designations that relate to the site and its surroundings. This baseline plan also illustrates the extent of the proposed sites for both the temporary and permanent works.

2.2 Listed Buildings and their Settings

There is one listed building within the approximate Zone of Visual Influence (ZVI) of the temporary and permanent works. This is the Grade II* listed building, Kensal House, a notable example of 1930s social housing. This lies north to the existing railway track on the boundary of Route Windows W1 and W2.

2.3 Conservation Areas

The site is not situated within a Conservation Area. Two Conservation Areas however lie within the W1 route window. These are Oxford Gardens Conservation Area, 200m to the south; and Queens Park Conservation Area, 325 metres to the north.

2.4 Landscape / Townscape

2.4.1 Character Areas and Townscape Quality

The area may be divided into two character areas, reflecting their prevailing uses and built pattern.

Ladbroke Grove Character Area

The area to the south of the railway lines is dominated by the St Quintin Estate. This area was formerly part of the Manor of Notting Barns Farm, owned by Thomas Darby of Sunbury. Notting Barns was inaccessible from the rest of London before construction of the railway and only a small number of houses were built in the area.

The development of Cambridge Gardens and Oxford Gardens, to the west of Ladbroke Grove, took place between 1869 and 1870.

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Planned estates dominate this character area, with the general layout being wide formal streets, often tree-lined lined, with some 20th century infill development.

The St Quintin Estate contains many fine stucco and brick Victorian terraces. Several hundred two-storey redbrick family houses were also built in terraces or pairs between 1891 and 1905 in the areas now known as Oxford Gardens, Finstock Road, Wallingford Avenue, Balliol Road, Highlever Road, Kingsbridge Road and Kelfield Avenue. The remainder of the area was developed between 1914-18 by Kensington Borough Council.

Whilst the buildings in this character area are generally elegant, the condition of the buildings varies across the area. Those properties along Ladbroke Grove, for example, have not been maintained to the standard of some of the other terraces.

There is a stark contrast between the fine elegant townhouses compared to the hustle and bustle and clutter of Portobello Road, which has a unique and vibrant character.

A large number of streets are tree lined. These trees add an important visual element to the street-scene, the dense canopy’s having something of a softening effect.

This is a townscape of moderate quality

Kensal Town Character Area

The parish of Kensal, though on the northern boundary of Kensington, belonged to Chelsea and had done so since medieval times. Kensal New Town, as it became known, was not developed until the mid-19th century when a small community grew up between the Grand Union Canal and the railway. Employment was provided by the railway, the adjacent gas works and the new Kensal Green Cemetery.

The area to the north of the Harrow Road became a model housing estate in the 1870’s when the extensive Queen’s Park Estate was erected by the Artisan’s Laborer’s and General Dwelling Company. The London Government Act of 1899 – which also created metropolitan boroughs – divided Kensal between the new boroughs of Paddington and Kensington. Extensive post-war development has left few remnants of the old Kensal. The area has been extensively redeveloped since Second World War and contains many council estates.

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The character of the area is significantly more disjointed than the Ladbroke Grove Character Area and lacks the elegance and continuity of the estates to the south of the railway. The scale of the planned residential areas is generally more domestic, though there are some fine examples of red brick Victorian and Edwardian terraces.

The areas fronting the railway tend to support later 20th century and post-war developments with a large concentration of poor to moderate quality high-density social housing, particularly where the railway passes through Ladbroke Grove, an area known as Kensal New Town.

The land between the railway and the Grand Union Canal to the north has a very different character to the wider area. There are post-war and late 20th century industrial, office and residential developments on large plots, with higher densities than found elsewhere. The townscape character is generally poor and disjointed.

Some of the canal fronting buildings are of greater townscape merit than many of those found in the wider area, with some residential development recently built to a reasonable standard.

This is a townscape of low quality

2.4.2 Key Landscape / Townscape Features and Resources

Although there are no significant landscape and townscape features within the site, the Grand Union Canal is an important recreational resource located to the north.

Trellick Tower is an imposing concrete structure and notable landmark to the north of the rail corridor. Chelsea and Kensington College is also a local landmark.

Vegetation is a locally important influence on views and landscape character. The most notable vegetation in the immediate vicinity of the site comprises street trees.

2.4.3 Strategic Views and Key Local Views

There are no strategic views in the vicinity of the site. Views across the site can be gained from properties on either side of the rail corridor. Views would also be gained from towerblocks, including Trellick Tower, Hazlewood Tower and Adair Tower.

