LINE 1 ASSESSMENT OF ARCHAEOLOGY IMPACTS, TECHNICAL REPORT. PART 5 OF 6, WESTERN ROUTE SECTION 1E0318-W1E00-00001

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

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

CROSSRAIL LINE 1 ASSESSMENT OF ARCHAEOLOGY IMPACTS

TECHNICAL REPORT

PART 5 OF 6, WESTERN ROUTE SECTION: TO WESTBOURNE GROVE

February 2005

Project Manager: George Dennis Project Officers: James Drummond-Murray, Nicholas J Elsden,

Authors: Jon Chandler, Robert Cowie, Catherine Drew, Antony Francis, Heather Knight, Pat Miller

Museum of London Archaeology Service © Museum of London Mortimer Wheeler House, 46 Eagle Wharf Road, London N1 7ED tel 0207 410 2200 fax 0207 410 2201 email [email protected]

Archaeology Service

16/02/2005

Crossrail Archaeological Impact Assessment: Western Route Section © MoLAS

List of Contents

1 Introduction 1

2 Route overview 2

2.1 Zone V: Maidenhead 2

2.1.1 Boundaries and layout 2

2.1.2 Topography and geology 2

2.1.3 Archaeological and historical background 2

2.2 Zone W: the Thames floodplain 7

2.2.1 Boundaries and layout 7

2.2.2 Topography and geology 7

2.2.3 Archaeological and historical background 7

2.3 Zone X: Lent Rise to Langley, including 10

2.3.1 Boundaries and layout 10

2.3.2 Topography and Geology 10

2.3.3 Archaeological and historical background 10

2.4 Zone Y: Langley to 16

2.4.1 Boundaries and layout 16

2.4.2 Topography and geology 16

2.4.3 Archaeological and historical background 16

2.5 Zone Z: Colne Valley 19

2.5.1 Boundaries and layout 19

2.5.2 Topography and geology 19

2.5.3 Archaeological and historical background 19

2.5.4 Selected research themes 23

2.6 Zone A: to Hayes 24

2.6.1 Boundaries and layout 24

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2.6.2 Topography and geology 24

2.6.3 Archaeological and historical background 24

2.6.4 Selected research themes 28

2.7 Zone B: Hayes to Southall, the valley of the Yeading Brook 29

2.7.1 Boundaries and layout 29

2.7.2 Topography and geology 29

2.7.3 Archaeological and historical background 29

2.7.4 Selected research themes 31

2.8 Zone C: Southall 32

2.8.1 Boundaries and layout 32

2.8.2 Topography and geology 32

2.8.3 Archaeological and historical background 32

2.8.4 Selected Research Themes 34

2.9 Zone D: Southall to Hanwell 35

2.9.1 Boundaries and layout 35

2.9.2 Topography and geology 35

2.9.3 Archaeological and historical background 35

2.9.4 Selected research themes 37

2.10 Zone E: Hanwell to Acton 38

2.10.1 Boundaries and layout 38

2.10.2 Topography and geology 38

2.10.3 Archaeological and historical background 38

2.10.4 Selected research themes 41

2.11 Zone F: Acton to Westbourne Green 42

2.11.1 Boundaries and layout 42

2.11.2 Topography and geology 42

2.11.3 Archaeological and historical background 42

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2.11.4 Selected research themes 46

3 Scheme Description 47

3.1 Overview of Crossrail Works in Western Route Section 47

3.1.1 Permanent Works 47

3.1.2 Construction 47

3.1.3 Design Options 47

3.2 The Route Windows 47

3.3 Route Window W25: Maidenhead Station 51

3.3.1 Overview of Route Window W25 51

3.3.2 Permanent Works 51

3.4 Route Window W24: Maidenhead Railway Bridge 52

3.4.1 Overview of Route Window W24 52

3.5 Route Window W23: Station 52

3.5.1 Overview of Route Window W23 52

3.6 Route Window W22: Lent Rise 52

3.6.1 Overview of Route Window W22 52

3.7 Route Window W21: Burnham Station 53

3.7.1 Overview of Route Window W21 53

3.8 Route Window W20: Dover Road and Leigh Road Bridges 53

3.8.1 Overview of Route Window W20 53

3.9 Route Window W19: Lane Bridge 54

3.9.1 Overview of Route Window W19 54

3.10 Route Window W18: Slough Station 54

3.10.1 Overview of Route Window W18 54

3.10.2 Permanent Works 55

3.11 Route Window W17: Road, St. Mary’s Road and Trenches Bridges 56

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3.11.1 Overview of Route Window W17 56

3.12 Route Window W16: Langley Station 56

3.12.1 Overview of Route Window W16 56

3.13 Route Window W15: Dog Kennel Bridge 57

3.13.1 Overview of Route Window W15 57

3.14 Route Window W14: Iver Station 58

3.14.1 Overview of Route Window W14 58

3.15 Route Window W13: West Drayton Station 59

3.15.1 Overview of Route Window W13 59

3.15.2 Permanent Works 60

3.16 Route Window W12: Kingston Lane Bridge and Old Stockley Road Bridge 60

3.16.1 Overview of Route Window W12 60

3.17 Route Window W11: Stockley Flyover 61

3.17.1 Overview of Route Window W11 61

3.17.2 Permanent Works 61

3.18 Route Window W10: Hayes and Harlington Station 62

3.18.1 Overview of Route Window W10 62

3.18.2 Permanent Works 62

3.19 Route Window W9: Southall West Sidings 63

3.20 Route Window W8: Southall Station 63

3.20.1 Overview of Route Window W8 63

3.20.2 Permanent Works 63

3.21 Route Window W7: Hanwell Station 64

3.21.1 Overview of Route Window W7 64

3.22 Route Window W6: West Station 64

3.22.1 Overview of Route Window W6 64

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3.22.2 Permanent Works 64

3.23 Route Window W5: Ealing Broadway Station 65

3.23.1 Overview of Route Window W5 65

3.23.2 Permanent Works 65

3.24 Route Window W4: Acton Main Line Station and Yard 65

3.24.1 Overview of Route Window W4 65

3.24.2 Permanent Works 66

3.25 Route Window W3: Old Oak Common Depot 67

3.25.1 Overview of Route Window W3 67

3.25.2 Permanent Works 67

3.26 Route Window W2: Canal Way 67

3.26.1 Overview of Route Window W2 67

3.27 Route Window W1: Portobello Junction 68

3.27.1 Overview of Route Window W1 68

4 Site assessments 69

4.1 Route-wide impacts 69

4.2 Route Window W25 69

4.2.1 Site 10 Maidenhead Stabling and Turnback Facility 69

4.2.2 Site 11 Maidenhead Station 74

4.3 Route Window W23 82

4.3.1 Site 12 Taplow Station 82

4.4 Route Window W21 88

4.4.1 Site 13 Burnham Station 88

4.5 Route Window W20 92

4.5.1 Site 14 Dover Road Bridge 92

4.5.2 Site 15 Leigh Road Bridge 96

4.6 Route Window W19 102

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4.6.1 Site 16 Farnham Road Bridge 102

4.6.2 Site 18 Stoke Poges Lane Bridge 107

4.7 Route Window W18 111

4.7.1 Site 19 Slough Station 111

4.7.2 Site 20 Road Bridge and Road Bridge 117

4.8 Route Window W17 122

4.8.1 Site 21 Middlegreen Road Bridge 122

4.8.2 Site 22 Trenches Bridge and Church Lane Bridge 127

4.9 Route Window W16 134

4.9.1 Site 23 Langley Station 134

4.10 Route Window W15 140

4.10.1 Site 24 Dog Kennel Bridge and Chequers Bridge 140

4.11 Route Window W14 147

4.11.1 Site 25 Iver Station and Thorney Lane Bridges 147

4.12 Route Window W13 154

4.12.1 Site 26 West Drayton Stabling Sidings 154

4.12.2 Site 27 West Drayton Station 161

4.13 Route Window W12 167

4.13.1 Site 28 Kingston Lane Bridge 167

4.13.2 Site 29 Stockley Bridge/ Stockley Road, West Drayton 172

4.14 Route Window W11 177

Site 1 Stockley Flyover (Airport Junction) 177

4.15 Route Window W10 183

4.15.1 Site 2 Hayes and Harlington Station 183

4.16 Route Window W8 189

4.16.1 Site 3 Southall Station 189

4.17 Route Window W7 194

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4.17.1 Site 4 Hanwell and Elthorne Station 194

4.18 Route Window W6 199

4.18.1 Site 5 West Ealing Station 199

4.19 Route Window W5 204

4.19.1 Site 6 Ealing Broadway Station 204

4.20 Route Window W4 210

4.20.1 Site 7 Acton Station and Dive-under 210

4.21 Route Window W3 216

4.21.1 Site 8 Old Oak Common Depot 216

4.21.2 Site 91 Ladbroke Grove to Westbourne Park track works 220

4.22 Route Window W2 223

4.23 Route Window W1 223

4.24 Cumulative Impacts 224

5 Appendix 1: Site specific assumptions 226 Appendix 2: Technical Assessment of Historic Railway Bridges [in separate document]

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0007_R_Western.doc Crossrail Archaeological Impact Assessment: Western Route Section © MoLAS

1 Introduction

This report is Part 5 (of 6) in a specialist technical study on archaeological resources, produced as part of the Environmental Impact Assessment for Crossrail. It covers the proposed Crossrail route between Maidenhead in the west and Westbourne Park in the east, and contains an archaeological overview of that route section, plus detailed assessments for individual Crossrail sites along it. A full introduction is included in Part 1 of this technical report, which should be referred to for details of the background to the project, project description, structure of the technical report, and methodology.

The potential impacts of virtually all of the proposed works on archaeological remains would be mitigated by preservation by record. Therefore, significant residual impacts from this section of the Crossrail route are confined to the cumulative impact on the historic fabric of the of the removal of a group of nine bridges with mid 19th-century and later components.

There are no residual impacts assessed as particularly significant.

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2 Route overview

For an explanation of the purpose and structure of the route overview, please see Part 1 of the archaeology technical report, section 1.6.5.

2.1 Zone V: Maidenhead Route window W25 Site 10: Maidenhead stabling facility, Site 11 Maidenhead Station

2.1.1 Boundaries and layout Zone V extends for 1.5km from the western edges of the terrace gravels around Boyn Hill, to the beginning of the wetlands surrounding the Thames in the east (NGR 487600 180325 to 489000 180800). The land rises to the north and the west, and drops to the east towards the river. Historically, the area comprised the town of Maidenhead. The mainline railway originated as Brunel’s Great Western Railway (GWR), which opened in 1838 as a broad-gauge line that initially ran between Paddington and Maidenhead. The zone is also the location of the junction between the GWR and the Great Marlow Railway, which opened in 1873. The Royal Borough of Windsor and Maidenhead does not have archaeological priority zones, but is advised on the archaeological potential of individual sites.

2.1.2 Topography and geology The GWR runs over chalk through a natural depression between outcrops of Thames gravels (the Boyn Hill terrace in the north, rising to c 50m OD and Lynch Hill gravel to the south, rising to c 40m OD) before crossing the Taplow gravels at the eastern extremity of the zone. The chalk slopes down from the west towards the Thames in the east. The railway tracks forming the Crossrail route through the depression are on an embankment at a height of c 35.6m OD in the west and c 33.5m OD in the east. Ground level at the base of the embankment drops from 32m OD to 26m OD.

2.1.3 Archaeological and historical background

Hunter-gatherer landscape (c 500,000 BP – 4000 BC) The varied landscape in this zone would have been very attractive to prehistoric communities, including the chalk plateau to the west (accessibility of flint), and the natural resources of the Thames floodplain and marshes to the east. Both the Lynch Hill and Boyn Hill gravel terraces contain Palaeolithic flint artefacts, although the Boyn Hill examples tend to be redeposited from elsewhere and less numerous than those from the Lynch Hill phase. To the north of Maidenhead, at Furze Platt, is one of the most prolific sites for Palaeolithic artefacts in the Thames Valley. Quarrying of the Lynch Hill gravels has revealed hand axes and associated debitage including the largest hand axe so far found in Britain. The near-mint condition of the majority of the artefacts, many lying on or near the underlying chalk surface, suggests that the finds represent an important in situ Palaeolithic site. 2

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The Lynch Hill terrace borders the Crossrail route to the south. A 19th-century gravel quarry (Shoppenhanger’s pit or Kings Pit), which contained a few rolled palaeoliths, was within 200m of the railway. The Boyn Hill outcrop just to the north of the route has been more extensively extracted, with many Palaeolithic implements recovered. One quarry, Winch’s Pit, was dug under controlled conditions, and although only a few artefacts were recovered it provided an invaluable source of information. However, the edge of the Boyn Hill gravels is c 300m north of the Crossrail route, and unlikely to be affected by the proposed works.

No Upper Palaeolithic sites are known in this zone, and only a single Mesolithic flint blade, from a site at the western extent of the zone, has been recovered.

Overall archaeological potential: low. The Crossrail works are unlikely to disturb either the Lynch Hill or Boyn Hill gravels. Although works at the east of the zone may affect the Taplow terrace, any Palaeolithic artefacts here will have been redeposited by river action. There is also minimal potential for Mesolithic evidence.

Agricultural settlement (c 4000 BC – AD 50) As with the Mesolithic period, Early Neolithic settlement sites were largely confined to easily cultivatable areas close to a water source. In this zone, evidence for the Early Neolithic is sparse but increases in the Late Neolithic and Early Bronze Age, suggesting an expansion of settlement into areas not previously used.

Neolithic sites have been excavated to the south of the zone on Cannon Hill and west of it at Stubbing’s House (on the west side of Maidenhead Thicket). Further to the west fifteen concentrations of Neolithic and Early Bronze Age artefacts were located during a field walking survey. An excavation in Maidenhead Thicket c 1.2km west of the zone has also identified three clusters of flints from this period, representing two quarrying locations and a settlement area. A further scatter of find spots is known from the area. Collectively, this evidence shows the area to the west of Maidenhead was being used in the Neolithic and Early Bronze Age. Although the eastern extent of this evidence is unclear, Neolithic occupation would probably have extended to the Thames, and the lack of finds in Maidenhead itself may simply reflect a lack of archaeological fieldwork during the early expansion of the town.

There is currently little evidence of Middle to Late Bronze Age settlement or field systems within this zone. The area is on the periphery of what is believed to have been a regional power centre represented by occupation at Runnymede-Petters and slightly north of the Bronze Age settlement excavated in Bray. It is therefore possible that an associated agricultural landscape of large co-axial field systems extended throughout the zone, in areas that again became built-up before systematic archaeological fieldwork was introduced.

In contrast, a fair amount of evidence for Iron Age activity exists in the vicinity of the Crossrail route. Robin Hood’s Arbour, an Iron Age rectilinear enclosure, is located in Maidenhead Thicket to the west. Excavation of part of this earthwork produced a trackway and yard surface, though there was limited occupational evidence within the banks. An Iron Age linear bank and ditch earthwork, heavily truncated by the 3

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construction of the A404(M), is also located in Maidenhead Thicket, south of the Arbour. Excavation prior to construction of the road established that the two sites were broadly contemporary, but the pottery assemblage from the linear earthwork was of a different character to that from the rectilinear enclosure.

Maidenhead Thicket has been largely untouched by modern development, but elsewhere within the zone the urbanisation of Maidenhead may have destroyed any comparable earthworks. However, excavations revealing Iron Age pits and pottery, and chance finds of coins, demonstrate comparable occupation.

Overall archaeological potential: moderate.

Villa estates (c AD 50 – AD 450) The main Roman road west from Londinium to Silchester (Calleva Atrebatum) and Bath (Aquae Sulis) ran further south, via a bridge over the Thames at Staines (Pontes). To the north, in Zone V, the road layout is not definitive. The A4 Bath road, c 500m to the north of the Crossrail route, is documented as the King’s highway to in the 13th century and may well have Saxon and possibly Roman origins, but in the early medieval period the main river crossing was at , rather than on the present A4 route via Maidenhead (see Zone X, below). Although the historian Leland identified Maidenhead as Roman Alaunodunum there is little supporting evidence.

It is thought that a minor road between St Albans (Verulamium) and Silchester passed to the west of the zone in the vicinity of Maidenhead Thicket, c 3km to the west of the Crossrail route, but again the route is uncertain, based on extrapolation from known sections elsewhere. The road may have been further east: there is a reference to a Roman road on a 19th-century Ordnance Survey map, but this again is inconclusive.

Roman occupation in the area seems to be concentrated around villas. The closest to the Crossrail route was excavated in the 19th century on Castle Hill, c 500m to the north of Maidenhead Station. It is unclear when the building was in use, but excavations revealed a bath complex and a hypocaust. To the west of the zone is a second villa site at Cox Green, close to the A404(M) and the railway line, c 750m west of the zone boundary. It is also near the Lillibrook stream and the suggested Silchester to St. Albans road. This villa, discovered through aerial photography in the 1950s, was founded in the early 2nd century AD and continued in use, growing in size into the late 4th century. The existence of a third villa has been suggested to the south of the Crossrail route but no archaeological evidence has been recovered to support this theory, other than a nearby find of a Roman pot. The villas would have been the hubs of large rural estates comprising arable and pastoral fields and small settlements for the estate workers. A scatter of Roman finds, including coins and pottery, has been recorded generally from the Maidenhead area, again suggesting activity in what was probably a well-organised agricultural landscape.

Overall archaeological potential: moderate.

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Rural landscape (c AD 450 – 1100) Apart from a few field and property boundaries, there is little archaeological or historical evidence for continuity of settlement and land use patterns from the Roman to the Saxon period. Although the organised villa system is likely to have collapsed, the land was probably still farmed.

Saxon evidence in this area is primarily located in Taplow (Zone W to the east) on the east bank of the Thames. However, there has been a scatter of Saxon finds on the west bank, including metalwork (such as axe heads) and a bead. The Saxon manor and village of Elentone (South Ellington) had been established by the 9th century. The presence of small settlements increases the likelihood of associated field systems on the surrounding land.

Later in that century, the Danes apparently landed at Maidenhead and fought their way to Reading where they set up a stronghold, although supporting archaeological evidence is scarce.

Overall archaeological potential: moderate for evidence of Saxon field systems.

Town planning (c 1100 – 1500) Maidenhead developed as a small medieval market town, able to take advantage of trade by road and river. The Saxon village of Ellington, on higher ground to the north merged with Maidenhythe, the wharf area closer to the Thames crossing. Its name means ‘landing place by the large fort’, a reference to the hill fort on the Taplow side, and is the same derivation as for Iron Age Maiden Castle in Dorset. All the late Saxon settlements and estates in the area, including the more important town of Cookham to the north, suffered in the military campaigns of the Norman Conquest and this is reflected in reduced property values shown in the Domesday survey. Maidenhead only began to develop commercially when the river crossing acquired a timber bridge, first referred to in 1255, but probably of earlier origin. The Bath Road (A4 road), c 500m to the north of the Crossrail route, then developed as the major highway from London and is shown on the earliest map of the area in 1360. However, the Crossrail route passes through what would have been largely undeveloped agricultural land on the southern side of the town at this time.

Overall archaeological potential: moderate for agricultural activity on the periphery of the urban area.

Infrastructure and urbanisation (c 1500 – present) The early growth of Maidenhead was confined to ribbon development along the main Bath Road, c 500m to the north of the Crossrail route. The settlement was granted its first charter as a free town by Elizabeth I in 1581 and was allowed to hold its own market. Traffic along the Bath Road, especially following the beginning of coaching in the 17th century, caused the town to expand and this continued with the arrival of the Great Western Railway. The original mainline station was a wooden structure located west of the Bath Road Bridge at Taplow, c 2.5km to the east of the existing station. It opened in 1871 following the completion of the , which

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0007_R_Western.doc Crossrail Archaeological Impact Assessment: Western Route Section © MoLAS was at the time a major engineering feat. The existing station building and parts of the platforms and other structures date to 1871. The southern station building and other platforms date to rebuilding following the addition of two lines on the southern side of the track, between 1879–84. The railway gave middle class families the chance to work in London but live in the countryside, and the suburbs of the town expanded. However the railway and station were well outside the urban centre, c 500m south of the Bath Road. Later 19th-century maps show the area as still largely open; with fields, orchards and a cricket ground, although there was suburban encroachment along the road linking station and town and some industry, including a brewery.

Overall archaeological potential: High for GWR railway infrastructure (alongside existing GWR structures) otherwise low.

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2.2 Zone W: the Thames floodplain Route windows W25, W24, W23 No sites

2.2.1 Boundaries and layout Zone W extends for 2.3km and consists of a section of the floodplain east of Maidenhead and west of Taplow (NGR 489000 180800 to 491400 181300). Two-thirds of the zone falls within the county of East (west of the Thames); and the reminder in (east of the Thames). There are no archaeological priority zones along this stretch of the Crossrail route (the relevant local authorities consider each archaeological site on its own merits).

West of the Thames, the zone is currently occupied by urban development on the outskirts of Maidenhead, but east of the river it has a rural character. The growth of settlement within the zone has been heavily influenced by the presence two east-west aligned transport/communications routes between London and Bristol. These comprise Bath Road (A4), which was from at least the 13th century the main route from London to Bristol, and from the mid 19th century, Brunel’s Great Western Railway. The Bath Road lies c 300m north of the Crossrail route, and Crossrail follows the line of the GWR.

2.2.2 Topography and geology The zone lies entirely within the base of the Thames Valley, and the drift geology consists of alluvium on either side of a very low ‘island’ of floodplain gravel located in the middle of the valley. The main channel of the River Thames flows east of this gravel, while two smaller tributary channels lie on its western side. The floodplain alluvium and gravel island lie at c 23–24m OD.

2.2.3 Archaeological and historical background

Wooded valley (c 500,000 BP – 2000 BC) In the early prehistoric period, the river would have provided a range of predictable resources including food (hunting, fowling and fishing), plants, and water. The mobile hunter-gatherer communities would have exploited these, and the area is likely to have attracted temporary camp sites and other activity. Throughout this period the floodplain was probably crossed by a multi-braided channel and covered with a dense vegetation of alder carr or woodland.

Any remains of later Upper Palaeolithic/Early Mesolithic activity would be located at the surface of, or cut into the floodplain gravels, and beneath any alluvium deposited by subsequent flooding, where present. The survival of evidence of human activity associated with early land surfaces is amongst other things, largely dependant on subsequent river erosion, ie whether later scouring action of channels migrating across the floor of the floodplain has removed traces of early activity.