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2.4.4 Key Pedestrian / Vehicular Movement Corridors

Roads are the main movement corridors in the area, both for vehicles and pedestrians, with Ladbroke Grove, Golborne Road, Westway and Harrow Road forming the most important links. The towpath along the southern side of the Grand Union Canal is also an important corridor for pedestrians and cyclists.

2.4.5 Landscape Planning Designations

There are no landscape planning designations in the vicinity of the site, although Meanwhile Gardens is designated as ‘Key Open Space’.

2.5 Zone of Visual Influence

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

- The relationship of the existing rail corridor to the surrounding area; - The general character and arrangement of land uses; and - The proximity and scale of nearby buildings and structures.

The GWML runs through this built-up area in a cutting some 4 metres below to the adjacent roads and buildings. The Westway (A40) passes over the rail corridor on an elevated bridge structure. In the vicinity of the rail corridor ground levels are generally level, with views of the rail corridor from adjacent structures and road. Brick walls on either side of the rail corridor limit views from ground floor locations. Tower blocks to the north afford restricted oblique views of the rail corridor. Road overbridges at Ladbroke Grove and Portobello Bridge generally have metal panels to prevent views and access to the rail corridor.

The location of in cutting generally restricts opportunities for direct views except from sections of adjacent roads and adjacent buildings.

The ZVI can be defined by the following:

- To the West, along the railway corridor to the vicinity of the Canal Way area;

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- To the North, by retaining walls along the edge of the rail corridor and properties along Canal Way, Ladbroke Grove, Manchester Drive, Appleford Road, Southam Street and Elkstone Road;

- To the East, along the railway corridor to the vicinity of the A40 and Great Western Road bridges;

- To the South, by retaining walls along the edge of the rail corridor and properties along Admiral Mews, Ladbroke Grove, Wornington Road, Golborne Road, St Ervan’s Road and Barley Shotts Business Park.

The main potential sources of views of the work sites may be summarised as follows:

- Workers at Barley Shotts Business Park, Acklam Road; - Residents at 1-131 St Ervan’s Road; - Residents at 44-84 St Ervan’s Road; - Workers and residents 38-60a Golborne Road; - Students and lecturers at Kensington and Chelsea College; - Residents at 1-18 Edward Kennedy House, Wornington Road; - Residents at 1-96 Peplar House, Wornington Road; - Residents at 1-34 Thompson House, Wornington Road; - Workers and residents Kerrington Court, Wornington Road; - Clientelle of Public House, 335 Ladbroke Grove; - Residents of 141-161 Admiral Mews, Barlby Road; - Residents of 1-55 Treverton Tower, Treverton Street; - Residents of 1-55 Raymede Tower, Treverton Street; - Residents of 38-48 Kensal House, Canal Way; - Residents of 49-68 Kensal House, Canal Way; - Residents at 322-326 Ladbroke Grove; - Residents at 1-68 Octavia House, Southern Row; - Residents at 71-81 Southern Row; - Residents at 1-82 Manchester Drive; - Residents in flat 1, 4 and 8 Appleford Road; - Residents in 1-78 Adair Tower; - Residents in 1-78 Hazlewood Tower; - Residents in 1-9 Southam House;

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- Workers in business units 2-16 Southam Street; - Clientelle of ‘The Grove’ Portobello Bridge; - Users of Southam Street; - Users of Elkstone Road; - Residents in 22-32 Southam House; - Residents in 7-19 Golborne Road; - Residents in Trellick Tower, Golborne Road; - Residents in Edenham, Elkstone Road; - Residents in 1-13 Edenham Way; - Residents in 2-14 Edenham Way; - Residents in 87-99 Edenham Way; - Residents in 15-50 Edenham Way

2.6 Sensitivity

2.6.1 Sensitivity of Landscape / Townscape to Change

Ladbroke Grove does not lie within any Conservation Areas and does not contain any Listed Buildings. Listed Buildings at Kensal House currently have open views of the existing rail corridor activities and infrastructure.

The surrounding townscape is generally of low sensitivity to change. The rail corridor is already a significant influence, and the area is therefore able to accommodate further railway infrastructure within the existing area without fundamentally affecting its character.

The immediate environs of the rail corridor is dominated by mainly brick built structures and road overbridges. The rail corridor is defined by brick walls to either side with either railings of freestanding brick walls above. Urban fabric of this type is able to accommodate a degree of change without detriment to its character.

The residential areas located to the south are more sensitive to change, due to their smaller scale built pattern.

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2.6.2 Sensitivity of Visual Receptors to Change

Table W1.1: Visual Receptors (Ladbroke Grove) below identifies the key receptors which would obtain views of the proposed temporary and proposed permanent works, together with their sensitivity, the type of views and whether the views are of the temporary or permanent works.

Table W1.1 :- Visual Receptors for the Ladbroke Grove Works

Receptor Sensitivity Type of (Close Views under 1km of

View View

distance) Works Receptors Oblique Temporary Work Sites Permanent Direct View 1 Workers at Barley Shotts Ground level 9 9 9 Moderate Business Park, Acklam Road 2 Residents at 1-131 St Upper floors 9 9 9 9 High Ervan’s Road 3 Residents at 44-84 St Upper floors 9 9 9 9 High Ervan’s Road 4 Workers and residents 38- Upper floors 9 9 9 Moderate 60a Golborne Road 5 Students and lecturers at Upper floors 9 9 9 9 Moderate Kensington and Chelsea College 6 Residents at 1-18 Edward Upper floors 9 9 9 9 High Kennedy House, Wornington Road 7 Residents at 1-96 Peplar Upper floors 9 9 9 9 High House, Wornington Road 8 Residents at 1-34 Upper floors 9 9 9 9 High Thompson House, Wornington Road 9 Workers and residents Upper floors 9 9 9 9 Moderate Kerrington Court, Wornington Road 10 Clientelle of Public House, Upper floors 9 9 9 9 Moderate 335 Ladbroke Grove 11 Residents of 141-161 Upper floors 9 9 9 9 High Admiral Mews, Barlby Road 12 Residents of 1-55 Upper floors 9 9 9 High Treverton Tower, Treverton Street

13 Residents of 1-55 Upper floors 9 9 9 High Raymede Tower, Treverton Street 14 Residents of 38-48 Kensal Upper floors 9 9 9 9 High House, Canal Way

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Receptor Sensitivity Type of (Close Views under 1km of

View View

distance) Works Receptors Oblique Temporary Work Sites Permanent Direct View 15 Residents of 49-68 Kensal Upper floors 9 9 9 High House, Canal Way 16 Residents at 322-326 Upper floors 9 9 9 9 High Ladbroke Grove 17 Residents at 1-68 Octavia Upper floors 9 9 9 9 High House, Southern Row 18 Residents at 71-81 Upper floors 9 9 9 9 High Southern Row 19 Residents at 1-82 Upper floors 9 9 9 9 High Manchester Drive 20 Residents in flats at 1, 4 Upper floors 9 9 9 9 High and 8 Appleford Road; 21 Residents in 1-78 Adair Upper floors 9 9 9 High Tower 22 Residents in 1-78 Upper floors 9 9 9 High Hazlewood Tower 23 Residents in 1-9 Southam Upper floors 9 9 9 High House 24 Workers in business units Upper floors 9 9 9 9 Low 2-16 Southam Street 25 Clientelle of ‘The Grove’ Upper floors 9 9 9 9 Moderate Portobello Bridge 26 Users of Southam Street Road level 9 9 9 9 Moderate 27 Users of Elkstone Road Road level 9 9 9 9 High 28 Residents in 22-32 Upper floors 9 9 9 High Southam House 29 Residents in 7-19 Upper floors 9 9 9 High Golborne Road 30 Residents in Trellick Upper floors 9 9 9 High Tower, Golborne Road 31 Residents in Edenham, Upper floors 9 9 9 9 High Elkstone Road 32 Residents in 1-13 Upper floors 9 9 9 High Edenham Way 33 Residents in 2-14 Upper floors 9 9 9 High Edenham Way 34 Residents in 87-99 Upper floors 9 9 9 High Edenham Way Residents in 15-50 Upper floors 9 9 9 High Edenham Way

Local residents will be the most sensitive group of receptors but it is mainly receptors on the southern side of the rail corridor who will experience direct views of the track realignment works.

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However:

- All receptors identified already have views across the existing GWML rail corridor.

The least obstructed views would be experienced by residents in flatblocks on St Ervan’s Road and Wornington Road.

It should be noted that some receptors may experience recurrent views of the works (e.g. from the workplace and from nearby roads).