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Overall archaeological potential: low for in situ Upper Palaeolithic and Mesolithic remains

Clearance of vegetation and opening of the valley landscape (c 4000 BC – AD 43) The Neolithic (c 4000–2200 BC), Bronze Age (c 2200–600 BC) and Iron Age (c 600 BC – AD 43) periods were characterised by forest clearance, permanent settlement and farming, with increasing population throughout each period. With the opening up of the valley landscape, especially after the early 2nd millennium BC, the valley sides would have become more prone to lateral erosion as root systems, which previously bound the soil, were removed. Smaller watercourses probably became choked with silt from the valley sides, and what was probably a multi-braided channel may have become a single channel.

Throughout the later prehistoric period, as at other times, the river valley would have provided resources that would have made the area a first choice for settlement and other activity. The fertile and well-drained gravels on either side of the valley (Zones V and X) would have been particularly suitable. The river would also have been utilised as important natural communications and transport corridor. This potential is confirmed by crop marks of possible prehistoric and later enclosures immediately to the north of the Crossrail route and near Barge Farm c 1km to the south, Neolithic burials and prehistoric features at Berry Hill c 350m to the north, and Bronze Age features off Marsh Lane c 1km to the south. Chance finds of prehistoric artefacts have been found at various locations on the floodplain at this point.

In the Neolithic and Bronze Age periods the river may have been a focus of ritual activity as seen elsewhere along the middle Thames Valley. A causewayed enclosure (a circular or oval monument found widely over southern and midland , and believed to have been used for ritual purposes) was excavated on the Thames floodplain further downstream at Eton Rowing Lake, c 5km to the south-east. Crop marks on air photographs indicate the presence of a possible second such enclosure nearby at Reach. A number of prehistoric metal artefacts have been found along this section of the River Thames, and in the Bronze Age the river may have been used as a receptacle for ritual deposition, as found extensively elsewhere along the Thames.

By the Middle to Late Bronze Age, large areas of the valley floor may have been settled and the land systematically divided up for farming. In the Iron Age expanding population and worsening climate put further pressure on land necessitating the utilisation of previously marginal or difficult land. During this period a number of hillforts appear in the Thames valley, such as that at Taplow Court, on the eastern edge of (outside) this zone, c 1km north of the Crossrail route. Although the function of ‘hillforts’ has been the subject of much debate, their construction involved organised labour and they clearly played the role of a central place for the surrounding community. The River Thames would have been strategically important, and the Taplow hillfort, with its commanding view over the Thames valley at this point, may well have exerted control in terms of river passage and crossing in this zone.

Overall archaeological potential: moderate for evidence of prehistoric activity

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Pasture and possible settlement in the Roman and Saxon periods (c AD 50 – AD 1000) There is evidence of Roman (c AD 50 – AD 450) activity at Maidenhead and at Taplow on either side of the valley (see Zones V and X), and Bath Road may have followed the line of a Roman road. There were settlements in the (late) Saxon period (c AD 450 – AD 1000) at Maidenhead and Taplow (see Zones V and X), and at Bray/Bray Wick on the floodplain c 1.3km to the south. Throughout these periods the floodplain was probably exploited for hay meadows, pasture, and possibly agricultural activity. The area of gravel in the centre of the floodplain may have been suitable for settlement but in the absence of any systematic archaeological investigation of this area, its exact potential is not currently known. The East Berks and Bucks Sites and Monuments Records contain no significant sites or finds dated to these periods within this zone.

Overall archaeological potential: Low (low-lying areas) to moderate (gravel area) for evidence of Roman and Saxon activity

Rural environment and ribbon development (c 1000 – present) From the medieval period until the mid 19th century the zone was characterised by a dispersed settlement pattern of small market towns and villages along the valley bottom (and sides), in an otherwise sparsely populated rural area. The weekly markets and annual fairs enabled the distribution of local produce, the hiring labour, and as a social focus. The Bath Road, located c 300m to the north of the Crossrail route, is mentioned in the 13th century as the ‘King’s Highway’, and throughout this (and later) periods served as the main road from London to Bristol. The presence of the road influenced the pattern of settlement, and the Ordnance Survey 1st edition 6” map of 1881–2 shows ribbon development along the roadside, including two country houses, Kay House and Berry Hill, set in landscaped grounds. The valley, including the gravel island, appears otherwise to have remained open fields until suburban expansion of Maidstone in the 20th century.

In 1838, Brunel constructed the spectacular (Grade II* listed) Maidenhead Bridge to carry the GWR over the Thames and it tributaries at this point, via two 128ft-span, flattened semi-elliptical arches (still the flattest brick arches ever built). The bridge is constructed of red Berkshire brick with Bath stone details. The bridge remains the world’s longest unsupported brick structure, and is one of the elements included in the tentative World Heritage Site listing of the GWR. See the Heritage and Townscape technical report for any potential impacts on the bridge.

Overall archaeological potential: moderate for post-medieval remains.

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2.3 Zone X: Lent Rise to Langley, including Slough Route windows W16–W21 Site 12 Taplow Station, Site 13 Burnham Station, Site 14 Dover Road Bridge, Site 15 Leigh Road Bridge, Site 16 Farnham Road Bridge, Site 18 Stoke Poges Lane Bridge, Site 19 Slough Station, Site 20 Uxbridge Road Bridge and Wexham Road Bridge, Site 21 Langley Down’s Bridge, Site 22 Trenches Bridge and Church Lane Bridge, Site 23 Langley Station.

2.3.1 Boundaries and layout This zone extends for approximately 11km from the eastern side of the Thames floodplain in the west (NGR 491400 181300), to the junction between the Taplow and Lynch Hill terraces on the east (NGR 502250 179750). That junction, in the vicinity of Chequers Bridge, east of Langley station, is marked by a tributary river valley, heading southwards into the main Colne valley (see Zone Y, below). The GWR route runs through what was once a largely rural landscape north of the Old Bath Road (generally following a course parallel to the road and c 400m to the north), passing historic settlements such as Burnham, c 800m to the north of the Crossrail works, and Slough and Langley, c 400m and c 300m to the south respectively. The railway follows the main highway as far as Slough and then diverges, as the road swings southwards. There are no archaeological priority zones along this stretch of the Crossrail route (the relevant local authorities consider each archaeological site on its own merits).

2.3.2 Topography and Geology Zone X is situated on the plateau of the Taplow gravel terrace, capped in places by the Langley Silt Complex (brickearth). The terrace slopes down gradually from north to south towards the floodplain of the Thames, and is crossed at intervals by the shallow valleys of subsidiary streams and ditches draining down towards the river. The largest of these watercourses is the Chalvey Brook in the west of the zone near Cippenham, which has deposited separate floodplain gravels (Shepperton gravel) near its confluence with the Thames. Levels across the zone, shaped by the shallow stream valleys, vary between c 31m OD and c 26m OD, the railway utilising embankments or cuttings where necessary, in order to maintain a fairly constant gradient at c 30m OD. This landscaping is discussed in more detail in the individual site assessments in section 4.

2.3.3 Archaeological and historical background

Hunter-gatherer landscape (c 500,000 BP – 4000 BC) Flint tools recovered from quarry pits in the Lynch Hill terrace gravels indicate that the area was being used during the Lower Palaeolithic period (c 500,000 BP – 70,000 BC), although there was no evidence that these artefacts were in situ. The Crossrail route, however, runs just to the south, along the Taplow terrace which contains worked flints reworked and redeposited from the older, higher Lynch Hill terrace by river action. 10

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At the extreme east of the zone, where the Taplow gravels give way to the Lynch Hill terrace in the Iver area, Middle Palaeolithic artefacts have been found in situ. It is likely that these flints were found on the surface of the Lynch Hill gravel terrace rather than the Taplow, although the junction of the two has been obscured by the later deposition of brickearth, which has sealed these surfaces.

Although there is so far no clear evidence of human activity in situ, faunal remains have been recovered from the younger floodplain gravels (Shepperton phase), for example the mammoth tusks found at Cippenham in the floodplain gravel of the Chalvey Brook.

No evidence of Mesolithic activity has yet been excavated in this zone, although evidence from the Thames alluvium to the west ( eg around Bray, see Zone W, above) demonstrates suggests a background potential within the various tributary valleys where evidence could be sealed beneath or within alluvial deposits.

Overall archaeological potential: low

Landscape reorganisation (c 4000 BC – 400 BC) The Neolithic period saw the introduction of farming techniques, and the fertile gravel terraces of the Thames Valley formed an ideal location. The best evidence for Neolithic activity is south-west of the zone, found during excavations for the Eton Rowing Lake, on the floodplain alluvium c 3.8km to the south of the Crossrail route. An excavation at Cippenham, c 800m to the south of the Crossrail route near the boundary between the gravel terraces and the floodplain, revealed a number of Early and Middle Neolithic pits and an in situ flint cluster, and a scattering of Neolithic flint axes and flakes has been found throughout the zone.

The Neolithic landscape continued into the Early Bronze Age, and current thinking is that monumental earthworks such as barrows were possibly used to mark land divisions. The Montem Mound at Salt Hill, c 450m south of the Crossrail route, may have been a Bronze Age barrow originally, although it has undergone extensive alteration and reuse in ensuing centuries. The Middle and Late Bronze Age saw a change in landscape organisation with the establishment of larger, more organised field systems. A recent study (Yates 1999) suggests that by the Late Bronze Age there were four distinct regions in the Thames Valley, with the Crossrail route passing through the northern part of the grouping based around Runnymede-Petters. This region had several settlements in the vicinity of the River Thames, with the extensive field systems covering the surrounding landscape. Bronze Age pits and possible field boundaries have been recorded at the west of the zone.

Overall archaeological potential: moderate for evidence of Bronze Age field systems and settlement, but low for Neolithic activity.

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A farming economy (c 400 BC – AD 400) There were no large Roman towns in the area, the nearest being Staines (Pontes) c 10km to the south-east, the location of the Roman bridge across the Thames. It is thought that a Roman trackway branched off the road from St Albans to Silchester (see Zone V) at Chorleywood and ran towards Georges Green. The road becomes indistinct around Middle Green, Langley (c 800m north of the Crossrail route) and it is not clear whether it continues south of this point.

The gravel terraces have evidence of a fairly high density of late Iron Age to Roman farmsteads, for example the enclosed settlements found at Cippenham and Eton Rowing Lake, and further south at Dorney and Eton. An excavation in Slough on the Bath Road, c 450m south-west of the Crossrail route, revealed evidence of an Iron Age and early Roman field system and possible occupation site.

A number of earthworks and crop marks in the zone are possibly Late Iron Age or Roman, although investigation in the field would be required to confirm this. These include an earthwork on Tuns Lane, Slough, c 800m south of the Crossrail route, and a crop mark of a possible Iron Age or later enclosure within Godolphin Playing Ground north of Salt Hill, c 550m to the north of the Crossrail route. The Tuns Lane earthwork is thought to be a Roman fort, a theory currently only supported by the evidence of a Roman coin and a 1st-century AD pottery sherd.

By the end of the 3rd century AD the early Roman rural sites on this section of the river terrace gravels had been largely abandoned. There is very little evidence of any 4th-century activity in the zone, with the majority of excavated material located to the west around Maidenhead and Bray.

Overall archaeological potential: moderate

A rural economy (c AD 400 – 1600) Rivers were a principal route into the interior for pagan Saxon ship-borne migration, and it is likely that all useable landscapes along the Thames valley were gradually settled. Place name evidence suggests a Saxon origin for several villages in the area, particularly those ending in ‘ham’, ‘ton’ or ‘bury’ and ‘ey’ (eyot) names, such as Dorney, within former channels closer to the river. By the Mid to Late Saxon period, the middle Thames region comprised small farmstead settlements making use of the fertile zones along the river and its main tributaries.

Occasional indications of Saxon occupation have been recovered within Zone X, such as spear heads and human burials, but currently very little archaeological evidence exists to support the historical and place name evidence. It should be noted however that remains of this date are rare due to their ephemeral nature, and consequently their survival is generally poor. South of the zone, excavations near Dorney for the Maidenhead Flood Alleviation Channel scheme revealed a unique site of Middle Saxon pits with apparently no associated settlement. It has been suggested that the pits represented a temporary gathering of many people, and it may be the case that the main occupation sites for these people were further north on the gravel terrace. In

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general, the shortage of clear evidence on the gravels along the Crossrail route in this zone probably reflects only a lack of systematic fieldwork.

In the west of the zone, the Crossrail route passes between two historic settlements with Saxon place names, Burnham, the historic centre of which is located c 800m to the north of the Crossrail route, and Cippenham, located c 800m to the south. Richard Earl of Cornwall held the royal manor of Cippenham in the 13th century. The moated house and deer park lay to the east of the village. Richard also founded Burnham Abbey, located on the west side of Cippenham.

The small market town of Burnham itself lay north of the Bath road (and the later railway) and was part of a wealthy manor in the Domesday survey, its parish church dating from the later 12th century. Originally the main road west went through Burnham to a Thames crossing at Cookham (recorded in Domesday as already possessing a market). However, Maidenhead expanded and when it acquired a bridge the route was diverted south, via Taplow. Burnham declined during the later medieval period, especially when a new bridge was built in 1460, although a watermill to the east of the town continued in use until the post-medieval period. Eventually its market, granted to the Abbess of Burnham in 1271, was transferred to Maidenhead. Elsewhere the economy remained agricultural, the land being divided into large manorial estates, including Upton, Chalvey, and Farnham, many of which are mentioned in the Domesday Book and are hence likely to be of late Saxon origin.

One of the subsidiary stream valleys crosses the Bath Road at Salt Hill and was the site of at least one, possibly two, early medieval mills attached to the manors of Farnham and Stoches (probably Stoke Poges). The 1881 Ordnance Survey map shows natural springs here, south of the road and a mill house on the north side. Further north, the railway crosses the valley on a short viaduct, and beyond it the stream has been dammed, to form an artificial lake. The Montem Mound at Salt Hill is a man- made earthwork, possibly part of a Norman motte and bailey castle, although it has been suggested that it may have originated as a Bronze Age or Saxon barrow. It was formerly the venue for a traditional procession ad montem (probably of medieval origin) from Eton College, to collect donations for salt, hence Salt Hill.

The village of Upton, south of the Bath road and c 800 south of the Crossrail route, is mentioned in Domesday and has a Norman church. The hamlet of Slough, c 400m south of the Crossrail route, is one of the closest medieval settlements to the Crossrail route. It is first recorded in 1196 and lay at the junction of the main highway and the military road from Windsor castle to Berkhamstead castle, part of the medieval defensive circuit around London. A 14th-century document mentions two cottages and this minor settlement was generally referred to as Slough in Upton. It expanded when brickearth began to be extracted in the area in the late medieval period. A brickyard and kiln was established in April 1442 to supply bricks for the construction of Eton College, but as 66,000 bricks were delivered by May it is likely to have been one of many in the Slough vicinity.

The next settlement east of Slough was Langley Marish, which lay beside the Bath Road, c 300m to the south of the Crossrail route, and has a parish church of 1150. Excavations on the site of the old vicarage recorded settlement from the 13th century onwards. The place name was first recorded in 1208 and derives from a meadow or 13

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clearing, implying small settlements in woodland, as in the case of the outlying hamlets of Middle Green, Horsemoor Green, George Green, Sawyers Green and . Langley station stood in an area of open fields until the late 19th century, north-east of Langley Marish and north of Horsemoor Green which have merged into modern Langley. The nearest settlements are c 400m from the Crossrail route: Sawyers Green and Middle Green to the north of the railway and Langley Marish to the south. Many of the medieval farmsteads in the area were moated. The 1881 Ordnance Survey map shows this feature at Trenches Farm, Sawyers Green Farm and Parsonage Farm (now Moat Farm) respectively to the north-west, north, and north-east of Langley station, and at Parlaunt Park Farm, south of the railway and east of Horsemoor Green.

Forests were also a characteristic feature of the Saxon and medieval landscape in this part of the Thames valley. The Saxon royal forest of Wyrardisbury (Wraysbury) remained a Crown possession after the Conquest and became part of Windsor Great Park. This wooded environment of royal estates, subject to separate forest laws, was primarily south of the Thames, but extended as far north as Langley. The forests contained areas separately laid out for controlled hunting and marked by pales (boundary fences and/or banks), embankments, ditches and hunting lodges, as at Langley Park, to the north of the Crossrail route. This was an enclosed medieval and Tudor deer park, in royal possession until the reign of Charles I and landscaped into formal gardens by the Duke of Marlborough in the 18th century. The grounds are listed on the English Heritage Register of Historic Parks and Gardens.

Overall archaeological potential: moderate

Infrastructure and urbanisation (c 1600 – present) The importance of Slough increased greatly with the advent of coach travel, when it was established as the second stage out of London on the road west. By the 17th century both Slough and Salt Hill had several new coaching inns and ribbon development was focused on trade along the Bath Road (this runs c 400m to the south of, and parallel to, the railway). It included market gardening, nurseries being set up in 1774 south of the High Street and west of Church Street. The Crossrail route runs c 400m to the north, through what was still at this time mostly open fields. In the early 19th century the Enclosure Act put an end to the remaining open fields and commons around Slough and the town began to grow.

The Zone includes three railway stations at Burnham, Slough and Langley. The original GWR station at Slough, which opened in 1840 (following initial opposition from Eton College), is no longer extant. The existing Grade II listed station buildings date to the late 19th century. The original 1838 GWR station building at Langley Station is also no longer extant, having been demolished when two additional lines were added between 1879–84. The existing Langley Station dates to this period. Burnham Station was a later addition to the GWR, and was constructed between 1900–1910.

This Zone has five of the nine surviving 1838 Brunel 30ft span (broad-gauge) arched road overbridges that will be affected by the Crossrail works. The nine overbridges

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0007_R_Western.doc Crossrail Archaeological Impact Assessment: Western Route Section © MoLAS represent almost all of the remaining original overbridges between Paddington and Maidenhead, the others having been demolished as a result of late 20th century railway development. These five original bridges comprise the well-preserved Leigh Road Bridge, Middlegreen Road Bridge, Trenches Bridge and St Mary’s Road Bridge along with the poorly-preserved Wexham Road Bridge. The bridges are all built in London stock brick and other than Trenches Bridge, which has an 1879–84 steel girder extension, all are abutted to the north by matching arched 25ft span extensions following GWR expansion of the track from two to four lines between 1879–84. The extensions to the original bridges demonstrate the historical development of the railway.

The railway and new station encouraged further development in Slough. However, even as late as 1881, land between the High Street and the station was only partly built-up, with extensive fields, nurseries and orchards remaining. A large parcel of land south of the station was occupied by the British Orphan Asylum and its grounds. Langley Station, at the east of the zone, was built in 1838, but not opened until 1846 and lay north of the village nucleus around the High Street. Again, the 1881 Ordnance Survey map shows the area through which the railway passed as mainly open fields.

Industry was largely confined to brick making and late 19th-century maps show works and extraction pits for brickearth and gravel along the route. Although potentially industrial archaeology, these will have reduced the survival of earlier features locally. The early development of the railways was as much to take goods traffic as passengers. For example at Slough, west of the main Uxbridge Road (A412), a brick works and kiln are shown on the 1881 map adjacent to the GWR lines.

However, competition came from an unexpected quarter, when the railway had already been operating for 45 years. Despite the opposition of the GWR, the Slough branch of the Grand Junction Canal (now known as the ), one of the last to be constructed, opened in 1883, running close to the railway on the north side. It was able to offer cheap bulk transportation for the brick industry, further opening the extensive brick fields of Langley and Slough to the London market. Tramways from the brick works to the railway were diverted to the new basin and canalside wharves at Slough. The venture proved a success, carrying 192,000 tons of cargo at its peak in 1905. Barges returning from deliveries to London often brought back household refuse, some of which was used as landfill in old pits, whilst combustible material provided a cheap source of fuel for the kilns. The 1900 Ordnance Survey map shows the wharves along the canal and brickworks either side of the railway from Langley Marish to Hollow Hill Lane at the east end of the zone.

During the First World War a Government motor repair depot was built in Slough adjacent to the railway line. It was sold in 1920, the site being developed into the Slough Trading Estate, a pioneering industrial community still in existence today. A number of Second World War defensive structures were also constructed within the zone and the railway was clearly important in strategic/military terms. There were anti-aircraft batteries near Slough and Lent Rise and an aerial photograph shows a zig-zag defensive trench just north of the railway line, west of Langley Station.

Overall archaeological potential: moderate in addition to existing original/late 19th- century GWR structures.

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2.4 Zone Y: Langley to Iver Route windows W14–W15 Site 24 Dog Kennel Bridge and Chequers Bridge and Site 25 Iver Station and Thorney Lane Bridge

2.4.1 Boundaries and layout The zone takes in a spur of land on the western side of the River Colne, lying between a former tributary east of Langley, which the railway crosses on an embankment, and the western edge of the main river valley, east of Iver. There are no archaeological priority zones along this stretch of the Crossrail route (the relevant local authorities consider each archaeological site on its own merits).

2.4.2 Topography and geology Between the two river valleys, the zone consists of Lynch Hill terrace gravel, capped locally by brickearth, although this has been extensively quarried. Modern ground surface varies between 28m OD and 34m OD.

2.4.3 Archaeological and historical background

Hunter-gatherer landscape (c 500,000 BP – 4000 BC) Within Zone Y there have been isolated finds of Lower Palaeolithic flints tools from the Lynch Hill terrace. Most were recovered in 19th-century gravel quarrying and are poorly provenanced: they are likely to have been redeposited (outside the context in which they were original deposited). However finer-grained strata within the terrace have the potential to contain in situ Palaeolithic material, particularly of the Levallois technique. In the 1950s Lacaille noted that many of the Levallois tools he found were in the brickearth that seals the gravel (where it has not been removed by the extensive quarrying for brick making). An assemblage of flintwork, including Levallois flakes, was found in the brickearth on the eastern edge of the zone.

There is little evidence of Upper Palaeolithic and Mesolithic activity on the Lynch Hill terrace in the immediate vicinity of the Crossrail route, despite the evidence from the floodplain of the Colne, which borders this zone to the east (see Zone Z).

Overall archaeological potential: low for in situ remains.

Agricultural settlement (c 4000 BC – AD 50) Examination of air photographs as part of the present assessment has revealed crop mark evidence of multi-period activity on the gravel terraces on the western side of the Colne Valley. This would suggest that the extensive multi-period activity dating from the prehistoric and later periods, revealed during archaeological excavations in and around Airport on the opposite (eastern) side of the Colne Valley, extends to both sides of the valley. Field investigation would be necessary to

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0007_R_Western.doc Crossrail Archaeological Impact Assessment: Western Route Section © MoLAS determine the nature and date of the crop marks, but their morphological form suggest that some are potentially of prehistoric (and later) date. Crop marks of likely prehistoric origin include a regular double-ditched curvilinear enclosure of possible Bronze Age date, curvilinear crop marks of possible Bronze Age enclosures, rectilinear crop marks of three enclosures of late Iron Age or Romano-British origin. In addition, linear crop marks on both sides of the railway may represent remnants of field systems of prehistoric or later date, and the light, fertile and well-drained soils would have been an important agricultural resource and would have been an attractive location for settlement. The scatter of unstratified finds may simply reflect differential survival in a more heavily built-up area, and it is likely that the present distribution of known sites and finds as records reflects the level of past investigations rather than a true distribution of past activity.

Evidence of prehistoric occupation and land use is fragile and vulnerable to damage by later intrusive ploughing and building development. In this zone they may only be present where an original soil profile survives over the brickearth but the latter has also been extensively quarried. However, 19th-century maps suggest that this has been less extensive here than around Langley and Slough to the west. A variety of Neolithic, Bronze Age, and Iron Age chance finds, together with more recent fieldwork around Philpots Bridge suggest the possibility of settlement sites.

Overall archaeological potential: moderate in local areas of landscape survival.

Roman infrastructure (c AD 50 – AD 450) As discussed above, examination of air photographs as part of the present assessment has revealed crop mark evidence of multi-period activity on the gravel terraces on the western side of the Colne Valley, some of which may date to the Roman period. Re- used Roman building materials have been identified in the fabric of Iver church, suggesting re-use from a former Roman building in the vicinity. Iron Age and Roman enclosures and field systems have been excavated to the south-east at Harlington and a Roman ditch on the opposite side of the valley, close to the Colne at West Drayton. These sites demonstrate a general background potential on the terrace gravels, which is at present little understood. As with the prehistoric period, the fertile and well- drained soils on the side of the valley are likely to have been a first choice for settlement and agriculture.

Overall archaeological potential: moderate

Settlement and utilisation of natural resources (c AD 450 – 1000) There was a Saxon settlement at Iver, c 750 m north of the Crossrail route, on the higher ground overlooking the Colne valley. It is recorded as Evreham in Domesday and the parish church incorporates a Saxon window. The surrounding gravel terrace would have been farmland, and there are also suggestions of woodland management.

Overall archaeological potential: low

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A rural economy 13th – 19th century and the GWR From the 13th to the 19th centuries, this general area contained scattered small towns and villages, collecting and marketing agricultural produce. Within this rural landscape, shown on maps from the 17th century onwards, Iver was an important distribution centre. It was granted a market charter in 1353, but lies c 1km north of Iver station and the Crossrail route. The Colne was navigable and provided a trade route for locally produced goods and the power for corn mills situated on the river banks.

This Zone has two of the nine surviving 1838 Brunel 30ft span (broad-gauge) arched road overbridges that will be affected by the Crossrail works, and an original underbridge. The nine overbridges represent almost all of the remaining original overbridges between Paddington and Maidenhead, the others having been demolished as a result of late 20th-century railway development. The two original bridges comprise the well-preserved Dog Kennel Bridge and the very well-preserved Thorney Lane Bridge, which was the only example built to the higher specification required for carrying a public Turnpike road. The bridges are both built in London stock brick and both are abutted to the north by matching arched 25ft span extensions following GWR expansion of the track from two to four lines between 1879–84. The extensions to the original bridges demonstrate the historical development of the railway.

The zone seems to have been little affected by the railway and the 1881 Ordnance Survey shows what was still a rural area. Following construction of the canal, the 1900 map shows isolated brickworks and gravel pits from Hollow Hill Lane to the Colne.

Overall archaeological potential: low in addition to existing original/late 19th- century GWR structures.

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2.5 Zone Z: Colne Valley Route windows W12–W13 Site 26 West Drayton Stabling Sidings, Site 27 West Drayton Station and Site 28 Kingston Lane Bridge

2.5.1 Boundaries and layout The zone is comprised of the channels and former marshes of the floodplain of the Colne valley, and the western edge of the gravel terraces forming the eastern side of the valley. This runs between the historic settlements of Iver on the western side and West Drayton on the eastern bank. The western boundary is formed by the eastern edge of the Lynch Hill gravels, east of Iver Station, and the eastern by the gradual break in slope at the eastern edge of the valley of the Colne, in /West Drayton. There are no archaeological priority zones along this stretch of the Crossrail route (In Buckinghamshire the relevant local authorities consider each archaeological site on its own merits, and the route passes through none of the archaeological priority zones in the LB ).

2.5.2 Topography and geology The Colne is a major tributary of the River Thames, flowing off the Chilterns and joining the Thames at Staines. It forms a significant geological and topographic boundary, separating the chalk uplands of the Chilterns in the west from two main geological deposits in the east. North of Uxbridge, and stretching eastwards across north London, the geology is dominated by Tertiary London Clay. South of Uxbridge, along the Thames valley, are Pleistocene gravel river terraces capped by the fine- grained Langley Silt Complex (brickearth).

Within the valley itself, alluvium and a continuous spread of gravel and sand, the Colney Street Gravel, represents the principal drift deposit. In this area the latter is mapped by the BGS as Shepperton Gravel. It has been extensively reworked by post- glacial braiding of the river; leading to a complex series of islands, sandbanks, marshes, silted-up watercourses and open channels (both natural and man-made) particularly in the lower reaches approaching the confluence with the Thames.

2.5.3 Archaeological and historical background

Hunter-gatherer landscape (c 500,000 BP – 4000 BC) There have been many isolated finds of Palaeolithic flints tools within the Taplow terrace gravels around West Drayton and similarly within the river valley itself, although such finds are likely to have been redeposited by later river action.

However, the Colne valley would have been an attractive location and there is potential for activity to be sealed by or within alluvial deposits in the former floodplain. There is thus a better potential for Upper Palaeolithic and Early Mesolithic evidence than for earlier periods. An extremely rare and internationally important camp site dating from around 8000–7000 BC was revealed during an excavation in 19

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1988 at Three Ways Wharf, Uxbridge, c 4.4km to the north of the Crossrail route, and more recently a little further upstream at the former Sanderson’s site. These have produced in situ flint scatters and animal bone sealed by buried soil, allowing reconstruction of the activities of two groups of hunter-gathers at differing periods. To the north, numerous worked flints sealed by peat deposits were observed during gravel quarrying in the 1960s. Flint scatters from Cowley Mill Road, Uxbridge found at the interface between the gravel and organic layers, have also been dated to the early Mesolithic period and are possibly in situ.

Overall archaeological potential: low for in situ Upper Palaeolithic and Mesolithic remains, increasing to high for associated palaeo-environmental data on past landscapes within the lower Colne valley.

Communal monuments and agricultural intensification (c 4000 BC – AD 50) Two important Neolithic monuments have been identified within the Colne Valley, and although the function of these monuments is not known, it is generally agreed that they were communal in nature and as such are likely to have formed a focus for activity in this, and later, periods. The monuments comprise a causewayed enclosure at the end of a gravel island near the confluence with the Thames at Staines, c 8km to the south of the Crossrail route, and the approximately north–south aligned 4km-long Cursus, which followed the contours of the gravel terrace for part of its course, before descending into the Colne floodplain, where its route has been traced from crop marks where it passes over islands of gravel amongst the alluvium. A cursus is a long rectilinear earthwork of middle and late Neolithic date, the function of which is unknown, although they are presumed to have served a ritual or ceremonial purpose. The crop marks from which the Stanwell Cursus was identified terminate at the Bigley Ditch, to the south of the Crossrail route. As the area to the west of the Bigley Ditch had been quarried by the time it was identified, the extent of the monument to the north-west could not be determined, and this has led some to hypothesise that the original cursus actually terminated at the (modern) channel of that watercourse. The causewayed enclosure at Staines was situated on one of a number of gravel islands in the lower Colne Valley, and geological mapping indicates the presence of similar former islands within this zone.

It has been suggested that there is some continuity of land divisions from prehistory into the modern period. The Bigley Ditch, one of the principal river channels crossing the zone, forms the ancient county boundary between Buckinghamshire and Middlesex, and recent excavations at Runnymede suggest that the historic county boundary at that point follows earlier (prehistoric) land divisions. Similarly, excavations in Uxbridge have shown that historic boundaries in the town align with Bronze Age droveways. The evidence therefore suggests that prominent natural and man-made prehistoric boundaries have remained a significant part of much later landscapes.

The channels and marshes of the Colne Valley would also have been a valuable resource and means of communication to Bronze Age communities, although permanent settlements were probably located on the higher ground of the valley sides. However, agricultural intensification meant that land regarded as marginal during the Early Bronze Age was being colonised during the Middle Bronze Age when extensive 20

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land clearance was needed to meet new demands (Needham, 1987). This included the gravel islands within the alluvium, as demonstrated by field systems recorded at Church Lammas, Poyle and Stanwell (Yates, 1999). A more organised coaxial layout of fields became widespread in the Colne valley. The islands may have been accessed by timber causeways across the marsh. These may be preserved within waterlogged alluvium, as for example in the similar topographic conditions in the lower Lea valley in east London.

A site at Packet Boat Lane, Cowley, on the edge of the terrace east of the floodplain, revealed a stream channel, ditch and other features which date from the Late Bronze Age / Early Iron Age. Features of the same date including pits and gulleys have been recorded on top of the terrace, to the east (see Zone A). At the Try’s Site, Cowley Business Park, parallel gullies, dating from the Late Bronze Age, were found that may be the remains of a linear field boundary or trackway extending across the edge of the terrace.

Overall archaeological potential: moderate

Roman settled landscape (c AD 50 – AD 450) Evidence for a pattern of Roman farmsteads has been recorded on the terraces east of the Colne, (see Zone A), but there is relatively little evidence from the Colne Valley itself, although this may well have been used as communication and transport route in the Roman period, in particular for a possible villa on the eastern edge of the valley at , c 2.4km south of the Crossrail route. This is suggested by tesserae (mosaic cubes), and may have dominated the economy of small farmsteads in the surrounding area. Although this suggests a background potential for Roman remains on the sides of the Colne valley, there is so far little evidence for utilisation of the river alluvium and islands which characterise the Colne floodplain.

Overall archaeological potential: low

Saxon settlement (c AD 450 – 1000) The multiple channels and islands of the Colne estuary, at its confluence with the Thames would have been an attractive location for Saxon settlers arriving by boat. South of the Crossrail route, one of the islands in this zone has a probable Saxon ‘eyot’ place name (Thorney, as in Thorney Island at ). Settlements were initially more localised, with less central organisation and infrastructure than in Roman times. However, by the end of the period, the Domesday survey indicates that the surrounding area had been divided up into well-established Saxon manors.

West Drayton is also a Saxon place name (Draegtun) and was granted by King Athelstan to St. Paul’s Cathedral in AD 939. The Domesday survey shows that by the 11th century Drayton is described as consisting of 10 hides (approximately 260 hectares) and having 17 landowners which suggests that up to 100 people lived in and around the village. The historic centre of West Drayton is located c 500m to the south of the Crossrail route. Harmondsworth, which lies to the south-west of West Drayton,

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c 2.4km to the south of the Crossrail route, has produced evidence of Saxon occupation and is recorded in a charter of King Offa, c AD 780.

As with earlier periods, natural resources within the river valley are likely to have been utilised. The channels powered corn mills and the fishing and trapping of eels provided a vital food source. At Harmondsworth, fisheries are mentioned in 1082 and Domesday Book records three water mills, fish ponds, game in abundance and even grape vines. Marshlands are likely to have been drained for pasture as central organisation increased. An excavation at Colham Mill Road, West Drayton found an organic layer, which has been dated to AD 970–1000, sealing lines of stakes, wattle fragments and wattle-lined pits dug into the gravel. A possible use for pits in a shallow pool of water was for the retting of hemp, a primary process in the production of rope.

Saxon activity may be found if alluvial deposits are present, with the possibility of wooden structures and other organic material being preserved. Saxon occupation may also be encountered on the drier gravels on either side of the valley and on the islands within it.

Overall archaeological potential: moderate

Exploitation of natural resources (c AD 1000 – 1750) During the medieval period, much of the low-lying Colne valley was reclaimed, characterised by open fields divided into cultivation strips; surrounded by hedges and drainage ditches, common pasture, scattered areas of woodland; and water meadow and marshes closer to the river channels. Eighteenth and 19th-century tithe, parish and enclosure maps show the fields and meadows along the Colne in detail.

The river provided a source of power and an essential trade route. Numerous corn mills and later paper mills were situated along the banks of the Colne and goods could be loaded and unloaded at wharves such as the one in the vicinity of Thorney Weir House on the former island.

Brickearth was quarried for brick making throughout the post-medieval period. An estate map from 1736 shows brick kilns in Yiewsley to the north of West Drayton station.

Overall archaeological potential: high

Infrastructure and urbanisation (c AD 1750 – present) The Grand Junction Canal (now known as the Grand Union Canal) opened from (via West Drayton and the east side of the Colne valley) to Uxbridge in 1794. Although it allowed bulk goods to be carried more cheaply, it did not lead to a rapid industrialisation of the zone. The main brickfields for example were further west and were not reached until 90 years later, when the Slough branch was added.

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The Zone includes the GWR railway station at West Drayton. The original station opened in 1838 and was located on the western side of Station Road. It became one of the termini for the world’s first operational electric telegraph. It is not longer extant, and was replaced between 1878 and 1881 by the existing station east of Station Road. The station is a good example of the GWR style of the period.

This Zone contains one of the nine surviving 1838 Brunel 30ft span (broad-gauge) arched road overbridges that will be affected by the Crossrail works. The nine overbridges represent almost all of the remaining original overbridges between Paddington and Maidenhead, the others having been demolished as a result of late 20th century railway development. The bridge comprises the well-preserved Kingston Lane Bridge, built in London stock brick and abutted to the south by matching arched 25ft span extensions following GWR expansion of the track from two to four lines between 1879–84 and to the north by a later (late 19th-century) single-line arched span. These extensions demonstrate the historical development of the railway.

Although the new infrastructure of the GWR revolutionised transport and communications, there was relatively little obvious impact on the zone. The 1881 Ordnance Survey map shows fields, drainage ditches and river channels across the Colne valley, subsequent development being largely confined to the Slough branch of the canal which crosses the Fray and Colne channels on aqueducts. On the eastern side of the valley, a few blocks of suburban villas have been built north of West Drayton station, with the Hillingdon and West Drayton School occupying a large plot to the south, beside the river, where there is also a flour mill. Elsewhere, the area is still semi-rural with farms, fields, orchards and the occasional gravel or brick pit. Urban and light industrial development is primarily a 20th-century feature.

Overall archaeological potential: moderate in addition to existing original/late 19th- century GWR structures.

2.5.4 Selected research themes Museum of London, 2002, A Research Framework for London Archaeology (page numbers in brackets). These apply to the eastern part of the zone that falls within Greater London (LB Hillingdon), but are considered relevant to the whole of the Zone: • The Mesolithic/Neolithic transition: understanding the significance of horticultural experimentation at this time, and the transition from hunter-gatherers into farmers (83). • Addressing Saxon migration concepts, using place name and archaeological evidence, to determine if, and how, migration took place (85).

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2.6 Zone A: West Drayton to Hayes Route windows W10–W12 Site 1 Stockley Flyover, Site 2 Hayes and Harlington Station, and Site 29 Stockley Bridge, Stockley Road

2.6.1 Boundaries and layout Zone A extends for c 3.4km, from the eastern side of the Colne valley (NGR 506905 180005), to the western edge of the valley of the Yeading Brook/River Crane (NGR 510250 179400). There are no Archaeological Priority Areas closer than 900m to the Crossrail route. Zone A consists of the rising ground of the Lynch Hill Thames terrace gravels, overlooking the flatter Heathrow plateau to the south. Historically, it was open land between the settlements of West Drayton, Harlington and Hayes, later used for the routes of the Grand Union Canal and Brunel’s GWR. There has been extensive quarrying of both brickearth and gravel throughout this zone. For example, crop marks in an earlier aerial photograph, to the north of the zone, indicate an extensive field system, but this has since been removed by gravel extraction and so cannot be dated. The majority of the area has been progressively built over since the early 20th century, often without archaeological record.

Such factors have reduced the evidence recovered in the zone, which has not seen the level of archaeological investigation that has taken place on the similar landscape immediately to the south, on the Taplow gravels around Heathrow. Thus, the relative scarcity of comparable data should not be taken to indicate differential patterns of past settlement and land use.

2.6.2 Topography and geology The zone is composed of Lynch Hill Gravels, overlain by in places by the Langley Silt Complex (brickearth). The railway corridor runs along a narrow plateau partway up the slope of the gravel terrace, overlooking the western arm of the River Crane to the south. The plateau is relatively flat, with modern ground level through the zone between c 30m OD and 32m OD. The land continues to rise gradually to the north and drops away to the south.

2.6.3 Archaeological and historical background

Hunter-gatherer landscape (c 500,000 BP – 4000 BC) Within the sequence of gravel terraces laid down by the Thames, the Lynch Hill phase contains the highest concentration of flint artefacts from the Lower and Middle Palaeolithic period (c 500,000 BP – 35,000 BC). In contrast to other phases, such as the Taplow terrace, some of these may be in situ or have not travelled far from their original location, rather than having been redeposited by later river action. This potential occurs where finer deposits are present within the generally more coarse- grained gravels. The extensive quarrying of this terrace along Stockley Road, between West Drayton and Hayes, has resulted in the retrieval of c 4000 flint artefacts, but the majority are perhaps unlikely to be in situ. 24

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Flint cores, flakes and blades of the Levallois technique (c 175,000 – 70,000 BP) have also been found overlying the hand axe bearing gravels at Yiewsley and West Drayton. These were in a sharp and unabraded condition, indicating the likelihood that the work site and living areas were situated in the vicinity. A small number of implements dating from after 70,000 BP, found overlying terrace gravels, but below the brickearth, have been recorded at Yiewsley and .

Some examples of stray finds of Mesolithic flint artefacts in West Drayton and Harlington suggest sporadic and seasonal activity on the gravel terraces.

Overall archaeological potential: low for in situ remains.

Agricultural settlement (c 4000 BC – AD 50) The majority of Neolithic evidence in the area has been recorded south of Zone A, around Staines and particularly Heathrow (c 8km and c 3.5km south of the Crossrail route respectively). Here there is evidence of a Neolithic ritual landscape, centred on the Stanwell Cursus (see Zone Z above). Numerous Neolithic artefacts found on the banks of the River Colne and on the Taplow terrace around Heathrow suggest that there was a significant population in that area. Pottery and a cooking pit found in an excavation in West Drayton, and a pit with Fengate Ware for Stockley Park, Dawley, indicate that contemporary activity, and perhaps settlement also extended onto the Lynch Hill gravels. To date the Early Bronze Age has been difficult to identify from the archaeological record in the relatively large number of excavation sites on the Taplow terrace to the south. Apart from a notable find of a dismembered Aurochs (wild cow) buried, presumably as part of a ceremony, at Holloway Lane, c 1.8km south of the Crossrail route, few other features of this date have been identified. Recent radiocarbon dating from Cranford Lane, Harlington, c 1.9km south of the Crossrail route, suggests possible occupation, and definitely a cremation, from the later part of this period.

The Middle Bronze Age saw the beginning of a dramatic alteration of the landscape with the expansion of large agricultural field systems, such as those seen on the Taplow terraces to the south of Zone A. Gravel extraction in Boyers Pit, Yiewsley, c 475m to the north-east of the Crossrail works, has also revealed Bronze Age material, including cremation urns and evidence of a possible settlement. Middle to Late Bronze Age material from Stockley Park c 1km to the north-east provides further indications of occupation on the Lynch Hill terrace at this time.

An excavation on the Taplow gravels, at Cranford Lane, produced pits containing Earlier Neolithic pottery and flints. While there is some evidence of subsequent Early Bronze Age activity, the Cranford Lane site revealed Middle Bronze Age occupation, represented by a well and groups of pits, and probably the commencement of an extensive field system paralleling those suggested elsewhere on the terrace at that time, and amply demonstrated by recent work at Heathrow Terminal 5. The Cranford Lane system expanded in the Late Bronze Age into an extensive agricultural settlement with extensive well-regulated field systems, two to four occupation sites, and at least three phases of use.

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The free-draining gravel terraces of the Thames provided good farming land, and the field systems of the Middle and Late Bronze Age continued into the Iron Age. Whilst there may have been some localised relocation of settlements in the Early or Middle Iron Age, agricultural activity continued into the Roman period. A good example of an unenclosed Iron Age settlement has been excavated in Stockley Park c 500m to the north of the Crossrail route. It included round houses, numerous granaries, enclosure ditches, and a ditched droveway.

Overall archaeological potential: moderate

Roman hinterland (c AD 50 – AD 450) It is likely that the Roman conquest did not greatly affect the populations of this part of West London, and that native patterns of settlement and land use may have continued, without the superimposition of large villa estates, for some time. The nearest major Roman road, between London and Silchester, passes through Staines, c 5km to the south.

As with earlier periods, much of the archaeological evidence comes from the more intensely excavated Taplow terrace to the south of the Crossrail route. A possible villa Harmondsworth, on the western edge of the gravel terrace (see Zone Z), may have dominated the economy of small farmsteads in this zone and the surrounding area. Part of a wooden ladder was found in a quarry pit at Wall Garden Farm, c 1.6km to the south of the Crossrail route, and a Roman ditch close to the River Colne at Wise Lane, West Drayton, c 1.3km to the south-west of the Crossrail route. On both those sites, occupation appeared to continue, perhaps intermittently, from the Iron Age through to the end of the Roman period. At Cranford Lane, c 2km to the south of the Crossrail route, however, a small farmstead may not have been founded until the middle of the 4th century, and produced a hoard of scrap metalwork that has parallels from other sites in south-east England at that time.

Evidence from the Lynch Hill terrace is confined to small quantities of pottery, which might suggest a settlement pattern similar to the scattered farmsteads supplying Londinium seen on the Taplow terrace to the south. However, the lack of evidence may simply reflect a low intensity of archaeological fieldwork in the area.

Overall archaeological potential: low

Rural landscape (c AD 450 –1100) The fertile farmland of the brickearth capped gravel terraces may have formed an attractive resource for migrating populations as in preceding and subsequent periods. South of the zone, Saxon settlements have been excavated around the villages of Harmondsworth and Sipson, along the northern edge of the Taplow terrace. They included both major types of Saxon timber buildings: halls and sunken-featured huts (grubenhäuser). Saxon field systems were also recorded at Manor Farm, Harmondsworth.