Receptors who live in or use the area can be assumed to be habituated to a certain degree to the impact of railway maintenance and construction activities.

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3. Impact of the Scheme

3.1 Listed Buildings and their Setting

There are no impacts upon listed buildings.

The setting of the Listed Building, Kensal House, will be affected by the development. However, the existing GWML forms part of the existing setting of the structure and it is considered that the impacts on the setting will be negligible.

3.2 Conservation Areas

The visual influence of the works will not extend into any surrounding Conservation Areas, and is limited to properties adjacent to the rail corridor, consequently, there will be no impacts on Conservation Areas.

3.3 Landscape / Townscape

There will be no features of importance affected by the works to Ladbroke Grove.

Construction features such as mobile cranes, piling rigs, excavators, telehandlers, laser dozer, material trains and dumper will be features within the rail corridor for the duration of construction. These features will be relatively insignificant within the existing rail corridor. Their overall level of impact is likely to be negligible and will not result in significant impacts.

There will be no clearly visible feature of the permanent works apart from a new driver’s walkway and centre handrail, and this will be an insignificant feature within the rail corrdior.

The overall impact on the character of the townscape is considered to be no change, and the effect is not significant.

3.4 Visual impacts

The Visual Appraisal Plan for Ladbroke Grove Works Drawing No. 1E0316-WIE00-E00-F- 00001 illustrates the approximate Zone of Visual Influence for the proposed temporary and the proposed permanent works, and identifies the principal locations from which views of the development would be obtained.

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The assessment of impact during the construction works takes account of their relatively temporary duration, and the likelihood that nearby receptors will to a certain degree be tolerant of activities carried out in the normal course of railway maintenance and improvement.

The magnitude of visual impact that would be generated by the temporary works on each receptor group is identified in Table W1.2: Potential Temporary Impacts on Receptors (Ladbroke Grove).

Table W1.2 :- Potential Temporary Impacts on Receptors (Ladbroke Grove)

Magnitude Receptor Sensitivity of Potential (Close Views under 1 km) of Significance Impact on Receptors Receptors Workers at Barley Shotts 1 Moderate Low NSIG Business Park, Acklam Road Residents at 1-131 St Ervan’s 2 High Low NSIG Road Resident of 44-84 St Ervan’s 3 Moderate Low NSIG Road Workers and residents 38-60a 4 Moderate Low NSIG Golborne Road Students and lecturers at 5 Kensington and Chelsea Moderate Low NSIG College Residents at 1-18 Edward 6 Kennedy House, Wornington High Low NSIG Road Residents at 1-96 Peplar House, 7 High Low NSIG Wornington Road Residents at 1-34 Thompson 8 High Low NSIG House, Wornington Road Workers and residents 9 Kerrington Court, Wornington Moderate Low NSIG Road Clientelle of Public House, 335 10 Moderate Low NSIG Ladbroke Grove Residents of 141-161 Admiral 11 High Low NSIG Mews, Barlby Road Residents of 1-55 Treverton 12 High Negligible NSIG Tower, Treverton Street; Residents of 1-55 Raymede 13 High Negligible NSIG Tower, Treverton Street Residents of 38-48 Kensal 14 High Low NSIG House, Canal Way Residents of 49-68 Kensal 15 High Low NSIG House, Canal Way

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Magnitude Receptor Sensitivity of Potential (Close Views under 1 km) of Significance Impact on Receptors Receptors Residents at 322-326 Ladbroke 16 High Low NSIG Grove Residents at 1-68 Octavia 17 High Low NSIG House, Southern Row Residents at 71-81 Southern 18 High Low NSIG Row Residents at 1-82 Manchester 19 High Low NSIG Drive Residents in flats at 1, 4 and 8 20 High Low NSIG Appleford Road; 21 Residents in 1-78 Adair Tower High Negligible NSIG Residents in 1-78 Hazlewood 22 High Negligible NSIG Tower Residents in 1-9 Southam 23 High Low NSIG House Workers in business units 2-16 24 Low Low NSIG Southam Street Clientelle of ‘The Grove’ 25 Moderate Low NSIG Portobello Bridge 26 Users of Southam Street Moderate Low NSIG 27 Users of Elkstone Road High Low NSIG Residents in 22-32 Southam 28 High Low NSIG House Residents in 7-19 Golborne 29 High Low NSIG Road Residents in Trellick Tower, 30 High Negligible NSIG Golborne Road Residents in Edenham, Elkstone 31 High Low NSIG Road Residents in 1-13 Edenham 32 High Low NSIG Way Residents in 2-14 Edenham 33 High Low NSIG Way Residents in 87-99 Edenham 34 High Low NSIG Way Residents in 15-50 Edenham 35 High Low NSIG Way

The magnitude of visual impact that would be generated by the permanent works on each group of receptors is identified in Table W1.3: Potential Permanent Impacts on Receptors (Ladbroke Grove).