Settlement is also likely to have to have been centred on the tributary valleys, although further north the extensive Middlesex forest may have formed a natural

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boundary. The historic villages of Harlington (c 2km south of the Crossrail route, on the Bath road) and Yeading (c 2.5km to the north) were linked by a local road following the western side of the Yeading Brook/Crane valley. Both have Saxon place names: Yeading is thought to derive from the tribal name Geddingas, of early Saxon origin. Closer to the route, a settlement at Botwell (just north of Hayes and Harlington station), c 225m north of the Crossrail route, is mentioned in a charter of AD 831, while the site of Dawley manor house, c 200m north of the Crossrail route, is thought to have been a pre-Conquest foundation. Hayes itself lay further to the north, close to the main Uxbridge Road (which is thought to have Saxon origins) and a hamlet here is also likely.

The hamlet of Dawley is recorded in Domesday, as are the larger settlements of Hillingdon and Harmondsworth to the south of the zone, the latter two having parish churches that incorporate Norman elements. It is therefore highly likely that the layout of lanes, villages and hamlets; between the Bath road to the south of the Crossrail route and the Uxbridge road to the north, was in place by the late Saxon period. However, this historical potential is not so far reflected in the archaeological record within the zone.

Overall archaeological potential: moderate

Manor estates and villages (c 1100 – 1750) The rural landscape established well before the Norman Conquest continued, little changed, through the medieval period. The land was divided into manorial estates with large open field systems and associated farmsteads and villages. The manorial estates of Harmondsworth and Hayes were both extensive and included several settlements, whilst the manors of Cowley and Dawley were more rural, encompassing just one hamlet each. Dawley had a population of only 12, and by c 1515 had been deserted, the land being converted to pasture by the owner of Dawley Manor. Any remaining cottages were probably destroyed in the late 17th century, during the emparkment of the land. The manor house and park (Dawley House) were remodelled several times in the late 17th and early 18th century, and were located west of Dawley Road, between the later railway and canal, although the original hamlet may have been further south. Medieval rubbish pits have been excavated in Hayes and West Drayton, indicating settlement, but the limited archaeological work so far undertaken closer to the railway, in the vicinity of the Dawley and Botwell hamlets, has not revealed corresponding occupation deposits.

Overall archaeological potential: low, rising to moderate around Dawley hamlet.

Infrastructure and urbanisation (c 1750 – present) The area remained predominantly rural, still characterised by isolated farms, hamlets and occasional country houses, like Botwell Lodge and Dawley House, although the latter was largely demolished c 1770. This landscape was not significantly changed by two major developments. The Grand Union Canal (originally known as the Grand Junction Canal) opened in 1794 and the Great Western Railway in 1838. The zone includes the GWR railway station at Hayes Station (later renamed Hayes and

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Harlington). The original station opened in 1864 in a building to the east of the existing island platform and is no longer extant. By 1895, the station building had moved to where the current station is located. The current ticket hall dates from around the 1970s.

This zone has one of the nine surviving 1838 Brunel 30ft span (broad-gauge) arched road overbridges that will be affected by the Crossrail works. The nine overbridges represent almost all of the remaining original overbridges between Paddington and Maidenhead, the others having been demolished as a result of late 20th-century railway development. The bridge comprises the well-preserved Old Stockley Road Bridge, built in London stock brick and abutted to the south by matching arched 25ft span extensions following GWR expansion of the track from two to four lines between 1879–84 and to the north by a later (late 19th-century) single-line arched span. These extensions demonstrate the historical development of the railway.

Like the canal, the railway did not immediately promote urbanisation, largely because it did not offer a suburban service until the 1870s. Instead, the new freight links encouraged the expansion of rural commerce, such as market gardening and particularly brick making. Open land was extensively exploited for brickearth, and later for the underlying gravel. Many of the resultant pits were used for landfill from London. Much of the area around the Canal and railway in this zone is still shown as predominantly open land on the 1868 and 1881 Ordnance Survey maps, with extensive brick fields and associated wells and clay mills. It was not until the 20th century that much of the land was progressively covered by suburban housing, with additional industrial and trading estates (especially to the north).

Overall archaeological potential: low, increasing to moderate for localised industrial features, including railway and canal infrastructure. This is in addition to the existing mid/late 19th-century GWR structures.

2.6.4 Selected research themes

Museum of London, 2002, A Research Framework for London Archaeology (page numbers in brackets): • Identifying the roles and significance of different types of monument, structure and enclosure (80). • Supplementing archaeological endeavour with place name and documentary research (81). • Contributing to our understanding of the creation of the London suburbs (81). • Clarifying the mechanisms that prompted agricultural intensification in prehistory and, specifically, the links between production and consumption of prestige goods, as against staple commodities (83). • Understanding the procurement and supply of building materials and labour, and the management of woodlands, quarries and other resources (83).

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2.7 Zone B: Hayes to Southall, the valley of the Yeading Brook Route windows W9–W10 No sites

2.7.1 Boundaries and layout Zone B extends for only c 500m (NGR 510250 179400 to 511420 179510) across the valley of the Yeading Brook, which becomes the eastern branch of the river Crane system further south at Cranford (Crane ford). There are no Archaeological Priority Zones. Historically the land was open fields and water meadows between the small settlements of Botwell to the west and Southall to the east (both outside the zone). The railway originated as Brunel’s Great Western Railway: it passes over the Yeading Brook and the Paddington branch of the Grand Union Canal and is in turn crossed by the A312 Hayes bypass, heading north from Junction 3 of the M4.

Relatively little archaeological investigation has been undertaken in the zone. However, the patterns of rural occupation and land use further south (eg the lower slopes at Cranford Lane) are probably also characteristic of this similar landscape. It should also be noted that an aerial survey of land in Zone B to the north of the Crossrail route identified ditches, an enclosure and a possible field system.

2.7.2 Topography and geology This zone takes in the shallow valley formed by the Yeading Brook. On either side, the Lynch Hill Gravels, overlain by brickearth, reach c 31–32m OD, whilst alluvial deposits in the valley base lie at c 27–28m OD. The topography of the zone has been altered by the construction of the Grand Union Canal and a canalized stream forming part of a drainage system on the land to the north of the Crossrail route. The zone has also been used for extensive brickearth and gravel quarrying.

2.7.3 Archaeological and historical background

Hunter-gatherer landscape (c 500,000 BP – 4000 BC) As for Zone A, the majority of Palaeolithic finds were redeposited flint hand axes recovered from the Lynch Hill terrace during gravel extraction, with no in situ artefacts recorded within the zone. The Yeading Brook was probably not in existence during the Palaeolithic period, but geological mapping suggests that other streams formerly flowed towards the Thames and could now be represented by buried palaeochannels, for example on the western side of the Crane valley at Cranford.

Mesolithic evidence may survive sealed beneath or within alluvial deposits in river valleys. The majority of finds are from the Colne to the west. Although the Yeading Brook/Crane valley is smaller than that of the Colne, it does also have a background potential for similar remains from the alluvium.

Overall archaeological potential: low

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Agricultural settlement (c 4000 BC – AD 50) With gradually rising river levels, Neolithic communities may have begun to relocate from river and stream valleys to the gravel and brickearth terraces of the Thames and its tributaries.

The Bronze Age field systems on the west side of the Crane at Cranford Lane (see Zone A) ended partway down the valley side, suggesting that the field and settlement system overlooked flood meadows on the lower slopes, in a similar topographic location to this zone. A sheet of alluvium sealing the eastern side of the field system suggested flooding in the Crane valley during the Early Iron Age. A further site in the Crane Valley, at Wyre Grove, Hayes, c 625m south of the Crossrail route, revealed Bronze Age activity, although much of the material was recovered from a general soil layer rather than datable features. Both sites produced limited evidence of continuity, confirming Iron Age activity in the vicinity. Cranford Lane revealed a small group of features, which might have been structural and there was Iron Age pottery at Wyre Grove but unfortunately no associated features. There is thus a good background potential for boundaries between prehistoric field systems and settlements on the gravel terraces and more open land on the lower slopes of the Yeading Brook/Crane valley, although this will have been reduced by post-medieval quarrying.

Overall archaeological potential: low

Roman and Saxon rural landscape (c AD 50 – AD 1000) There is very limited evidence of Roman activity within Zone B. Fragments of tile from an excavation at Wyre Grove suggests some form of Roman building in the vicinity, although they were residual finds in a general soil layer. It also contained Saxon pottery, probably indicating continued activity within a former Roman agricultural landscape, on the gravel terraces around the stream. This suggestion is strengthened by place name and other evidence for adjacent settlements (see Zone A, above).

Overall archaeological potential: low.

Rural tradition (c AD 1000 – 1790) The landscape remained largely open fields until the end of the 19th century, with dispersed occupation such as isolated farmsteads. The site of the 13th-century manor house of Cranford le Mote (or Stanford-le-Mote) lies c 950m to the south of the Crossrail route. The moat and earthworks can still be seen. By the early 17th century this had been succeeded by Cranford Lodge, slightly to the west of the medieval site and demolished in 1945, although the associated park survives. Slightly further north, c 225m south of the Crossrail route, was the small settlement of Bull’s Bridge, where the Uxbridge Road crossed the Yeading Brook.

Overall archaeological potential: low.

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Urban expansion (c 1790 – present) Construction of the original Grand Union Canal (1794); the Paddington branch, northwards along the Yeading valley (1801) and the Great Western Railway (1838) did not lead to rapid development, other than an extension of existing rural industries such as gravel extraction and brick making on the gravel terraces alongside the valley. Suburban and commercial expansion began in the early 20th century.

Overall archaeological potential: as for Zone A, above.

2.7.4 Selected research themes

Museum of London, 2002, A Research Framework for London Archaeology (page numbers in brackets):

• Understanding the relationship between landscape, river and settlement, and the influences of the Thames in particular on communications and social interaction. (79). • Understanding how the proximity of London affected the lives of people living and working in the immediate surrounding area (81). • Contributing to our understanding of the creation of the London suburbs (81).

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2.8 Zone C: Southall Route windows W8 and W9 Site 3 Southall Station

2.8.1 Boundaries and layout Zone C takes in the land between two river valleys, extending from the eastern side of the Yeading Brook (NGR 511420 179510) eastwards for c 3km to the western edge of the valley of the (NGR 514390 180255). It contains three Archaeological Priority Zones, the nearest c 150m south of the Crossrail route, marking the historic village of Southall Green. The railway turns gradually north-east, converging on the main historic highway into London from Oxford (Uxbridge Road) which it crosses at the east end of the zone. To the south, the Grand Union Canal proceeds south-east from its junction with the Paddington branch, before turning north-east, and eventually joining the Brent just east of the zone.

2.8.2 Topography and geology In the western half of the zone, the Lynch Hill gravels are sealed by brickearth, although this has been extensively quarried. To the east, the brickearth gives way to Taplow gravels, with an occasional small outcrop of the older Lynch Hill phase. The change in geology is reflected in the modern topography, with a drop in ground level from west to east, from c 31m OD to c 24m OD, down towards the River Brent.

2.8.3 Archaeological and historical background

Hunter-gatherer landscape (c 500,000 BP – 4000 BC) The Taplow Gravels on the eastern side of Zone C contain Palaeolithic artefacts which have been reworked by fluvial action and redeposited from the earlier terraces. There is, however, a background potential for remains at the base of the brickearth which caps part of the Taplow Gravels (over a distance of c 300m along the Crossrail route), although it is not currently understood whether these are in situ or reworked. However, to the west, important finds that may represent in situ Upper Palaeolithic sites have been made in quarrying and other works within the older Lynch Hill terrace which covers the majority of Zone C. In 1887, excavation of drainage trenches on Norwood Lane in Southall, c 575m south of the Crossrail route, revealed a mammoth skeleton c 4m below ground level within sandy loam, between two layers of gravel, near the junction with the underlying London Clay. It was associated with several flint flakes, one of which was in contact with the skeleton and may have been from the spear that brought the animal down. To the west, the bones of an elephant and another group of associated artefacts were recovered during excavations for the gasholder at Southall, c 50 north of the Crossrail route. Many other isolated finds have also been recorded.

Overall archaeological potential: moderate (potential for in situ material is confined to the Lynch Hill Gravels, and possibly where the Taplow Gravels are capped by brickearth). 32

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Agricultural settlement (c 4000 BC – AD 50) Much of Zone C follows the same pattern as Zones A and B, with limited evidence of Neolithic occupation and only sporadic finds of Bronze Age material. However this is possibly a reflection of the lack of systematic fieldwork and to the south-east of the zone aerial photographs show a series of crop marks, including a possible ring ditch, probably dating to the Early Bronze Age. The crop mark evidence has been reinforced by the excavation of a Late Bronze Age site at Ealing Hospital to the east of the zone, c 250m south of the Crossrail route (see Zone D).

Overall archaeological potential: moderate (although it should be noted that quarrying, which will have removed archaeological remains, is extensive in part of this Zone).

A rural landscape (c AD 50 – 1000) To date, there has been no evidence of Roman or Saxon occupation within Zone C, although it is probable that the well-drained land continued in agricultural use, as in Zone B. The name Southall has Saxon origins, and there is documentary evidence that the Archbishop of Canterbury owned land around Norwood and Southall, farmed by the local communities as tenants. The historic settlement of Southall lies c 400m to the north of the Crossrail route. As with other periods and with other sections of the Crossrail route, the archaeological potential may be understated because of a lack of organised fieldwork.

Overall archaeological potential: low.

Manorial estates (c 1000 – 1700) Estates, generally comprising a manor house, agricultural land and dispersed settlements, dominated the landscape within Zone C during the medieval period. There were several manor houses including those at Norwood c 1.3km to the south of the Crossrail route, and Southall c 400m to the north (the latter still stands today). The earliest was the moated Dormer’s Wells, c 800m north of the Crossrail route. Small villages may have grown up around the manor houses, eg the hamlet of Dormer’s Wells. Southall consisted of Southall Green, c 275m south of the Crossrail route, where the listed manor house is located (possibly the original settlement) and Southall, further north and focused on the main Uxbridge/Oxford road, along the High Street.

The 1881 Ordnance Survey map shows a large group of buildings, Southall Park, just north of the railway to the east of the station. This originated as an Elizabethan mansion but had become a private asylum. It burnt down in 1883 and is now a municipal park. On the road from Southall Green to Southall, north of the station is Marylebone School, opened by the poor law guardians in 1860 for children from Marylebone workhouse in London.

Overall archaeological potential: moderate

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Urbanisation (c 1700 – present) The main road (Uxbridge Road), westwards out of London towards Oxford, was an important coaching route and the hamlet of Southall probably developed as stopping place. The road crosses the Crossrail route east of Southall. The Red Lion, still standing on the Uxbridge Road, is an 18th-century inn, probably built in part to meet this need, although both Southall and Southall Green remained separate villages within a largely rural landscape until the late 19th century.

The Zone includes a GWR railway station at Southall. A station opened here in 1839 but was later demolished. A new station that includes the current station building was built in 1859 along with the road bridge that carries South Road.

The conjunction of railway and canal infrastructure in the Southall area did promote some industrialisation. There were docks on the Paddington branch of the Grand Union Canal (1801) primarily to access the brickfields. In the area between the canal and the GWR (1838) to the south, an oil works was established in the mid 19th century and a gas works by the Brentford Gas Company in 1869, the latter served by both a coal wharf on the canal and its own railhead from the GWR. Similarly, to the south-east of Southall station, there was an area that could be accessed from both the original canal (1794) and the GWR branch line from Southall (1855) both of which ran to docks on the Thames at Brentford. On this land the world’s largest margarine factory was built in 1894, again with its own railway sidings and canal dock. Suburbanisation finally developed following the opening of the electric tramway along Uxbridge Road in 1901 and long streets of semi-detached houses were built, many over the former brickfields.

Overall archaeological potential: moderate

2.8.4 Selected Research Themes As for Zone A.

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2.9 Zone D: Southall to Hanwell Route window W7 No sites

2.9.1 Boundaries and layout Zone D takes in the valley of the River Brent extending for c 1km from the west side to the east (NGR 514390 180255 to 515260 180475), the majority being covered by Archaeological Priority Zones. Abutting the Crossrail route to the north is an APZ protecting the Brent valley, while to the south the land beyond Ealing Hospital is also included. In the west, the railway marks the boundary between suburban development (to the south) and open land, including Brent Valley Golf Course (to the north). However, in the east of the zone, suburban Hanwell has expanded to cover all the opposite side of the valley. To the south, the Grand Union Canal joins the Brent.

2.9.2 Topography and geology The sides of the Brent valley are formed of Taplow gravel with an accumulation of later river alluvium forming a flood plain in the valley base. Ground level at the zone boundaries is c 22–23m OD, falling to c 13m OD in the valley, at its lowest point.

2.9.3 Archaeological and historical background

Hunter-gatherer landscape (c 500,000 BP – 4000 BC) The few examples of flint artefacts from this zone come mainly from 19th-century gravel quarrying. One group, including an abraded quartzite hand axe, were recorded as being found c 5m below ground level in 1897–1900. Consistent with the Taplow gravels, these finds are abraded and apparently redeposited over some distance by river action, indicating an absence of any contemporary in situ deposits.

As with the River Crane, it is unlikely that the present course of the Brent existed in the Palaeolithic period. However, the presence of the Taplow gravels indicates some form of riverine activity during this period and an excavation around St Margaret’s Road, c 800m south of the Crossrail route, found evidence of a former channel of the Brent. A chance find of a Mesolithic tranchet axe beneath the alluvium indicates a human presence in this period. Although there have so far been few Mesolithic artefacts from the river valley, the predictable resources (water and food) and natural transport corridor would have attracted settlement and other activity, and there is, therefore, a background potential for Mesolithic remains within or beneath the alluvium.

Overall archaeological potential: low (Mesolithic remains within or beneath the alluvium; Palaeolithic remains will be reworked).

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Agricultural settlement (c 4000 BC – AD 50) The gravel terraces surrounding the river valley would have been attractive for more permanent agricultural settlements. An excavation on the western boundary of the zone, close to the Crossrail route at Ealing Hospital, produced a dispersed assemblage of Late Bronze Age pottery and flints (a Bronze Age hoard was also found in this general area). Crop marks (see Zone C) confirm a general background potential for Middle to Late Bronze Age activity in the Brent valley. The agricultural landscape probably continued into the Iron Age, although again there is little direct evidence so far.

Overall archaeological potential: moderate for Bronze Age material.

Rural landscape (c AD 50 –1000) During the excavation of a GPO trench near Church Road, c 350m north of the Crossrail route, Roman pottery, including a small bowl, was recorded. This suggests activity in the Brent valley, although its nature remains poorly defined. Similarly, it is clear that the resources of the Brent and its floodplain were exploited in the Saxon period. The main road to Oxford (Uxbridge Road) is thought to be a Saxon route and, to the north, (Grenan forda: the ford on the Brent) is referred to in a charter of AD 845. Hanwell is also of Saxon origin, being Hanewelle in the Domesday survey. An excavation at Boston Road in the early 20th century recovered Saxon pottery, lead loom weights, and some fragments of human bone. Nearby to the east, a Saxon burial ground containing at least seven inhumations and around 50 spears was found in 1886, suggesting an early settlement here, overlooking the Brent valley.

Overall archaeological potential: moderate

Exploiting the river (c 1000 – 1790) The medieval village of Hanwell, c 300m south of the Crossrail route, lay on higher ground just to the east of the zone boundary. The 12th-century parish church of St Mary’s, c 300m north of the Crossrail route, indicates the site of a deserted medieval settlement. On Rocque’s map of 1746 the small settlement around it is called Church End and is distinct from Hanwell itself to the east, suggesting a migration of settlement. The first recorded bridge, where the main Uxbridge Road crosses the Brent, was also medieval and some of the original arches have been incorporated into the 18th-century bridge. Rocque also shows another small settlement, near Brent Bridge, referred to as Tickill on a 1680 map and possibly known as Tot Hill. Both this and Church End were absorbed into the subsequent expansion of Hanwell.

The landscape was largely agricultural, and the river was powerful enough for a water mill to process grain. One is mentioned as early as Domesday, but the location is uncertain. It is thought to have been a precursor to the mill situated on Greenford Road by 1433. It was fed from springs to the west towards Dormer’s Wells and a large millpond was constructed in the mid-18th century. The mill belonged to the estate of Southall Manor and remained in manorial hands into the 19th century. The millpond and mill (marked as an over-shot mill for flour) together with a windmill to the north of it, are shown on the 1868 Ordnance Survey map. By 1894 it had become

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Mill Farm and part of the millpond is still extant, on the golf course west of Greenford Road. There was another windmill, shown on Rocque’s 1746 map, to the south of the Uxbridge Road on Windmill Lane.

Overall archaeological potential: moderate

Urbanisation (1790 – present) The Middlesex County Lunatic Asylum was built in 1829–30, c 800m south-west of the Crossrail works, between the Canal and the Uxbridge Road. It had extensive grounds and a formal garden cared for by the patients. The Asylum became St Bernard’s Hospital in 1938 and was absorbed into Ealing Hospital in 1980. Between 1848 and 1866 one of the visiting doctors set up The Lawn, on the opposite eastern side of the Brent, as a private asylum for women.

By the 1868 Ordnance Survey map, the southern of the two windmills (above) still survived, to the south-west of the asylum. However, the change to the landscape is illustrated by the fact that it now stood at the point where Brunel’s unique structure (Three Bridges) had been built to carry the complex transport intersection of Windmill Lane over the canal and the GWR Brentford branch of 1855 under it. Both Three Bridges and the Hanwell flight of locks on this stretch of the Canal are designated as Scheduled Ancient Monuments, located c 500m south of the Crossrail route.

The GWR opened in 1838. In order to cross the river valley, Brunel built extensive embankments, leading to the Wharncliffe Viaduct over the Brent, a brick structure c 900 feet long and 70 feet high, formed of eight arches and still in use today. The 1868 Ordnance Survey map shows extensive quarry pits north of the Uxbridge Road, on both sides of Greenford Road, probably used for construction of the embankment. It also shows the original Hanwell station at the east end of the viaduct. The present station was built a little further east in 1875–77 and is notable for its platform canopies and ironwork, which are listed.

The railway was originally built for freight and long distance passenger travel and did not immediately promote suburban development, although a few villas are shown on later 19th-century maps. The GWR branch north to Greenford and its suburban stations such as Drayton Green are a 20th-century feature. The original railway did though provide the opportunity for out of London cemeteries for some of the more urban boroughs. The St Mary Abbots () burial ground with Gothic style lodges and chapels opened in 1855 and is still extant, adjacent to the railway, just east of Hanwell station.