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Table W1.3 :- Potential Permanent Impacts on Receptors (Ladbroke Grove Works)

Magnitude Sensitivity Receptor of Potential of Significance (Close Views under 1 km) Impact on Receptors Receptors Workers at Barley Shotts 1 Moderate Negligible NSIG Business Park, Acklam Road Residents at 1-131 St Ervan’s 2 High Negligible NSIG Road Resident of 44-84 St Ervan’s 3 Moderate Low NSIG Road Workers and residents 38-60a 4 Moderate Negligible NSIG Golborne Road Students and lecturers at 5 Kensington and Chelsea Moderate Negligible NSIG College Residents at 1-18 Edward 6 Kennedy House, Wornington High Negligible NSIG Road Residents at 1-96 Peplar House, 7 High Negligible NSIG Wornington Road Residents at 1-34 Thompson 8 High Negligible NSIG House, Wornington Road Workers and residents 9 Kerrington Court, Wornington Moderate Negligible NSIG Road Clientelle of Public House, 335 10 Moderate Negligible NSIG Ladbroke Grove Residents of 141-161 Admiral 11 High Negligible NSIG Mews, Barlby Road Residents of 1-55 Treverton 12 High Negligible NSIG Tower, Treverton Street; Residents of 1-55 Raymede 13 High Negligible NSIG Tower, Treverton Street Residents of 38-48 Kensal 14 High Negligible NSIG House, Canal Way Residents of 49-68 Kensal 15 High Negligible NSIG House, Canal Way Residents at 322-326 Ladbroke 16 High Negligible NSIG Grove Residents at 1-68 Octavia 17 High Negligible NSIG House, Southern Row Residents at 71-81 Southern 18 High Negligible NSIG Row Residents at 1-82 Manchester 19 High Negligible NSIG Drive Residents in flatblocks 1, 4 and 20 High Negligible NSIG 8 Appleford Road; 21 Residents in 1-78 Adair Tower High Negligible NSIG Residents in 1-78 Hazlewood 22 High Negligible NSIG Tower

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Magnitude Sensitivity Receptor of Potential of Significance (Close Views under 1 km) Impact on Receptors Receptors Residents in 1-9 Southam 23 High Negligible NSIG House Workers in business units 2-16 24 Low Negligible NSIG Southam Street Clientelle of ‘The Grove’ 25 Moderate Negligible NSIG Portobello Bridge 26 Users of Southam Street Moderate Negligible NSIG 27 Users of Elkstone Road High Negligible NSIG Residents in 22-32 Southam 28 High Negligible NSIG House Residents in 7-19 Golborne 29 High Negligible NSIG Road Residents in Trellick Tower, 30 High Negligible NSIG Golborne Road Residents in Edenham, Elkstone 31 High Negligible NSIG Road Residents in 1-13 Edenham 32 High Negligible NSIG Way Residents in 2-14 Edenham 33 High Negligible NSIG Way Residents in 87-99 Edenham 34 High Negligible NSIG Way Residents in 15-50 Edenham 35 High Negligible NSIG Way

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4. Summary

Ladbroke Grove covers an 850 metre stretch of the existing GWML, roughly between Ladbroke Grove overbridge to the north-west and Barley Shotts Business Park to the south- east. The site lies within an intensively used rail corridor adjacent to residential areas and commercial estates to both sides. It lies within the London Borough of Kensington and Chelsea. The works area covers much of the stretch with extensive track realignment works. The railway corridor is relatively narrow at this location. Locally, residential areas dominate both sides of the GWML.

4.1 Listed Buildings

There are no direct impacts on listed buildings in this route window.

4.2 Setting of Listed Buildings

Kensal House, a Grade II listed building, lies adjacent to the rail corridor and will be affected by the works. However, the magnitude of change is considered to be negligible because of the existing relationship between the buildings and GWML.

4.3 Conservation Areas

No Conservation Areas lie within the ZVI for the works.