Overall archaeological potential: moderate

2.9.4 Selected research themes As for Zone A.

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2.10 Zone E: Hanwell to Acton Route windows W4–W7 Site 4 Hanwell and Elthorne Station, Site 5 West Ealing Station, Site 6 Ealing Broadway Station and Site 7 (part) Acton Station and Dive-under

2.10.1 Boundaries and layout Zone E extends eastwards for c 4.7km, from the east side of the Brent valley to the intersection of the Lynch Hill gravels and the London Clay (roughly between Hanwell and West Acton: NGR 515260 180475 to 519950 181100). There are several Archaeological Priority Zones, including one south of the Uxbridge Road in the centre of the zone (c 50m from the Crossrail route) and a second to the east, bounded on the north side by the railway.

Historically, the landscape along the route was open fields around the settlements of Hanwell, Ealing and Acton. The main Uxbridge Road crosses the zone and the railway runs just to the north of it as far as Ealing Broadway Station, where the road turns south-eastwards and the two routes increasingly diverge.

More archaeological excavation has taken place in Zone E than in the other zones east of the River Crane (ie Zones C to F), with the highest frequency around Acton, but there are still large gaps in current knowledge. In part, this is because the sites are widely spaced through the zone, but also because many have been damaged by 19th and 20th-century activity.

2.10.2 Topography and geology The Crossrail route runs close to the boundary between a gravel and brickearth terrace and the London Clay, which outcrops 200–300m to the north. Occupation patterns and land use to the north could therefore differ from those in the south. The majority of the terrace is formed of Lynch Hill gravels, with an area of the younger Taplow phase to the west, near the river Brent. The brickearth in this zone appears to have been less severely truncated than at the western end of the route, although the railway itself is within a cutting. The route occupies a gentle slope overlooking the Thames in the south and the Brent in the west. Modern ground level also rises gradually across the zone from c 24m OD in the west to c 33m OD in the east. The westernmost stream of the Stamford Brook ran through South Acton, along the line of Bollo Lane, and was known in the 19th century as Bollo Brook.

2.10.3 Archaeological and historical background

Hunter-gatherer landscape (c 500,000 BP – 4000 BC) As in Zone A, a large number of flint artefacts have been recovered from the Lynch Hill gravels, mainly in the 19th century during quarrying and the digging of basements. A major Middle Palaeolithic site (since dated to c 100 000 – 40 000 BP) was discovered in 1885 at Creffield Road, Acton. This site is particularly important because it has been interpreted as an in situ working floor, with almost five hundred 38

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flint flakes recovered from the interface between the gravel and the overlying brickearth. More recent excavations in the vicinity have recovered a large number of flint artefacts, but the continuation of the working surface remains elusive.

Acton has also been particularly prolific for evidence of Mesolithic activity, with some probably in situ. A group of flint flakes, blades, cores and scrapers recovered at Woodgrange Avenue, c 600m south of the Crossrail route, in 1906 was noted as being on a ‘workshop’ floor and appeared to be associated with a silted-up watercourse. An excavation in 1974–5 attempting to locate more of the Palaeolithic site at Creffield Road to the north instead recovered around 5500 flint flakes, the majority datable to the Mesolithic period. They were found within the brickearth, although it was unclear whether they were in situ. A later investigation recovered further material and included a geological investigation, which indicated that the material had been deposited in situ on a surface and later distributed into the underlying brickearth by bioturbation (animal and root action). The discovery of Neolithic flints and late prehistoric pottery (possibly Bronze or Iron Age) on the same site suggests that the area was settled during much of the prehistoric period.

Overall archaeological potential: moderate, in the Acton area.

Agricultural settlement (c 4000 BC–AD 50) Apart from the finds mentioned above only one other Neolithic find, a polished flint axe, has been recovered, and Bronze Age material too, is scarce. However, south of the zone, both to the east and west, cremations have been found and the Creffield Road site did include a Bronze Age hearth demonstrating a background potential for settlement in the general area.

Iron Age evidence is sparse, limited to a single gold coin of c AD 10–40 from Creswick Road, and a Late Iron Age or early Roman coin hoard from Hanwell Park. Iron Age coins have also been found to the north and south of the zone, but do not necessarily imply settlements.

Overall archaeological potential: low.

Roman hinterland (c AD 50 – AD 450) The main road to Silchester lay c 3km south of the Crossrail route and the majority of Roman material comes from the south-east quarter of the zone. Spot finds include coins and pottery, a lamp and part of a bronze flagon but, more importantly, Roman pits were excavated in Acton Shopping Centre, Churchfield Road, c 950m south of the Crossrail route. Further to the south, just outside the zone, several Roman ditches were excavated. Although the evidence is sparse, it suggests a farmed rural landscape along the road and a small Romano-British community living in the area.

Overall archaeological potential: low.

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Rural settlement (c AD 450 – 1800) Proceeding eastwards along the road from Oxford into London, Hanwell is a known Saxon settlement, and Ealing and Acton have Saxon place names (eg Acton: oak village). Ealing is recorded as a settlement in a charter of AD 698 and a settlement at Acton is mentioned in Domesday. The historic centres of Ealing, Hanwell and Acton are located c 150m, c 300m, and c 750m to the south of the Crossrail route respectively.

These three villages were all well-established by the medieval period. The railway bisects historic Ealing, which had two separate centres, Haven Green on the north side of Uxbridge Road and the main settlement around the High Street and Ealing Green to the south. The manor house (Pitshanger Manor) was rebuilt by Sir John Soane c 1800 and is Grade I listed. The parish church is some way south of the Green, suggesting that there has been a migration of settlement towards the Uxbridge/Oxford road.

Acton, centred around its High Street, is also on the main Uxbridge/Oxford road, but at this point it lies c 750m south of the Crossrail route. There were also outlying hamlets such as Ealing Dean and Drayton Green, c 275m south and c 300m north of the Crossrail route respectively. Ealing Dean is known from 1234 and Drayton Green appears to have grown up around a large house, possibly moated (shown on Rocque’s map of 1746) although it was not the centre of a manorial estate. In the post-medieval period there were also occasional country houses, such as Castlebar House, north of Ealing, first mentioned in 1631 and demolished c 1855 and the 18th-century Hanwell Park, west of Drayton Green. Both these estates (and the old manor house at Drayton Green) can still be seen on the 1894 Ordnance Survey map, although they were by then being broken up.

The remaining area was predominantly rural, with isolated farmsteads between the villages. For example, at the east of the zone, the 1864 Ordnance Survey map shows the railway passing through what were still open fields north of Acton; with Hanger Lane Farm and the hamlet of Mason’s Green lying between 500m and 1km north of the railway, between Hanger Lane and Horn Lane.

Much of the potential established from documentary sources has yet to be confirmed by archaeological evidence. Medieval remains have been recovered close to the Crossrail route on the Uxbridge Road in Ealing Broadway, and to the south of the 19th-century church, a variety of medieval potsherds was uncovered during work at Ealing Rectory.

Overall archaeological potential: moderate close to known medieval settlements.

Post-medieval development (AD 1800 – present) The Great Western Railway opened in 1838 with a station at Ealing. The original station building is no longer extant and very little of the original station layout survives. Suburban stops such as Castle Hill and Ealing Dean station (now West Ealing) and Haven Green (the ) were added later, between c 1880– 1890. The new commuter service from a semi-rural area close to London allowed Ealing to develop into the ‘Queen of the Suburbs’ in the late Victorian period, two or

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0007_R_Western.doc Crossrail Archaeological Impact Assessment: Western Route Section © MoLAS three decades earlier than similar suburban developments to the west. The construction of the railway track had a large impact on the geography of the zone because for most of the route through Ealing it runs in a cutting. This effectively divided the parish in two, and a series of bridges were built to connect the two sides. It also rendered the strip of land between the railway and Uxbridge Road unusable for agriculture, and it was seen as ideal for laying out the new residential streets. By the end of the 19th century, housing surrounded much of the Crossrail route in this zone.

Overall archaeological potential: moderate, except where remains have been removed by the railway cutting.

2.10.4 Selected research themes Museum of London, 2002, A Research Framework for London Archaeology (page numbers in brackets):

As for Zone B, plus: • The Mesolithic/Neolithic transition: understanding the significance of horticultural experimentation at this time, and the transition from hunter-gatherers into farmers (83). • Addressing Saxon migration concepts, using place name and archaeological evidence, to determine if, and how, migration took place (85).

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2.11 Zone F: Acton to Westbourne Green Route windows W1–W4 Site 7 (part) Acton Station and Dive-under, Site 8 Old Oak Common Depot, and Site 91 Ladbroke Grove to Westbourne Park Trackworks.

2.11.1 Boundaries and layout The western boundary of Zone F lies at the eastern extreme of the terrace gravels on this route section (NGR 519950 181100). The railway route then swings north- eastwards, leaving the terrace and crossing the higher ground of the London Clay for c 5.3km, before reaching the eastern boundary of the Western route section, approximately where the A40(M) crosses the railway at Westbourne Park station (NGR 524880 181790). The zone contains four Archaeological Priority Areas, although none are closer than c 270m to the Crossrail route. Historically, it was rural, consisting of fields, common land and woods between the villages of Acton in the west and Westbourne Green in the east. The zone largely consisted of the open land of Wormwood Scrubs and Old Oak Common, which formerly stretched for about three miles from the Uxbridge/Oxford road in the south to the in the north. Despite the extensive canal and railway development of the first half of the 19th century, most of the zone was not urbanised until later.

2.11.2 Topography and geology Zone F is situated entirely on the London Clay. The railway roughly follows the contour line around the inside of a basin-like slope carved out by a much earlier phase of the Thames, with modern ground level along the route varying between c 33m OD in the west and 27m OD in the east. The ground level changes more markedly north to south, sloping down from Willesden towards the Thames. As a result, the zone is crossed by several former streams draining southwards. The Stamford Brook arose on higher ground to the north, near the village of Harlesden and had two courses southwards. One ran down the west side of Horn Lane, through Acton village. The second ran across Old Oak Common (east of Old Oak Common Lane and Old Oak Road) through the village of East Acton. Both drained south to the Thames at . Further east, Counter’s Creek also arose on the higher ground (near Kensal Green) and ran south across Wormwood Scrubs, on the east side of Scrubs Lane and Wood Lane. A more prominent watercourse, the river Westbourne, lay just outside the eastern zone boundary. Although no longer visible, these important landscape divisions still form the respective boundaries across the zone between the London Boroughs of Ealing; and ; Kensington and Chelsea; and Westminster.

2.11.3 Archaeological and historical background

Hunter-gatherer landscape (c 500,000 BP – 4000 BC) Unlike the gravel terraces, the London Clay does not contain flint artefacts deposited by river action, which make up the majority of finds in the other zones. There are 42

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consequently very few Palaeolithic and Mesolithic chance finds and no artefacts from undisturbed contexts in this zone. The likelihood of encountering in situ evidence from these periods is therefore considered remote.

It is thought that the clay lands of north London were heavily forested during the prehistoric period. This would have made it difficult for hunter-gatherers to penetrate the area and they may have kept to the more easily accessible gravel terraces and river valleys.

Overall archaeological potential: low.

Forest (c 4000 BC – AD 50) There is no in situ evidence, to date, for prehistoric settlement or farming on this section of the London Clay. The heavy wooded soils were probably unsuitable for the light implements of early farming, which were more successful on the brickearth and gravel (eg in the valleys of Thames tributaries) where the majority of Neolithic axes have been found. Even here, they may represent transient activity rather than settlement, and Bronze and Iron Age remains are equally sparse. However, evidence elsewhere on clay soils suggests an economy of small pastoral and industrial settlements exploiting woodland resources, particularly in the Iron Age. It should be noted that the large-scale suburban development along this part of the Crossrail route took place with almost no archaeological investigation, and this apparent pattern could be the result of a lack of archaeological fieldwork.

Overall archaeological potential: low.

Roman hinterland (c AD 50 – AD 1100) There is equally a scarcity of known Romano-British occupation on the London Clay. It is likely that the area was still wooded, although the full extent is not known. The amount of timber needed to maintain Roman Londinium and its supporting infrastructure suggests that, rather than forest, extensive areas of more managed woodland were being maintained, eg by selective felling and coppicing. In other clay areas these resources also supported woodland industry, such as pottery kilns and the production of charcoal for fuel, but here evidence is lacking, as it is throughout the Saxon period. The Domesday survey indicates few settlements on the forested north London clay, but includes Harlesden, to the north of the Crossrail route, which has a Saxon place name, originating as a farmstead in cleared woodland; and in the late Saxon period was part of manorial lands belonging to St Paul’s Cathedral.

Overall archaeological potential: low.

Settlements (c AD 1100 – 1800) On present evidence, it was not until the medieval period that systematic clearing for farming began, but the land was not of good quality and in later periods was used for grazing sheep. Much of the zone became common pasture that lay between the village of Acton to the west; the main Uxbridge/Oxford road to the south and – in the east

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and north – the road to Harrow, along which were the villages of Westbourne Green, Kensal Green (Kingisholt: King’s wood) and Harlesden, located c 275m, c 350m, and c 1.2km to the north of the Crossrail route respectively. Each of these settlements was also located on one of the streams that cross the zone. In the centre was the open land of Old Oak Common and Wormwood Scrubs, still bordered to the east and north (towards Harlesden) by woods, which survived into the 18th century.

There were also isolated farmsteads and manor houses, some moated (a combination of status and practicality on the poorly drained clays). A moated site west of Horn Lane, on the western zone boundary, is thought to have been St Bartholomew’s manor and is shown on the 1864 Ordnance Survey map. There were smaller sub-manors near Kensal Green (where Chamberlayne manor and farm are documented c 1208) and at Notting Barns in the south-east of the zone. Small secondary settlements also began to develop, such as East Acton c 1km to the south of the Crossrail route, which is documented in 1294 as consisting of farmhouses and cottages.

The cleared common land east of Ealing, through Acton onto Old Oak Common, contained mineral springs, which were exploited from the 17th century. For a short time in the 18th century, Acton Wells and Wells House, close to the Crossrail route (west of Old Oak Common Lane) became a popular spa resort, convenient for London but still in the countryside. John Rocque’s map of 1746 shows the house and grounds, but the site was later bisected by railways and is marked on the 1874 Ordnance Survey map as ‘remains of’.

Excavations in the vicinity (Gypsy Corner, Acton, c 350m north of the railway) have revealed medieval occupation evidence such as pottery and tile fragments. The Crossrail route also runs close to Friars Place Farm, as well as crossing the silted-up Stamford Brook. Friars Place Farm at the north end of Horn Lane and the moated site to the west were farms occupied until the 15th century. East of Friars Place Farm were commons, called Worton or Watton Green and Rush Green in the 16th and 17th centuries, and Friars Place in the 18th century, where there was some settlement by 1664.

Overall archaeological potential: moderate in areas of known medieval occupation.

Urban development (AD 1800 – present) The Grand Union Canal extension to Paddington was opened in 1801 and is adjacent to the Crossrail route to the north of Old Oak Common and Wormwood Scrubs. All Souls Cemetery Kensal Green, on the northern side of the canal, was begun in 1833, with chapels, catacombs and mausolea in the Greek Revival style. It was the first of the large civil grounds designed to solve London’s burial crisis. The high status Victorian cemetery contains many notable individuals, including Brunel, Thackeray and Trollope, as well as children of George III. The perimeter wall, all the buildings and c 100 of the memorial monuments are listed. Adjacent, to the west, St Mary’s Catholic cemetery opened in 1858.

Kensal Green Cemetery was soon bordered by two of the first London railways, both opened in 1838: the London and Birmingham on the north side and Brunel’s GWR beyond the canal to the south. By the 1870s, Old Oak Common had become a 44

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complex railway interchange, linking these two routes to further lines constructed across the zone by companies such as the West London Junction Railway (1844); the North and South Western Junction (1853) and the Tottenham and Hampstead Junction Railway (1860). This area developed into a large railway engineering works and stabling sidings (Old Oak Common Depot). The zone also includes the sites of three former GWR stations. In the west, Old Oak Lane Halt (1906) – the first stop on the new GWR line – was built primarily for staff of the maintenance workshops, by then the largest railway depot in England. To the east, the small Mitre Bridge station was built in 1844, to provide a connection between the GWR and the West London Junction Railway. It survived as a private house until 1934. At the eastern zone boundary, Westbourne Park was built in 1866 for the Hammersmith and City Railway, but the GWR added a station in 1871, and had operated a locomotive depot to the east since 1852 (later transferred to Old Oak Common).

Elsewhere in the zone, land adjacent to the railways became gradually built-up. There was a Naphtha Works in the 1870s, where Old Oak Common Lane crosses the Canal. To the north, the Western Gas Light Company built a gas works in the mid 19th century, on land between the Canal and the GWR lines - it survived until the 1970s. There was a smaller gas works to the west, on the south side of the railway, near Mitre Bridge. In the east of the zone (between the GWR and the Harrow Road), Kensal New Town had developed from the 1840s to house the workers needed for the canal, railways and other enterprises.

However, this development was mostly to the north of the Crossrail route. The 1871 Ordnance Survey map shows that, to the south, Wormwood Scrubs remained largely open land, with the stream courses of Stamford Brook and Counter’s Creek visible (although the latter had become a sewer). To the south-west, East Acton is still a separately recognisable village on the Stamford Brook; with manor house, grange and almshouses. Open land extends from Old Oak Farm to Scrubs Lane (with a military rifle range at the northern end of Wood Lane). Beyond, to the east, the farms of Notting Barn and Portobello are also surrounded by fields, which extend north-west as far as Redhouse Farm, near the gas works at Mitre Bridge.

The 1915 Ordnance Survey map shows that the open land was being put to more varied use. In the central part of the zone, waste disposal (a ‘dust destructor’) a former brick works, and an Isolation Hospital are shown close to the Crossrail route west of Old Oak Common Depot whilst, to the south, part of Wormwood Scrubs has become a golf course. Eastwards, between Old Oak Common Lane and Scrubs Lane, part of the common has been built on for ‘His Majesty’s Prison’ (constructed 1875–91) and alongside it a new, more modern Hammersmith Workhouse (opened in 1905 and dubbed the Paupers’ Paradise).

However, the most marked changes took place to the west, north and east of the zone. To the west, the former common land and brickfields of Acton Vale (to the south of the former village of East Acton) became a centre for heavy engineering and was prominent in the early development of the aeronautical, electrical and motor industries, with firms such as Wilkinson Sword (1903) and Napier (1904). To the north of the Crossrail route, another industrial area grew up at Park Royal around the First World War airfield on Hanger Hill, where the Alliance Aeroplane Works was established in 1918.

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In contrast, the development in the eastern part of the zone, closer to London, was wholly residential. Here, east of Scrubs Lane, the open farmland of 1871 (north of the Hammersmith and City Railway) had by 1915 been developed into the middle class suburbs of North Kensington. During the Second World War, Wormwood Scrubs Park was the location of anti aircraft defences, including heavy artillery and a rocket site. The two batteries were first mentioned in 1940 and last documented in 1946.

Overall archaeological potential: moderate, increasing to high for localised railway and canal infrastructure.

2.11.4 Selected research themes

Museum of London, 2002, A Research Framework for London Archaeology (page numbers in brackets):

As for Zone B, plus: • Understanding the procurement and supply of building materials and labour, and the management of woodlands, quarries and other resources (83). • Characterising woodland industry signatures, as distinct from agricultural evidence (41). • The change and diversification in farming communities (87).

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3 Scheme Description

3.1 Overview of Crossrail Works in Western Route Section

3.1.1 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 1km 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 200m 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 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 25kV AC overhead line equipment (OHLE), generally in the form of 6m 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, raising of parapets (side walls) for public safety reasons.

3.1.2 Construction Construction methods for the Western route section are described in further detail in Chapter 9 of the Environmental Statement, under each route window.

3.1.3 Design Options Design options which have been considered, but not taken forward, are described in Chapter 9 of the Environmental Statement, under each route window.

3.2 The Route Windows The scale of the works along the route varies, with relatively minor works taking place in some route windows and more substantial works in others. The table below summarises the main works (excluding enabling works) that will take place in the 47

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Western Section. Those route windows containing the more substantial works are highlighted with shading.

The level of detail that is reported in subsequent sections for route windows W25 to W1 is commensurate with the extent of works that is proposed in each of these route windows.