4.4 Townscape

Residential areas to the north are of low townscape quality, whilst to the south they are of moderate townscape quality.

The area is generally of low sensitivity to change. This reflects the existing role of railway infrastructure, together with the prevalence of large-scale buildings. The residential areas are of greatest sensitivity, due to their smaller-scale urban fabric.

The main sources of permanent impact will be the new track alignment, overhead electrification gantries and drivers walkway with handrail. There will be no increase in prominence of railway infrastructure, and the existing character of the rail corridor and surrounding areas will remain unchanged.

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The assessment has taken account of all the works within this route window and there are no additional works outside the rail corridor which would lead to cumulative impacts of the scheme.

The magnitude of change is considered to be negligible, and will not give rise to any significant adverse impacts.

4.5 Visual Impacts

Built fabric and the railway cutting are the main influences on visibility. The scale and density of buildings dictate the majority of views outside the railway corridor. Buildings along either side of the rail corridor prevent further views. The overbridge at Great Western Road, Westway and Ladbroke Grove are the main limit to views along the railway corridor.

The most sensitive receptors comprise occupants of residential properties at Wornington Road, St Ervan’s Road, Manchester Drive, Southam Street, Canal Way and Elkstone Road. From these locations, however, existing views include the existing GWML.

The least obstructed views will be gained by residents at St Ervan’s Road, Wornington Road, Admirals Mews, Manchester Drive and Elkstone Road.

The degree of impact is considered to be low to negligible for all surrounding receptors. This is because the nature of the works is largely track realignment and a relatively minor feature. For those receptors that do gain a view the works will be in the context of a heavily used rail corridor.

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5. Summary Tables

There are no impacts on listed buildings, the setting of listed buildings or conservation areas in this route window, hence these are not included within the summary tables.

Predicted impacts on landscape / townscape and visual amenity are summarised in Table W1.4 – Summary Table of Temporary Impacts and Table W1.5 – Summary Table of Permanent Impacts, including any committed mitigation and residual impacts.

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718 Assessment ofHeritage and Landscape Impacts –Volume2 Crossrail Line 1 Table W1.5: Summary Table of Temporary Impacts (Route Window W1)

Route Window W1– Temporary Impacts Residual Impact Works and potential impact Significance Mitigation Description Significance Impact on character areas Overall character of railway corridor and surrounding Not Significant None proposed Negligible Not Significant area would not be affected. Impact on visual amenity of receptors Visual amenity will experience a low or negligible degree Not Significant None proposed Negligible Not Significant of change

Table W1.6: Summary Table of Permanent Impacts (Route Window W1)

Route Window W1 – Permanent Impacts Residual Impact Works and potential impact Significance Mitigation Description Significance Impact on character areas No increase in visual influence of railway Role of rail corridor remains infrastructure, and fundamental character of Not Significant None proposed Not Significant fundamentally unchanged. surrounding area will be unaffected.

Character of views, therefore Impact on visual amenity of receptors

Route WindowW1 Not Significant None proposed level of amenity, remains Not Significant Negligible impact on visual amenity largely unchanged.

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6. Assumptions

In assessing the scheme proposals the following assumptions have been taken into account:

- Assumed that the work includes track realignment works, signalling and provision of a reversing facility. - Assumed that there are no temporary compounds beyond rail corridor - Desk-top studies and a number of site visits were undertaken during August 2004 and therefore this assessment was undertaken during the summer period when vegetation was in leaf. However when considering the landscape and visual impacts of the scheme, an assessment of the potential winter situation has been estimated/taken in account and ZVIs mapped on this basis.

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7. References

- ES Route Window W1 - Parliamentary Plan Sheets

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Route Windows H1 to H5 Heathrow Express Tunnel (North) to Heathrow Terminal Five

Route Windows H1 to H5 721

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Route Windows H1 to H5

Heathrow Express Tunnel (North) to Heathrow Terminal Five

No Crossrail works will take place in the five route windows: - H1: Heathrow Express Tunnel (North); - H2: Heathrow Express Tunnel (South); - H3: Heathrow Terminals One, Two and Three; - H4: Heathrow Terminal Four; and - H5: Heathrow Terminal Five.

There will therefore be no impacts related to construction activity, nor any permanent impacts related to issues of land take or physical change. There will be no significant impacts, either temporary or permanent on built heritage, landscape/townscape or visual amenity.

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724 Route Windows H1 to H5