Main elements of the scheme within the Western Route Section (route windows with major works are highlighted)

Route Window Main project works Local authority

W25: Maidenhead station • Stabling and turnback facility Royal Borough of Windsor & Maidenhead Welbeck Road to York • Replacement of one ticket Stream hall and provision of new ticket office • New bay platform and platform extensions • Extension to existing subway • Overhead line equipment W24: Maidenhead railway • Overhead line equipment Royal Borough of Windsor & bridge Maidenhead and District of York Stream to Bridge W23: Taplow station • Platform extensions District of South Bucks Jubilee River Bridge to • Overhead line equipment Hitcham Road • Footbridge works W22: Lent Rise • Overhead line equipment District of South Bucks and Borough of Slough Hitcham Road to Clare Road W21: Burnham station • Platform extensions Borough of Slough Clare Road to Henley Road • Overhead line equipment W20: Dover Road and • Overhead line equipment Borough of Slough Leigh Road bridges • Works to Dover Road bridge Henley Road to Yarmouth Road • Replacement of Leigh Road bridge W19: Stoke Poges Lane • Overhead line equipment Borough of Slough bridge • Works to Stoke Poges Lane Yarmouth Road to Grays road bridge and footbridge Road • Works to Farnham Road bridge including track lowering

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Route Window Main project works Local authority

W18: Slough station • Changes to the ticket hall, a Borough of Slough new footbridge and provision of Grays Road to Eastbridge lift access • Platform extensions and a new bay platform • Overhead line equipment • Works to three road bridges • Construction of a new goods loop W17: Middlegreen Road, • Overhead line equipment Borough of Slough St.Mary’s Road and Trenches bridges • Replacement of Middlegreen Road bridge, St.Mary’s Road Eastbridge to Darwin Road (Church Lane) bridge, and Trenches footbridge W16: Langley station • Overhead line equipment Borough of Slough Darwin Road to Southwold • Platform extension Spur • Reinstatement and extension of track at Langley East Junction W15: Dog Kennel bridge • Overhead line equipment District of South Bucks and Borough of Slough Southwold Spur to • 1.2km of new track on the Bathurst Walk north side of the line with associated embankment widening • Demolition of Dog Kennel bridge • Construction of new bridge span over road adjacent to existing Chequers bridge W14: Iver Station • Overhead line equipment District of South Bucks Bathurst Walk to River • Replacement of ticket office Colne • Platform extension and provision of new platform face • Track realignment • Demolition and replacement of Thorney Lane bridge including road realignment W13: West Drayton • New stabling facility on the District of South Bucks and LB station and stabling site of former West Drayton coal Hillingdon depot River Colne to Roberts Close • Replacement of the ticket hall, and new overbridge and lifts • Platform extensions and track realignment • Overhead line equipment W12: Kingston lane • Overhead line equipment LB Hillingdon Bridge and Old Stockley Road bridge • Replacement of existing Kingston lane Bridge and Old Roberts Close to Stockley Stockley Road bridge with new Road Bridge footbridges and cycleways

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Route Window Main project works Local authority

W11: Stockley flyover • New viaduct along the north LB Hillingdon side of the railway and new Stockley Road Bridge to transfer structures at either end, Alpha Estate with associated trackworks • Overhead line equipment to the west W10: Hayes & Harlington • New track on north side of LB Hillingdon station rail corridor and extension of Station Road bridge Alpha Estate to Brent Road • New ticket hall, footbridge and lifts • New platform and platform extensions W9: Southall West sidings • None LB Hillingdon and LB Ealing Brent Road to Randolph Road W8: Southall station • New ticket hall, new LB Ealing overbridge and lifts Randolph Road to Lyndhurst Avenue • Extended platforms • Track works including new track W7: Hanwell station • Platform extensions LB Ealing Lyndhurst Avenue to Church Road W6: West Ealing station • Replacement of the ticket LB Ealing hall; new overbridge and lifts Church Road to St Leonards Road • New bay platform • Platform extensions W5: Ealing Broadway • Replacement of the ticket LB Ealing station hall St Leonards Road to District • Platform extensions & Picadilly Line Bridge W4: Acton Main Line • New rail underpass west of LB Ealing station and yard Acton Yard and remodelling of Acton Yard District & Picadilly Line Bridge to Western Avenue • New ticket hall • New footbridge • Platform extensions and new lifts W3: Old Oak Common • Fifteen new stabling sidings LB Ealing and LB depot Hammersmith & Fulham • Carriage washing facility and Western Avenue to Hythe crew accommodation Road W2: Canal Way • Changes to the track layout LB Hammersmith & Fulham and Royal Borough of Hythe Road to Admiral Kensington & Chelsea Mews W1: Portobello Junction • Remodelling of Paddington Royal Borough of Kensington approaches trackwork & Chelsea Admiral Mews to Edenham Way

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3.3 Route Window W25: Maidenhead Station

3.3.1 Overview of Route Window W25 Within this route window the main Crossrail works will involve:

• construction of stabling and turnback facilities west of Maidenhead station;

• upgrading of Maidenhead station including a new ticket hall, lifts, a new platform for Marlow branch services and platform extensions, an extension to the existing subway; and

• introduction of overhead line equipment.

3.3.2 Permanent Works

Turnback and Stabling Facility Stabling facilities will be constructed about 350m west of Maidenhead station on a site currently occupied by a car park and an industrial unit. They will comprise six 250m 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 70m long bay platform (platform six) will 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 10m 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.

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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.

3.4 Route Window W24: Maidenhead Railway Bridge

3.4.1 Overview of Route Window W24 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 utility diversions on the bridge will be required to enable installation of OHLE.

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, rail-mounted piling rig, diesel locomotive and wagons, a vibrating poker, generators and road/rail cranes and hand held plant.

3.5 Route Window W23: Taplow Station

3.5.1 Overview of Route Window W23 Crossrail will entail 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 26m to accommodate Crossrail trains. 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.

3.6 Route Window W22: Lent Rise

3.6.1 Overview of Route Window W22 Crossrail will entail the introduction of overhead line equipment throughout the alignment in this route window.

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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3.7 Route Window W21: Burnham Station

3.7.1 Overview of Route Window W21 Crossrail will entail 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 26m to accommodate Crossrail trains. 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.

3.8 Route Window W20: Dover Road and Leigh Road Bridges

3.8.1 Overview of Route Window W20 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. The parapets of Dover Road bridge will be raised.

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.

Leigh Road bridge will be replaced with a new steel single 25m 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. 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 20m. The new steel structure will then be installed. Finishing works will involve casting the concrete deck, directing services back onto bridge and resurfacing the road. Required construction plant include mobile cranes, tracked loader, vibratory roller, excavators, concrete pumps, generators, compressors and piling equipment.

Worksites will be located at the north-west, south-east and south-west 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.

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3.9 Route Window W19: Stoke Poges Lane Bridge

3.9.1 Overview of Route Window W19 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 Stoke Poges Lane, the road bridge will be raised to provide sufficient clearance for OHLE. The works 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 road bridge for up to 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.

At Farnham Road bridge, the parapets will be raised and the track will be lowered slightly beneath the bridge. The parapet works 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.

3.10 Route Window W18: Slough Station

3.10.1 Overview of Route Window W18 Within this route window the main Crossrail works will involve:

• upgrading of Slough station including a new bay platform, platform extensions and modifications to the ticket halls;

• a new footbridge at the western end of the station with lift access to all platforms;

• provision of a Slough goods loop; and

• introduction of overhead line equipment throughout, and changes to three road bridges to accommodate this. 54

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3.10.2 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 80m long bay platform for terminating service from Reading will be constructed at the western end of platform five. A 95m extension at the eastern end of platform five will require platform six to be filled in. Other platforms will be extended westwards by between 26m and 57m 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 40m long passenger bridge will be constructed at the west end of the station. Lifts will be provided from this to each platform. The existing listed footbridge that spans the centre of the station will be refurbished and retained for staff and emergency access only.

Bridge Works Works will be undertaken at the following bridges.

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

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

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

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 high-speed 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.

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3.11 Route Window W17: Middlegreen Road, St. Mary’s Road and Trenches Bridges

3.11.1 Overview of Route Window W17 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.

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 precast 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.

3.12 Route Window W16: Langley Station

3.12.1 Overview of Route Window W16 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).

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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.

Platform extensions and subsequent drainage, lighting and finishing works, as well as rail systems and track work will take about one year and one month to complete. Construction plant required at the station worksite will include a bulldozer, excavators, pneumatic drills, mobile cranes, lighting rigs, compressors and generators.

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 twelve 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 will be by rail using existing lines.

3.13 Route Window W15: Dog Kennel Bridge

3.13.1 Overview of Route Window W15 A new single track relief line will be constructed on the northern side of the alignment over about 1.2km between Chequer bridge (in Route Window W16) 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. This 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.

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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.

Dog Kennel bridge will be demolished, works taking 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 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.

3.14 Route Window W14: Iver Station

3.14.1 Overview of Route Window W14 The permanent works will comprise the provision of overhead line equipment along the Crossrail route.

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 30m 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. 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.

In order to accommodate the OHLE, Thorney Lane road bridge will be replaced with a new steel structure immediately to its east, 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 58

0007_R_Western.doc Crossrail Archaeological Impact Assessment: Western Route Section © MoLAS footbridge will be retained and its parapets raised. These bridge works will take approximately one year and three months to complete. They will require various 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 , 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.

The number of lorries accessing the two northern worksites for Thorney Lane bridge will be up to 40 lorries per day spread between each during the five week construction peak, and around 24 at each site at other times. Very similar lorry numbers will occur for the southern worksite.

In order to provide sufficient electromagnetic clearances between the OHLE and the existing high voltage (HV) 132kv cables above the railway, two 20m high lattice masts will be installed to raise the HV 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 17m by 8m.

3.15 Route Window W13: West Drayton Station

3.15.1 Overview of Route Window W13 Within this route window the main Crossrail works will involve:

• construction of a new stabling facility on the site of the former West Drayton coal concentration depot; • redevelopment of West Drayton station; and • introduction of overhead line equipment throughout.

This route window is located within the District of South Buckinghamshire and the London Borough of Hillingdon. West Drayton station lies within an entirely urban setting, between the built-up areas of Yiewsley to the north and West Drayton to the south. These areas form a wedge of development that extends southwards to the M4 and is bounded to the west by the Colne valley and to the east by open land along the A408 corridor. To the east of the station, the Grand Union Canal runs parallel with the railway, before turning northwards along 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. 59

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West Drayton stabling sidings is currently occupied by an aggregates distribution centre and other open storage use. It is bounded to the south by the Great Western Main Line and to the north by the branch line.

3.15.2 Permanent Works

West Drayton Stabling Sidings A new stabling facility will be constructed on the site of the former West Drayton coal concentration depot, west of the station. The facility will comprise 22 sidings with low height lighting, train washing facilities and staff accommodation buildings. The sidings will require the removal of light industrial units, the provision of a new bridge over the Frays River and the realignment of an access road.

West Drayton Station Various track and platform works will be required at West Drayton station. Platform four will be lengthened at the eastern end by 62m 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 100m. Platform three will be extended eastwards by 65m.

A new ticket hall will be constructed east of the existing facility at the station. A new footbridge will be provided with lift access to the platforms. The existing ticket hall will be converted to commercial use. The existing subway will remain open to provide public access between the station ticket hall and the residential area to the south, with the stairs to the platforms blocked up.

Signalling and Overhead Line Equipment New and modified signalling will be required for the stabling and station. Overhead line equipment will be installed on all five tracks at the station, on the stabling sidings and along all of the alignment in this route window, except for the Colnbrook branch.

3.16 Route Window W12: Kingston Lane Bridge and Old Stockley Road Bridge

3.16.1 Overview of Route Window W12 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 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

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complete, the existing bridge will be demolished; if suitable, some of the spoil from this will be used for the approach embankment. Works at this site will be undertaken from the West Drayton Station to Horton Bridge worksite (see Route Window W13) and from a worksite located on the southwest corner of the bridge (the Kingston Lane worksite). Each worksite will be served by 10 lorries per day during the two week peak construction period and typically by two per day at other times. Construction plant will include a crane and a mini piling rig. The works will take approximately 10 months to complete.

At Old Stockley Road bridge, foundations for a new bridge will be piled and the main steel structure will be installed adjacent to the existing bridge. On completion of the new bridge, the existing bridge structure will then be demolished. These works will take about five and a half months to complete.

Some minor parapet works will be required at the adjacent Stockley Road (A408) bridge.

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.

3.17 Route Window W11: Stockley Flyover

3.17.1 Overview of Route Window W11 Within this route window the main Crossrail works will involve provision of a new flyover to accommodate the eastbound Crossrail/Heathrow Express line, together with the track realignments associated with this.

3.17.2 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 1km 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 400m 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 300m 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).

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At its eastern end, the viaduct widens as the single track diverges into two, opposite Swallowfield Way. An eastern transfer structure, 240m long and up to 20m 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 300m 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 that the northern edge of the railway boundary will move northwards by up to 20m between Stockley flyover and Dawley Road bridge.

3.18 Route Window W10: Hayes and Harlington Station

3.18.1 Overview of Route Window W10 Within this route window the main Crossrail works will involve:

• extension of the existing freight line and creation of a new northern span for Station Road bridge to accommodate this;

• provision of a new ticket hall at Hayes and Harlington station to replace the existing, and of a new passenger overbridge with stairs and lift access to all platforms; and

• track and platform modifications at the station.

3.18.2 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 15m 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.

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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) normally will be used by all other eastbound trains. Crossovers will however, be installed that will 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 57m, platform three by 64m, platform four by 60m and platform one by 101m.

A new 500m2 station building will be constructed on the north side of platform five. A new 45m long pedestrian footbridge, approximately 9m above rail level, will be constructed leading from the new ticket hall, with provision of lift access to all platforms.

3.19 Route Window W9: Southall West Sidings No Crossrail works will take place in this route window, other than some minor re- signalling. There will therefore be no impacts related to construction activity, nor any permanent impacts related to issues of landtake or physical change.

3.20 Route Window W8: Southall Station

3.20.1 Overview of Route Window W8 Within this route window the main Crossrail works will involve:

• reconstruction of Southall station, including provision of a new ticket hall and footbridge;

• minor realignment of the westbound relief line track;

• platform extensions ; and

• track modifications to the east.

3.20.2 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 12m high and 3m wide.

Platforms will be extended to accommodate longer Crossrail trains: platforms three and four will be extended eastwards by 55m; the island platform two and three will also be widened to the north. A usable length of 110m will be provided on the faces of

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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.

3.21 Route Window W7: Hanwell Station

3.21.1 Overview of Route Window W7 Both platforms at Hanwell station will be extended westwards by about 65m to accommodate Crossrail trains. In the west of the route window, various minor track modifications will be undertaken. 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.

3.22 Route Window W6: West Ealing Station

3.22.1 Overview of Route Window W6 Within this route window the main Crossrail works will involve:

• provision of new track and bay platform for the Greenford branch;

• platform extensions ; and

• construction of a new ticket hall and new footbridge with lifts.

3.22.2 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 50m 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, 5m high and 28m 64

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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 65m. 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.

3.23 Route Window W5: Ealing Broadway Station

3.23.1 Overview of Route Window W5 Within this route window the main Crossrail works will involve:

• platform extensions and provision of associated shelters and canopies at Ealing Broadway station;

• replacement of the station’s ticket hall;

• new station footbridge, including three new escalators and lifts to create step-free access to all platforms; and

• new interchange footbridge with emergency escape at the east end of the main line platforms.

3.23.2 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 10m and 40m. Additional shelters will be provided on these platforms.

A new ticket hall, 8m high and 40m 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 and Underground platforms. An interchange and escape footbridge will also be provided at the eastern end of the national rail platforms.

3.24 Route Window W4: Acton Main Line Station and Yard

3.24.1 Overview of Route Window W4 Within this route window the main Crossrail works will involve:

• construction of a new rail underpass at Acton Yard; and

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• new ticket hall, footbridge and platform canopies, and platform extensions at Acton Main Line station.

This route window is located within the London Borough of Ealing. The works area for the underpass extends from the bridge east of Ealing Broadway station through to the western end of Acton Main Line station. The wide railway corridor includes the existing sidings to the north of Acton Main Line station, as well as some light industry. Residential uses predominate either side of the railway. Retail and commercial uses are located along Horn Lane, near to Acton Main Line station.

The station and sidings site has potential for archaeological finds; its more recent history of railway use is likely to have left a legacy of contamination. The site overlies chalk, although this is well protected by London Clay. No significant surface water resources occur in the route window. An area that is locally designated for its ecological importance is situated on the north side of Acton yard. The site’s town centre location gives rise to moderate to high background noise. The works lie within an area designated by the local authority as having poor air quality.

3.24.2 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 landtake will be required from this

Acton Main Line Station A new ticket hall, 5m high and 30m 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 35m long canopies will be provided along the platforms in place of the existing platform shelters. Platforms three and four will be extended westwards by 57m and 33m respectively to accommodate Crossrail trains.

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3.25 Route Window W3: Old Oak Common Depot

3.25.1 Overview of Route Window W3 Within this route window the main Crossrail works will involve remodelling to provide fourteen new Crossrail stabling sidings and a further siding incorporating train washing plant within the site of Old Oak Common depot. This will require some remodelling of existing trackwork to accommodate the needs of other existing users within the depot. The site to be used for the sidings will also be used temporarily as a tunnel construction and fit out depot.

This route window is located within the London boroughs of Ealing and Hammersmith & Fulham. Old Oak Common is an extensive site comprising stabling sidings, engine sheds and workshops; the works area is confined to the central part of the existing stabling yard. The broad railway corridor contains large engine sheds. The surrounding area is dominated by industry and industrial estates. Small pockets of residential development are located to the west along Shaftesbury Gardens and Wells House Road, and to the south of Wormwood Scrubs Park.

The Old Oak Common site has potential for archaeological finds; its more recent history of railway use is likely to have left a legacy of contamination. The site overlies chalk, although this is well protected by London Clay. The Grand Union Canal runs along the northeast edge of the sidings. This is designated locally for its ecological importance, as are areas to the west and south of the sidings. The site’s town centre location gives rise to high background noise. The works lie within an area designated by the local authority as having poor air quality.

3.25.2 Permanent Works The permanent works will consist of fourteen new Crossrail stabling sidings within the site of Old Oak Common depot, of which twelve will be 250m long and two will be 130m 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 & 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.

3.26 Route Window W2: Canal Way

3.26.1 Overview of Route Window W2 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. 67

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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. The works involved with this will take place over a period of about xx 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.

3.27 Route Window W1: Portobello Junction

3.27.1 Overview of Route Window W1 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.

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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4 Site assessments

4.1 Route-wide impacts OHLE mast construction would take place from Maidenhead to a point just to the east of Stockley Road bridge. The impacts of this on archaeological resources would be mitigated by a procedure commencing with detailed desk based assessment to identify areas where archaeological watching briefs would be necessary. This would exclude areas of deep cuttings where archaeological remains would not survive, and embankments higher than the depth of the mast foundations. The archaeological watching briefs would pay particular attention to areas where there is either a high potential for archaeological remains to survive beneath the existing permanent way, or where there is low to high potential for remains of high importance, with a more general coverage elsewhere. This fieldwork would be followed by appropriate post- excavation assessment, analysis, publication, and archiving. This methodology is consistent with the Incorporated Mitigation procedure. These measures would constitute preservation by record, and result in no significant residual impact.

4.2 Route Window W25

4.2.1 Site 10 Maidenhead Stabling and Turnback Facility

Site name Maidenhead Stabling and Turnback Facility Site no. 10 Route Section Western Window W25 Location West of Maidenhead station, Borough of Windsor and Maidenhead, East Berkshire NGR 488300 180640 Proposed Stabling and turnback facility. Diversion of sewer, TBM shafts, two Works utilities work sites. One construction compound. Geology & The site is located in a natural depression between an outcrop of the Boyn Topography Hill gravel terrace in the north (rising to c 50m OD), and an outcrop of Lynch Hill gravel to the south (rising to c 40m OD). The chalk dip slopes down from the west towards the Thames in the east, from c 34m OD to c 29m OD along the north of the site, and c 41m OD to c 36m OD on the south of the site. Because of the uneven terrain the area of the Crossrail site has been heavily landscaped to ensure that the permanent way is fairly level. The north and east of the site is on an embankment between c 34.5–35m OD, and the south-west is cut into the hillside.

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Baseline • There are no Scheduled Ancient Monuments within the search area. resources • This local authority has no archaeological priority zones: each site is considered on its merits. • The GWR is recorded generically in the Berkshire SMR as 05053, however no 19th-century railway structures are known to survive within the Crossrail site and it is unlikely important features are present. The site is not one of the elements of the GWR included in the Tentative List for World Heritage Site status (DCMS 1999, 58– 61). • The Crossrail site is c 430m south of the Bath Road (Berks SMR 05052.42). The road is outside of the Crossrail site. • A rectangular enclosure was identified by aerial photography c 400m south-west of the site (Berks SMR 00609). The date of this feature is unknown and housing has since been built on it. • Moderate potential for Neolithic and Early Bronze Age settlement and isolated finds. There is a scattering of Neolithic artefacts in the vicinity of the site including flint axes (Berks SMR 00582, 00635, 00637), a flint chisel (Berks SMR 00581), a flint pick (Berks SMR 00603) and a spread of pottery (Berks SMR 00596). Neolithic and Early Bronze Age activity, interpreted as occupation sites, have been found c 2.5km to the west of the Crossrail site, and c 2km to the south-east. • Moderate potential for Iron Age and Roman activity. Several Iron Age pits were excavated c 350m east of the site (RW963) and two Iron Age coins were found in the vicinity (Berks SMR 00591, c 350m north-east, and Berks SMR 00599, c 650m north-east). Roman activity is also marked, with at least two villas in the area. The closest is on Castle Hill (c 400m north of the Crossrail site, site codes RW929, RW930), a second is c 1.5km west at Cox Green, and a third has been suggested c 250m south of the Crossrail site (Berks SMR 00615) although there is no archaeological evidence to support this. Even though the villa buildings themselves are unlikely to have extended to the Crossrail site there is may be evidence of associated field systems. Occasional isolated Roman artefacts have been found in the vicinity; eg a coin c 200m east of the site (Berks SMR 02605). • Moderate potential for Saxon to post-medieval field systems associated with Maidenhead and its Saxon predecessors Ellington and Maidenhythe located c 600m to the north-east of the Crossrail site (Berks SMR 00604 and 00604.00.010, site codes RW975 and RW980). A Saxon spearhead was found near Maidenhead Station, c 200m to the east of the Crossrail site (Berks SMR 00583), and medieval pottery was found c 400m to the west (Berks SMR 00608).

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• Low potential for Palaeolithic and Mesolithic artefacts. The majority of the site is situated on chalk, but the northern edge of the Lynch Hill gravel outcrop has been slightly truncated by the railway so there is a possibility that gravel may still extend under part of the site. Quarry pits in this outcrop have produced a few rolled palaeoliths but no known in situ material. Worked flint of possible Mesolithic date was found c 660m north-west of the site (site code RW173). • Low potential for Middle and Late Bronze Age field systems. There has been no excavated evidence of this period in the vicinity of the site, but the site is on the periphery of the Runnymede-Petters region (Yates, 1999) so the possibility of field systems spreading this far should not be discounted. Current status The north side of the site is on an embankment of c 1m in Visited ? of land height, while the south is in a cutting of c 5m in depth (the Yes hill rises sharply to the south). At the east end of the site, the railway is on an embankment of between 2–5m in height. Past impacts Construction of the GWR mainline. The BGS shows an area of worked ground on the south of the Crossrail site, although it does not seem to encroach on the site. This is probably due to gravel quarrying in the 19th and 20th centuries. The railway cutting on the south of the site will have removed all archaeological deposits with the exception of deep cut features and any Palaeolithic artefacts within the Lynch Hill gravels. Conversely, the embanking of the northern area could have buried and protected any archaeological deposits. Previous use of the area north of the tracks as a goods yards and sidings suggests that similar terracing is likely to have taken place across this area to provide level ground for the sidings.

Importance of • Moderate importance: moderate potential for Neolithic and Early the baseline Bronze Age settlement and isolated finds. Reasons: archaeological resources supporting data with the previously excavated archaeological material from the surrounding landscape. • Moderate importance: low potential for Middle and Late Bronze Age field systems. Reasons: rarity of evidence from this area. Any evidence would provide information on the north-western extent of the Middle to Late Bronze Age agricultural landscape, supplementing the study carried out by Yates (1999). • Moderate importance: moderate potential for Iron Age and Roman activity. Reasons: group value with archaeological data from the wider region. Helping to understand how the landscape functioned in terms of earthworks and villas interacting with smaller settlements and field systems. • Moderate importance: moderate potential for Saxon to post- medieval field systems. Reasons: historical and archaeological supporting data. Archaeological remains of field systems will complement urban archaeological evidence, and help understand the settlement of Maidenhead in the context of its hinterland.

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• Low importance: low potential for redeposited Palaeolithic or Mesolithic remains. Reasons: limited ability to contribute to the understanding of the Palaeolithic or Mesolithic periods. However, in situ Palaeolithic remains would be high importance, while in situ Mesolithic remains would be moderate importance. Impact Stabling facility comprising six stabling sidings, two reversing sidings and an engineering siding, train crew accommodation and construction compound and site clearance. Sewer diversion, two TBM shafts and two utilities worksites.

• Platforms between each pair of stabling sidings. They would have either pad or strip foundations which would not exceed 1m below ground level. The impact would be to partially or completely remove potential archaeological remains in areas which are not on the embankment or within the cutting. • Train crew accommodation with associated car park. The building will be constructed on pad or strip foundations which will not exceed 1m below ground level but as the building would be on the embankment, there would be no impact on potential archaeological remains. • Six 255m sidings, and a 70m engineering siding. The sidings would require general ground reduction of 0.5m. The impact would be to partially or completely remove potential archaeological remains in areas which are not on the embankment or within the cutting. • Site clearance would include the removal of existing structures to a depth of 1m below ground level. The impact of site clearance would be to partially or completely remove potential archaeological remains in areas which are not on the embankment or within the cutting. • Sewer diversion. A 10m diameter by 8m deep drive shaft and a 10m diameter by 8m deep reception shaft would be located at the northern edge of the stabling yard and on the south side of the existing line respectively. A TBM would be used to dig the 1.2m diameter by 90m long by 8.3m deep tunnel. The existing sewer would be removed. The impact of the shafts would be to remove completely potential archaeological remains within the footprint of each shaft. The tunnel would have no impact. • Two utilities worksites. Initial ground preparation at worksites at both ends of the proposed sewer tunnel would entail excavation down to c 1m below ground level. The impact of ground preparation and for the footings of any accommodation, plant and cranes etc that may be required would partially or completely remove potential archaeological remains.

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• A construction compound (Maidenhead Sidings Worksite) within the existing Maidenhead Goods Yard. Details of the impact of any footings and groundworks that may be required in the construction compound (‘worksite’) will not be available within the timescale of the EIA, but if required works such as preparatory ground reduction and footings for plant, accommodation, etc are likely to partially or completely remove potential archaeological remains in areas which are not on the embankment or within the cutting. Magnitude of Low with potential for a Significant impact impact before mitigation Additional Survey data from any geotechnical investigations in order to refine information mitigation measures. required ? Incorporated The generic data gathering and mitigation measures, as described in the mitigation incorporated mitigation, would be applied to this Crossrail site. Initially, DDBA and/or field evaluation would be required to establish levels of survival. The incorporated mitigation measures would constitute preservation by record. Residual None impact after incorporated mitigation Site specific None Required mitigation Residual None impact after site specific mitigation Significance of Non-Significant Residual Impact Engineering Engineering Information provided by Crossrail sources ES Scheme Description Historical / 1km radius search of Berkshire SMR. Archaeological Sources John Cary’s 1787 map of Berkshire sources 1881–2 and 1891 Ordnance Survey maps Yates, D T, 1999 ‘Bronze Age Field Systems in the Thames Valley’. Oxford Journal of Archaeology, Vol. 18, pp 157–170 Researcher CHD, HK, Date 10/12/04 RC, JC

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4.2.2 Site 11 Maidenhead Station

Site name Maidenhead Station Site no. 11 Route Section Western Window W25 Location Maidenhead Station, Borough of Windsor and Maidenhead, East Berkshire NGR 488700 180740 Proposed Demolition and replacement of the existing late 19th-century north station Works ticket hall and waiting rooms, construction of a new upgraded southern entrance building, subway alterations, embankment reprofiling, new platform, alterations to platforms, trackworks, and five construction compounds. Geology & The site is situated on the junction between the Taplow gravels in the east Topography and chalk in the west. The mainline tracks and station are on an embankment at c 33.5–34m OD, with the modern ground level at c 28– 30m OD, gradually sloping down from the west towards the Thames in the east.

Baseline • There are no Scheduled Ancient Monuments within the search area. resources • This local authority has no archaeological priority zones: each site considered on its merits. • The GWR is recorded generically in the Berkshire SMR as 05053. The Crossrail site also includes parts of the GWR which are recorded individually on the Berkshire SMR: ○ Maidenhead Station: 05053.05.100 ○ The track between Taplow Station and Maidenhead Station: 05053.05 ○ The track between Maidenhead and Furze Platt: 05053.33 The site is not one of the elements of the GWR included in the Tentative List for World Heritage Site status (DCMS 1999, 58–61). The original 1838 mainline station was a wooden structure located west of the Bath Road Bridge at Taplow, c 2.5km to the east of the existing station, which opened 1871 (MacDermot and Terence 1982, 32). The existing station building, western half of Platforms 3, 4/5, and the waiting room and canopy on Platform 4/5 all date to 1871. The westernmost subway is shown on the Ordnance Survey 1st edition 25” map, and may be contemporary with a later extension to the south. The southern station building, the waiting room on platform 2/3 and the remaining canopies, Platform 1 and the eastern half of the Platforms 2, 3, 4 and 5, are associated with rebuilding following the addition of two lines on the southern side of the track, between 1879–84. The station is not statutorily or locally listed. • The Crossrail site is c 450m south of the Bath Road (Berks SMR 05052.42). The road is outside of the Crossrail site.

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• A skeleton (Berks SMR 02619) of unknown date was found during the construction of the railway bridge over the York Stream (also known as the Maidenhead Ditch), c 250m east of the site. It is not known whether this burial is an isolated occurrence or part of a larger burial ground. • Moderate potential for Neolithic and Early Bronze Age settlement and isolated finds. There is a scattering of Neolithic artefacts in the vicinity of the site including flint axes (Berks SMR 00582, 00635, 00637), a flint chisel (Berks SMR 00581), a flint pick (Berks SMR 00603) and a spread of pottery (Berks SMR 00596). Neolithic and Early Bronze Age activity, interpreted as occupation sites, have been found c 3km to the west of the Crossrail site, and c 1.7km to the south-east. • Moderate potential for Iron Age and Roman activity. Iron Age pits were excavated c 100m south of the site (site code RW963), and two Iron Age coins have been found in the near vicinity (Berks SMR 00591, c 50m north and Berks SMR 00599, c 250m north-east). • Moderate potential for Roman activity. There are two known villas in the area. The closest is on Castle Hill (c 400m north of the Crossrail site, site codes RW929 and RW930), a second is c 2km west at Cox Green, and a third has been suggested c 450m south of the Crossrail site although there is no archaeological evidence to support this. Even though the villa buildings themselves are unlikely to have extended to the Crossrail site, there may be evidence of associated field systems. Isolated Roman artefacts have been found in the vicinity, eg a coin c 30m north of the site (Berks SMR 02605), and pottery c 350m north of the site (Berks SMR 00589). The 1882 Ordnance Survey shows a Roman road c 50m east of the site, but this has yet to be archaeologically investigated. • Moderate potential for Saxon to post-medieval field systems associated with Maidenhead and its Saxon predecessors Ellington and Maidenhythe (Berks SMR 00604) located to the north of the Crossrail site. A Saxon spearhead was found near Maidenhead Station, within the area of the Crossrail site (Berks SMR 00583), and medieval pottery was found c 400m to the west (Berks SMR 00608). The focus of the medieval settlement was the Bath Road c 400m north of the Crossrail site (site code RW980). • Moderate potential for late 19th-century railway structures, including the possible below ground remains of the southern 1871 station building, which was demolished when the additional line was put in on the south side of the station. • Low potential for reworked or redeposited Palaeolithic artefacts. Part of the site is situated on chalk, but the eastern half crosses the Taplow gravels, which can contain redeposited flints.

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• Low potential for Middle and Late Bronze Age field systems. There has been no excavated evidence of this period in the vicinity of the site, but the site is on the periphery of the Runnymede-Petters region (Yates, 1999) so the possibility of field systems spreading this far should not be discounted. Current The Crossrail site is situated on an embankment c 4m in Visited ? status of land height. The proposed worksite on the north of station Yes, Aug 2004 building is on a gentle slope upwards from east to west, likely to be, at least in part, made ground. Past impacts Gravel quarrying on the south of the Crossrail site.

Importance of • Moderate importance: extant late 19th-century GWR structures, the baseline comprising the northern station building, waiting rooms, platforms, resources platform canopies and the eastern subway. Reasons: group value with remains of early GWR structures along the whole line and supporting historical data relating to the GWR. The construction of the existing station, along with the period of reconstruction associated with quadrupling of the track, represent important phases of development of the GWR, one of the earliest most complete railways in the world. Below-ground remains of 1871 GWR structures would also be, to a lesser extent, of moderate importance. • Moderate importance: moderate potential for Neolithic and Early Bronze Age settlement and isolated finds. Reasons: archaeological supporting data with the previously excavated archaeological material from the surrounding landscape. • Moderate importance: low potential for Middle and Late Bronze Age field systems. Reasons: local rarity of evidence from this area. Any evidence would provide information on the north-western extent of the Middle to Late Bronze Age agricultural landscape, supplementing the study carried out by Yates (1999). • Moderate importance: moderate potential for Iron Age and Roman activity. Reasons: group value with archaeological data from the wider region. Helping to understand how the landscape functioned in terms of earthworks and villas interacting with smaller settlements and field systems. • Moderate importance: moderate potential for Saxon to post-medieval field systems. Reasons: historical and archaeological supporting data. Archaeological remains of field systems will complement urban archaeological evidence, and help understand the settlement of Maidenhead in the context of its hinterland. • Low importance: low potential for redeposited Palaeolithic flint artefacts. Reasons: limited ability to contribute to the understanding of the Palaeolithic period.

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Impact Demolition and replacement of existing north station ticket hall, new upgraded southern entrance building, subway alterations, embankment reprofiling, new platform, alterations to platforms and five construction compounds. ○ Replacement of north station ticket hall. The existing building to the north of the station (at the foot of the embankment) would be demolished and replaced with a new station entrance with ticket hall, staff facilities, retail units, and toilets. ○ The impact of the demolition would be the removal of the GWR station, which is dated to 1871. ○ New building, and possible temporary ticket hall. It would have either pad foundations up to 1m deep or piles up to 15m deep. The impact of the pad foundations would be to either partially or completely remove potential archaeological remains, while piles would completely remove such remains within their footprint. ○ Bored pile walls for the new stairs and lift would be installed and material between the piles excavated to a depth below the base of the embankment. The stairs will be founded within the embankment, but the lift foundations are likely to be contiguous 15m-deep piles. The impact of piling would be to remove completely any potential archaeological remains within the footprint of the piles, while excavation below the base of the embankment would either partially or completely remove potential archaeological remains. ○ A contiguous pile wall would be installed on the southern side of the building alongside Platform 5. The impact would be to remove completely any archaeological remains along the line of the wall. ○ Redevelopment of the forecourt with new signage, lighting, paving and parking. Details of the impact of such works will not be available within the timescale of the EIA, but they are likely to partially remove potential archaeological remains. ○ Existing station canopy supports would be underpinned with small diameter 15m-deep piles. The impact of the piles would be to completely remove any potential archaeological remains within their footprint. ○ A new/upgraded southern entrance building. A new entrance building would be cut into the existing embankment to the east of the existing southern station building. This entrance would have new stairs to Platform 1 and possibly one lift. These would have contiguous pile walls extending 15–20m below ground level. The building will have either pad foundations up to 1m deep or piled foundations up to 15m deep, while the lift foundations would be up to 2m deep. The impact of the piling would be to completely remove any potential archaeological remains, locally. The impact of the other foundations would be to either partially or completely remove potential archaeological remains.

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○ Subway alterations. Both public subways would be extended southwards beneath the Main Lines to connect with the new south station building. This would entail the following works: ○ Demolition of sections of platform 1 and 2. The impact of the demolition would be the partial removal of any remains of mid to late 19th-century platforms possibly contained within, or forming part of, the existing platforms. There would be no impact upon earlier archaeological remains. ○ Excavation of the embankment for the new subway units and for improved access from subway to platforms in the form of replacement stairs and lifts to Platforms 2/3 and 4/5, and new stair and a lift to Platform 1. Stair foundations are unlikely to extend below the embankment, except at the bottom, but the lift foundations would as they would be up to 2m deep. Excavations for the subway would extend below the base of the existing embankment. The impact of the subway excavations and lift foundations would be either the partial or complete removal of potential archaeological remains. ○ The wall between the existing and new sections of subway would be demolished. The impact of the demolition would be to remove partially the remains of a GWR structure dated to 1871. ○ Contiguous piles would be installed on either side of the subway entrance, and on Platform 2/3 to support Platform 3 and the Down Relief Line during subway extension excavation. Piles would extend beneath the existing railway embankment and their impact would be to remove completely any potential archaeological remains surviving beneath the embankment within their footprints. ○ Platform alterations. These comprise: ○ Minor extensions at the western ends of Platforms 1 and 2/3; ○ Restoration of existing platform canopies, removal of platform 5 canopy, and new canopies erected; ○ Demolition of existing waiting room and replacement with a new waiting room, toilets and staff accommodation, on island Platform 4/5; ○ Demolition and replacement of waiting room and structure on Platform 2/3; ○ New deck and finishes to Platform 1 and demolition and rebuilding of front wall of Platform 5 on a new alignment. The impact of the removal of the Platform 5 canopy and waiting rooms on Platforms 2/3 and 4/5 would be to remove GWR features dated to 1871, and c 1879–84. The works would not extend beneath the existing railway embankment and there would be no impact upon earlier archaeological remains.

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• New bay platform (Platform 6). A new 70m-long platform with piled foundations would be constructed on the northern side of the existing railway embankment (wide enough at this point not to require reprofiling). The impact would be to completely remove any archaeological remains surviving beneath the embankment, within the footprint of each pile. • Reprofiled railway embankment. On the curve to the west of the station, the embankment would be reprofiled within the existing landtake to accommodate the new track. Gabions extending a maximum of c 1m below existing ground level would support the embankment at its base. The impact of the reprofiling would be to partially remove any potential archaeological remains within the footprint of the gabions. • Track realignment and additions. Various proposed track realignments, along with the addition of two 250m reversing sidings would take place on the existing embankment and would have no impact upon potential archaeological remains. Note that the proposed stabling sidings to the west of the station are dealt with separately under Site 10. • New signalling. It is assumed that the base of new signal masts would entail ground excavation to a maximum depth of 3m below the top of the existing embankment and would not extend beneath its base. There would be no impact upon archaeological remains. • Diversion of services. Details of minor service diversions will not be available within the timescale of the EIA. There would be no impact upon archaeological remains where such works, including the digging of trial holes used to locate existing services, were carried out within the existing railway embankment. If located outside the embankment, new service trenches and trial holes could potentially have localised impacts which would partially or completely remove archaeological remains.

• Demolition of brick-built Goods Shed and building in the Dean and Dyball compound north-west of station. • New staff walkway. Located west of station between the turnback sidings. Its foundations are unlikely to exceed 0.5m, and therefore there would be no impact. • Temporary diversion of Shoppenhanger’s Road including the demolition and reinstatement (as existing) of a garden wall, may have minor impacts which would partially remove potential archaeological remains. • Possible dewatering. Information on dewatering will not be available within the timescale of the EIA and the possible impact of dewatering is not assessed. • Five construction compounds. The compounds (‘work sites’): ○ Northern Platform Worksite, at the foot of the existing embankment on the northern side of the line (for work on the new Bay Platform); 79

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○ Northern Station Car Park Worksite, in the existing car park to the east of the existing northern station building (main compound); ○ Southern Station Car Park Worksite, located to the north and off Shoppenhangers Road to the south of the station (main compound); ○ Shoppenhanger’s Road Worksite, located to the north of Shoppenhanger’s Road (for work on the new south entrance); ○ The Maidenhead Sidings Worksite (see Site 10) in the Maidenhead Goods Yard adjoining the Bourne End Branch. During construction of the reversing sidings, a narrow strip between the Up Main and Down Relief would be used for storage. The compounds would be used for accommodation, storage and car parking. Mobile plant not requiring excavated foundations would be used. Impact: Details of the impact of any footings or groundworks that may be required in the construction compounds (‘worksites’) will not be available

within the timescale of the EIA, but if required works such as footings for accommodation, etc are likely to partially or completely remove potential archaeological remains. The temporary storage area between the lines would have no impact. Magnitude of Moderate with potential for a Significant impact impact before mitigation Additional Survey data from any geotechnical investigations in order to refine information mitigation measures. required ? Incorporated The generic data gathering and mitigation measures, as described in the mitigation incorporated mitigation, would be applied to this Crossrail site. A detailed desk based assessment in order to refine the mitigation strategy and/ or a field evaluation may be necessary. Residual None impact after The incorporated mitigation measures would constitute preservation by incorporated record mitigation Site specific Existing late 19th-century northern station building, waiting rooms and mitigation platform canopies: assessment of architectural, visual, and historic qualities in order to determine the appropriate level of recording from those specified by RCHM(E) 1996, to constitute preservation by record. Residual None impact after site specific mitigation Significance Non-significant of Residual Impact

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Engineering Engineering Information provided by Crossrail sources ES Scheme Description Historical / 1km radius search of Berkshire SMR. Archaeological John Cary’s 1787 map of Berkshire sources Ordnance Survey 25” map, 1875 and 1899 Sources Ordnance Survey 6” maps, 1881–2 and 1891 Booker F, 1985 The Great Western Railway, a new history, pp 26–27 MacDermot ET and Terrence E, 1982 History of the Great Western Railway, Vol 1 Yates, D T, 1999 ‘Bronze Age Field Systems in the Thames Valley’. Oxford Journal of Archaeology, Vol. 18, pp 157–170 Researcher CHD, HK, JC Date 10/12/2004

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4.3 Route Window W23

4.3.1 Site 12 Taplow Station

Site name Taplow Station Site no. 12 Route Section Western Window W23 Location Taplow Station, Taplow, South Bucks District, Bucks NGR 491400 181200 Proposed Extension of two station platforms. Two construction compounds. Works Geology & Although the railway occupies an embankment, the surrounding land is Topography fairly level, on Thames (Taplow terrace) gravels. The site lies c 1km east of the present course of the Thames, but only c 75m east of an extensive area of alluvium from a palaeochannel, marking a former course of the river. There is also a tributary valley, with a stream and ponds, fed by a spring on Berry Hill, c 750m west of the site and another stream c 600m to the east. Where the more recent Thames palaeochannel has cut the terrace gravel, an outcrop of the underlying solid geology (chalk) has been exposed, beginning c 50m west of the site.

Baseline • A Scheduled Ancient Monument (SAM19050) consisting of a resources Saxon barrow, church and cemeteries is located on high ground c 1.1km to the north-west. Saxon inhumation (Bucks SMR 0292900000) lies close to the barrow c 1.1km to the north-west. • This local authority has no archaeological priority zones: each site is considered on its merits. • Taplow station. The existing station, comprising the station building on platform 4, the waiting room on platforms 2/3, and the footbridge (date engraved on structure) date to the quadrupling of the track in c 1884. None of the station buildings are statutorily listed. Before the Thames bridge at Maidenhead was completed, there was a temporary wooden terminus on the Taplow side, west of Bath Road bridge, c 600 m west of the existing Taplow station (the Bath Road underbridge appears to incorporate original features of the pedestrian access to this timber structure). The wooden terminus was replaced by the existing Maidenhead Station in 1871 and by a permanent (non-extant) station at Taplow. The Ordnance Survey 1st edition 25” map of 1875 shows the original Taplow station as comprising a linear building on platform 1 and in the area of platform 2.

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• High potential for later prehistoric agricultural intensification and settlement, exploiting the resources of both the gravel terrace and the alluvial floodplain of the palaeochannel to the west. Bronze Age and Iron Age ditches that may represent field systems and an Iron Age hill fort have been recorded 400m north of the route window (Bucks SMR 0154400000). Approximately 400m to the north-west of Taplow Station a geophysical survey of Berry Hill in 2000 (BC16341) revealed possible ditches and pits, associated with an adjacent crop mark complex (Bucks SMR 0455100000). Finds from Roque’s Piece (850m to the north of the site) have included Neolithic tools and Iron Age pottery (Bucks SMR 0293304000). Close to the Thames charcoal, stakeholes, pottery, bone, flints, pits and linear features and an inhumation all dating from the later prehistoric period have been recorded (Bucks SMR: 0579500000; 0579502000; 0579503000; 0579504000). Pits, pottery and a saddle quern dating from the Iron Age, which are all indicative of settlement, have been recorded at the adjacent Station Pit quarry (Bucks SMR: 0191001000; 0191005001 – 5003 inclusive). Many prehistoric finds and features were discovered during the construction of the modern Jubilee River flood relief scheme (Bucks SMR: 0579601000; 0579700000/100/200; 0579800000). To the south, flint implements and unused waste flakes have been excavated (Bucks SMR 0527901000). To the south-west, there is a large (undated) square enclosure, c 250m from the site and an Iron Age ditch was discovered c 850m away (Bucks SMR 0628800000). Prehistoric flintwork and pottery c 950m south of the site might be associated with an undated crop mark, which appears to be a ditched enclosure (Bucks SMR 0213300000). Approximately 600m to the east of the site finds indicative of prehistoric occupation have been found including axes, pottery, a circular hut and a cinerary urn (Bucks SMR: 0155200000; 0155202000; 0155203000 to 3005 inclusive). The hut was found during the cutting of the Great Western Railway. • High potential for Roman activity (possibly including burials) along the Bath Road, which may be of Roman origin (Howell and Durden 2003). Roman urns and coins were found when Taplow station was constructed in the 1830s (Bucks SMR 0191006000). Roman pottery and coins have been recovered from Taplow Station gravel pit (Bucks SMR: 0191007000/7001). Geophysical survey of Berry Hill, c 1km north-west of the site, in 2000 revealed possible ditches and pits associated with an adjacent crop mark complex (Bucks SMR 0455100000). Roman coins have also been found c 475m to the southeast, in the vicinity of the Bath Road (Bucks SMR 0154700000/1000). The undated crop mark enclosures described under prehistoric (above) could equally be of Roman date.

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• High potential for medieval and post-medieval occupation, agricultural features and roadside activity. There was a medieval windmill south-east of the site and medieval pottery has been found in the vicinity (Bucks SMR: 155210000; 0155203007). Eighteenth and 19th-century maps show buildings and farmland along the Bath Road and other roadside features includes stone mile posts (Bucks SMR 1213400000). There were also many inns along the road, particularly with the advent of coach travel in the 18th century, including the Horse and Groom at the junction of Lake End Road and Bath Road (Bucks SMR 1213500000). • High potential for post-medieval quarries. Eighteenth and 19th- century maps of the area show quarries across the area, ranging from small pre-industrial pits to larger mechanically-excavated works. The Station gravel pit (Bucks SMR 0191000000) is adjacent to the site and there is a large chalk quarry c 1km to the north-west (Bucks SMR 0441300000). • High potential for below-ground remains of footings of a station building shown on platform 1 on the Ordnance Survey 25” map of 1875. Masonry remains were noted in the fabric of platform 1 on the site visit. • Moderate potential for Saxon agricultural features and dispersed settlement, around the major focus to the north-west (Scheduled Ancient Monument). Geophysical survey of Berry Hill in 2000 revealed possible ditches and pits associated with adjacent crop mark complex (Bucks SMR 0455100000). Bapsey Pond, 1.1km to the north-west of the site, is considered to have been an important feature within the Saxon landscape (Bucks SMR 0292901000). Saxon pottery has been found c 600m east of the site (Bucks SMR 0155203006). • Low potential for reworked or redeposited Palaeolithic and Mesolithic activity in or over the Taplow gravels. Palaeolithic finds (probably redeposited) including axes, flint flakes and bone are said to have come from the Station gravel pit but their origin is uncertain (Bucks SMR 0156500000/1000; 0191002000; 0191201000–1002 inclusive). Other pits in the area have produced Lower to Middle Palaeolithic finds such as hand axes and flakes (Bucks SMR 013900000/0001). A Palaeolithic scraper was found east of the site during construction of the Great Western Railway (Bucks SMR 0155201000) and a Levallois blade c 175m east (Bucks SMR 0256300000). Mesolithic flintwork has been found at Taplow Court; at Roque’s Piece and c 500m to the north-east of the site (Site Code: BC16342. Bucks SMR 0539600004; 0293304000). Many of these finds are poorly provenanced and none appear to represent activity in situ. There would be a higher potential for in situ Mesolithic activity within alluvium of the former margins of the Thames palaeochannel to the south and west, but this lies beyond the Crossrail site.

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Current status The Crossrail site is located at the western end of Taplow Visited ? of land Station platforms, on a large 2.5–3.0m high embankment, at Yes c 23m OD. The two construction compounds (worksites) are 28/6/2004 both located on the railway embankment. Past impacts Gravel pit to the north-east of Taplow Station adjacent to the embankment.

Importance of • Moderate importance: existing station buildings, comprising the the baseline c 1871 station building and the 1884 waiting room on platforms 2/3, resources and the footbridge. Reason: group value association with the GWR. Taplow Station was a stop on the original 1838 GWR railway, one of the earliest railways in the world, although the opening of the station building was delayed until 1871. Below-ground remains of original GWR structures would also be of moderate importance. • Moderate importance: high potential for prehistoric agricultural intensification and settlement. Reasons: group value with extensive evidence from the surrounding area, supplementing the study of the Middle to Late Bronze Age agricultural landscape to the south-east (Yates 1999). • Moderate importance: high potential for Roman activity including possible burials. Reasons: pottery and coins may suggest a cemetery and/or settlement here, alongside a possible Roman road. Group value with archaeological data from the wider region, contributing to an understanding of landscape eg the villa estates interacting with smaller settlements, field systems and road networks. • Moderate importance: moderate potential for Saxon agricultural features and dispersed settlement. Reasons: historical and archaeological supporting data. Group value in understanding the pattern of settlement and land use associated with the possible royal focus to the north-west (Scheduled Ancient Monument). • Low importance: low potential for reworked or redeposited Palaeolithic and Mesolithic artefacts. Reasons: limited information value of reworked or redeposited artefacts. • Low importance: high potential for medieval and post-medieval agriculture and industry, notably quarries. Reasons: limited ability to contribute to published objectives for these periods. Mineral extraction for gravel and chalk will lack the manufacturing sites associated with, for example, quarrying of brickearth for brick making elsewhere on the Crossrail route.

Impact Platform extensions and two construction compounds. • Platform extensions. The platforms serving the Up and Down Relief Lines would be extended westwards by 26m. The foundations would be spread footings within the existing embankment, other than where the proposed extensions lie close to the edge of the existing embankment, where they are likely to be founded on mini- 85

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piles. The impact of the piling would be to completely remove any archaeological remains that may be present beneath the existing embankment, within the footprint of each pile. Non-piled foundations would have no impact. • Construction compounds. These comprise the Taplow Station Approach Road Worksite North, and Taplow Station Footbridge Worksite South, respectively located within the northern and southern station car parks, on the existing railway embankment. Details of the impact of any footings or groundworks that may be required in Taplow Station Footbridge Worksite South will not be available within the timescale of the EIA, but if required works such as preparatory ground reduction and footings for plant, accommodation, etc are likely to partially remove potential archaeological remains associated with the original GWR station building. There would be no impact on earlier remains. There would be no impact on archaeological remains in Taplow Station Approach Road Worksite North. Magnitude of Low with potential for a significant impact impact before mitigation Additional Survey data from any geotechnical investigations in order to refine information mitigation measures. required ? Incorporated The generic data gathering and mitigation measures, as described in the mitigation incorporated mitigation, would be applied to this Crossrail site. A detailed desk based assessment in order to refine the mitigation strategy and/or a field evaluation may be necessary. Residual None impact after The incorporated mitigation measures would constitute preservation by incorporated record mitigation Site specific None required mitigation Residual None impact after site specific mitigation Significance of Non-significant Residual Impact Engineering Engineering Information provided by Crossrail Sources sources ES Scheme Description

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Historical / A 1km-radius search of GLSMR, Bucks CC Archaeological Ordnance Survey 6” maps, 1881, 1900, 1926, 1938 sources Ordnance Survey 1st edition 25” map, 1875 Plan of the Taplow Court Estate, 1877 The County Maps of Jeffreys and Bryant, 1760 and 1820 Taplow Enclosure Map, 1787 Fitch, E, 1988, Unknown Taplow and Environs Howell, L and Durden T, 2003, ‘A Late Iron Age/Early Roman field system and other features at Bath Road, Slough, 1995’, in S Preston (ed), Prehistoric, Roman and Saxon sites in Eastern Berkshire, TVAS monograph 2, Reading MacDermot ET and Clinker CR, 1982 History of the Great Western Railway, Vol 2 1863–1921, 170 Read, M, 1979, The Buckinghamshire Landscape Sheahan, J, J., 1862, History and Topography of Buckinghamshire Stevens, J, 1884, On Remains Found in an Anglo-Saxon Tumulus at Taplow Bucks, British Arch Soc Yates, D T, 1999 Bronze Age field systems in the Thames Valley, Oxford Journal of Archaeology 18, 157–170 Researcher HK, JC Date 10/12/04

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4.4 Route Window W21

4.4.1 Site 13 Burnham Station

Site name Burnham Station Site no. 13 Route Section Western Window W21 Location Burnham, South Bucks District NGR 493990 181360 Proposed Extension of station platforms, fenced pathway and two construction Works compounds. Geology & The base of the station embankment is situated upon Taplow terrace Topography gravel at 26m OD.

Baseline • No Scheduled Ancient Monuments within 1km search radius. resources • This local authority has no archaeological priority zones: each site is considered on its merits. • While the Great Western Railway dates to c 1839–40, Burnham Station was a later addition, being constructed between 1900–1910 (possibly with alterations in the 1930s). The Station building is a locally listed building but it is not statutorily listed. The station building lies c 150m to the east of the proposed works. • Moderate potential for prehistoric agricultural activity on the terrace gravels. A Neolithic flint tool has been found within 350m of Burnham Station (Berks SMR 00273). Bronze Age finds include a metalwork hoard to the east on the Slough Trading Estate and a linear feature and pit c 830m to the south-west of the station (Berks SMR 00274; 00301.01). Iron Age pottery has been found to the north-east, near the Slough Trading Estate (Berks SMR 00305). • Moderate potential for the outskirts of medieval and post-medieval Burnham, including agricultural features and roadside activity. Although the centre of this market town lies 800m to the north-west of the Crossrail site there is a potential for outlying land use closely associated with it. There were medieval mills and fishponds in the vicinity (Berks SMR 00306; 00306.01; SL15511; SL15516). Huntercombe manor house, which is medieval in origin, was located c 980m to the southwest of the site (Bucks SMR 0000100000; 0000101000/1001). Maps dated to the 18th and 19th centuries show roadside buildings on the Bath Road with the land on either side being farmland.

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• Low potential for reworked or redeposited Palaeolithic and Mesolithic artefacts. Chance finds of redeposited flint implements have been made in the area including a Palaeolithic tool from Burnham Station (Berks SMR 00302) and artefacts near the Bath Road (Berks SMR 06041). • Low potential for Roman agricultural and roadside activity. Although there is no evidence from the immediate vicinity, the Bath Road, south of the site, may be of Roman origin and the gravel terrace would have been good quality farmland. • Low potential for Saxon agricultural features and dispersed settlement. Although there is no archaeological evidence from the vicinity, the area would have continued to be attractive as farmland. Current status The site lies within the railway boundaries at the western end Visited ? of land of Burnham Station. The railway line lies at c 30m OD. The Yes north side is a low railway embankment c 0.5m high, while 28/6/2004 on the south side of the railway the ground level drops away by 2m. The existing platforms are raised above the track level by approximately 1–2m. There are two construction compounds, both of which are located immediately north of the embankment, at grade. Past impacts Gravel pit 130m to the north-east of Burnham Station.

Importance of • Moderate importance: moderate potential for prehistoric the baseline agricultural intensification and settlement. Reasons: as per Site 12 resources (Taplow Station). • Moderate importance: low potential for Roman and Saxon agricultural and roadside activity. Reasons: despite the lack of current evidence there is a general background potential, on a landscape that would have formed an attractive agricultural resource. • Moderate importance: moderate potential for medieval and post- medieval agriculture and activity associated with the Bath Road. Reason: historical and archaeological supporting data. Group value: potential to set the market town of Burnham within the archaeological context of its immediate hinterland, in terms of economy, food supply etc. • Low importance: low potential for redeposited Palaeolithic or Mesolithic artefacts. Reasons: as per Site 12 (Taplow). • Low importance: existing platforms. The platforms are of possible late 19th/early 20th-century date. Reason: group value association with late 19th/early 20th-century alterations to the GWR. Impact Platform extensions, a fenced pathway and two construction compounds.

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• Platform extensions. The island formed by the Up and Down Relief line platforms would be extended to the west by 26m and the ramp at the western end of the existing platforms would be broken out. The platform extensions would be founded on spread footings c 1m below the c 0.5m high embankment. The impact of the foundations would be to completely or partially remove potential archaeological remains beneath the embankment within their footprints. • A new fenced pathway at ground level would provide access to Sandringham Court. The impact of its construction would be to partially remove potential archaeological remains. • Two construction compounds. Sandringham Court Worksite North and Burnham Lane Worksite would both be located immediately north of the railway embankment and would be at grade. Mobile plant not requiring an excavated foundation and rail cranes would be used. Details of the impact of any footings or groundworks that may be required in the construction compounds (‘worksites’) will not be available within the timescale of the EIA, but if required works such as the preparatory ground reduction and footings for accommodation, etc in the north-western compound, are likely to partially or completely remove potential archaeological remains. Magnitude of Low with potential for a significant impact impact before mitigation Additional Survey data from any geotechnical investigations in order to refine information mitigation measures. required? Incorporated The generic data gathering and mitigation measures, as described in the mitigation incorporated mitigation, would be applied to this Crossrail site. Initially, DDBA and/or field evaluation would be required to establish levels of survival. The incorporated mitigation measures would constitute preservation by record. Residual None impact after incorporated mitigation Site specific None Required mitigation Residual None impact after site specific mitigation

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Significance of Non-significant Residual Impact Engineering Engineering Information provided by Crossrail sources ES Scheme Description Historical / A 1km-radius search of GLSMR, Bucks CC Archaeological 1900, 1926, 1938 Ordnance Survey maps sources Sources Burnham Estate map, 1824 The County Maps of Jeffreys and Bryant, 1760 and 1820 Sheahan, J, J, 1862, History and Topography of Buckinghamshire Yates, D T, 1999 ‘Bronze Age Field Systems in the Thames Valley’. Oxford Journal of Archaeology, Vol. 18, 157–170 Researcher HK, RC, JC Date 10/12/04

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4.5 Route Window W20

4.5.1 Site 14 Dover Road Bridge

Site name Dover Road Bridge Site no. 14 Route Section Western Window W20 Location Dover Road overbridge, Dover Road, Slough, Borough of Slough, East Berkshire NGR 494900 181170 Proposed Track lowering and bridge parapet modification. Three construction Works compounds. Geology & The site is situated on the Langley Silt Complex (brickearth), overlying Topography the Taplow gravels. The mainline is within a shallow cutting, with the tracks at c 30m OD. The railway cutting will probably have removed the brickearth deposits down to the underlying gravel. The construction compounds would be on adjacent ground either side of the railway at a height of c 32–33m OD.

Baseline • There are no Scheduled Ancient Monuments within the search area. resources • This local authority has no archaeological priority zones: each site is considered on its merits. • The Great Western Railway is listed generically in the Berkshire SMR: (05053). The mainline between Burnham and Slough stations is also recorded specifically (Berkshire SMR 05053.03). The Crossrail site is not one of the elements of the GWR included in the Tentative List for World Heritage Site status (DCMS 1999, 58–61). Dover Road Bridge, also known as Cockfield or West Road Bridge, is a pre-stressed concrete structure built in 1962 (source: ). • The Crossrail site is c 125m north of the Bath Road (Berks SMR 05052.46). The road is outside the Crossrail site. • High potential for the remains of structures relating to the Slough Trading Estate, and its earlier use as a WWI motor repair depot. The 1926 and 1938 Ordnance Survey maps show a Fire Station on the Dover Road Bridge Worksite North. • Moderate potential for Middle to Late Bronze Age settlement and field systems. The Crossrail site is located in the north of the Runnymede-Petters region of settlements and field systems (Yates, 1999). An excavation c 500m south-east of the Crossrail site (site codes SL24, SL29) produced Late Bronze Age pottery sherds and a ditch, possibly a field boundary. Further Bronze Age activity has been recorded c 300m north-west of the Crossrail site in the form of a hoard of 19 palstaves (Berks SMR 00274).

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• Moderate potential for Iron Age and early Roman activity. A Roman ditch was identified in an excavation c 1km south of the Crossrail site (site code SL21). An excavation near Bath Road (site codes SL29, SL24) c 400m south-east of the Crossrail site found evidence of Iron Age and Roman field systems and occupation, possibly a small farmstead. Evidence of settlement during this period is otherwise minimal, but the field systems could extend north to the Crossrail site. An Iron Age pottery vessel was located c 600m north of the site (Berks SMR 00305). • Low potential for Palaeolithic remains at the base of the brickearth or reworked and redeposited within the Taplow Gravels. It is not currently understood whether the few artefacts recovered to date from the base of the brickearth are redeposited or in situ (J Cotton, Museum of London, pers comm 10.08.04). Two hand axes (Berks SMR 00339) were found in the area of the Slough Trading Estate. Two flints were recovered from an evaluation 300m to the south-west (Berks SMR06041/ site code SL6675). • Low potential for Neolithic occupation and isolated finds. A site excavated c 800m south of the Crossrail site found Neolithic postholes and a pit (site code SL32). A Neolithic flint axe was also found in the vicinity although the exact position is unknown (Berks SMR 00273). • Low potential for Saxon, medieval and post-medieval activity, including occupation. The land surrounding the Crossrail site was predominantly rural. A medieval watermill belonging to Burnham Abbey was located c 550m west of the site (Berks SMR 00306). Excavations c 700–800m south of the site revealed two ditched enclosures with associated occupation and structural evidence (site codes SL32, SL356). They probably relate to medieval Cippenham or the nearby medieval/post-medieval Cippenham Place. Outlying field systems could extend to the Crossrail site. Current status The railway is in a cutting at a depth of c 2–3m. Three Visited ? of land construction compounds would be adjacent to the bridge, Yes outside the railway cutting, each including part of the earth embankment that supports the approach road. Past impacts No evidence of quarrying has been identified on the early Ordnance Survey maps or from the BGS. The cutting will have removed all archaeological deposits except any particularly deep cut features and redeposited Palaeolithic artefacts in the Taplow gravels.

Importance of • Moderate importance: low potential for Neolithic occupation. the baseline Reasons: diversity/complexity, occupational evidence can help resources understand how the terrace gravels north of the Thames were used during the Neolithic period, and how the landscape developed subsequently in the Middle to Late Bronze Age. Isolated flint artefacts will be of low importance.

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• Moderate importance: moderate potential for Middle and Late Bronze Age occupation and field systems. Reasons: archaeological supporting data of occupation and field systems in this area. Any further evidence would provide information on the Middle to Late Bronze Age agricultural landscape and further expand current knowledge relating to the changes in land use during this period, supplementing the study carried out by Yates (1999). • Moderate importance: moderate potential for Iron Age and early Roman field systems. Reasons: group value of field systems when considered in the context of the wider landscape, embracing settlements and villa sites to the west of the Thames, and the more dispersed settlement pattern on the gravel terraces to the east. • Moderate importance: low potential for Saxon, medieval and post- medieval field systems. Reasons: historical and archaeological supporting data. Archaeological remains of field systems will help understand the development of the landscape from Saxon and medieval manorial estates through to the enclosure of the land in the post-medieval period, and will aid understanding of the division of land within the estates. • Moderate importance: high potential for the remains of structures relating to the Slough Trading Estate. Reasons: historical supporting data – there is a considerable collection of both documentary and cartographic data relating to the development of the Slough Trading Estate. Historical association, the Trading Estate was a driving force in the socio-economic development of Slough at the start of the 20th century. The origins of the Estate are rooted in WWI. • Low importance: low potential for redeposited Palaeolithic remains. Reasons: limited ability to contribute to the understanding of the Palaeolithic period. However, in situ Palaeolithic remains (although unlikely) would be high importance. Impact Three construction compounds. Other works, eg track lowering, and disturbance associated with scaffolding for parapet raising, would have no impact as they would take place with the 2–3m deep cutting. • Lowering of the Permanent Way by 100mm to 180mm over lengths of 260m to 300m, varying between the individual lines. Existing drainage will be protected, altered or re-instated. There will be minimal or no archaeological impact as the line is in a c 2–3 m deep cutting. • Construction compounds. Three compounds comprising Dover Road Bridge Worksite North, Dover Road Bridge Worksite South West and Dover Road Bridge Worksite South East. Details of the impact of any footings or groundworks that may be required in the construction compound will not be available within the timescale of the EIA, but if required works such as the footings for plant, accommodation, etc may partially or completely remove potential archaeological remains.

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Magnitude of Low with potential for a significant impact impact before mitigation Additional Survey data from any geotechnical investigations in order to refine information mitigation measures. required? Incorporated The generic data gathering and mitigation measures, as described in the mitigation incorporated mitigation, would be applied to this Crossrail site. Initially, a DDBA in order to refine the mitigation strategy and/ or a field evaluation may be necessary. Residual None impact after The incorporated mitigation measures would constitute preservation by incorporated record mitigation Site specific None required mitigation Residual None impact after site specific mitigation Significance of Non-significant Residual Impact Engineering Engineering Information provided by Crossrail sources ES Scheme Description Historical / 1km radius search of Berkshire SMR Archaeological Thomas Jefferys’ 1770 map of the County on Buckinghamshire sources Sources A. Bryant’s 1825 map of the County of Buckinghamshire 1881–2, 1891, 1900, 1926 and 1938 Ordnance Survey maps Network Rail, Engineer’s bridge report Yates, D T, 1999 ‘Bronze Age Field Systems in the Thames Valley’. Oxford Journal of Archaeology, Vol. 18, pp 157–170 Researcher CHD, HK, Date 10/12/2004 JC

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4.5.2 Site 15 Leigh Road Bridge

Site name Leigh Road Bridge Site no. 15 Route Section Western Window W20 Location Leigh Road overbridge, Leigh Road, Slough, Borough of Slough, East Berkshire NGR 495570 180970 Proposed Replacement with a two-lane steel bridge with a footpath. The existing Works historic bridge would be completely removed. Three construction compounds. Geology & The site is situated on the Langley Silt Complex (brickearth) overlying Topography the Taplow gravels. The ground slopes gradually down from the north towards the Thames in the south. The mainline railway is within a shallow cutting c 1.0–2.0m deep with the tracks at c 29.8m OD. This will probably have removed the brickearth deposits onto (or into) the underlying gravel. The construction compounds are beyond the cutting at ground level (31.0–32.0m OD), sloping down slightly from the north to the south.

Baseline • There are no Scheduled Ancient Monuments within the search area. resources • This local authority has no archaeological priority zones: each site is considered on its merits. • The existing Leigh Road Bridge (also known as Biddles or Middle Road Bridge) is a well-preserved (c 65% complete) standard 1838 Brunel 30ft span (broad-gauge) arched road overbridge for unclassified lanes, abutted to north by matching 1879–84 arched 25ft span extension. Minor sympathetic alterations to parapets and terminal pilasters. Both arched spans built in London stock brick, with white hydraulic mortar, semi-elliptical arches on Portland stone imposts, brick string courses, and dressed gritstone copings. Brunel (southern) span has original, slightly-splayed ‘corne-de-vache’ approaches, whilst northern (1879–84) span has steeply-angled wing walls. No buttresses to central pier. Lower section of parapet in redder stock brick throughout (probably rebuilt 1879–84) with upper 60cm in early 20th-century granular Fletton-type brick. Approach walls to north-west and south-east sympathetically reconstructed (‘as existing’) in the later 20th century, no doubt after minor road-traffic impacts. Bridge deck strengthened with reinforced (concrete?) deck over original. Matching (1879–84) 25ft span arch is of lesser historic or technical importance, but it provides scale for appreciating generous dimensions of original Brunel structure adjacent. Very difficult to view from the public domain: now in industrial estate and former rural setting completely lost. • The GWR is listed generically in the Berkshire SMR (05053). The mainline between Burnham Station and Slough Station is also 96

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recorded specifically (SMR: 05053.03). The former Slough Trading Estate Station (dating to the early 20th century) was situated to the north-east of the road bridge just outside the Crossrail site. The bridge and former station are not elements of the GWR included in the Tentative List for World Heritage Site status (DCMS 1999, 58– 61). • The Crossrail site is c 200m north of the Bath Road (Berks SMR 05052.46 and 05052.47). The road is outside the Crossrail site. • Moderate potential for Middle to Late Bronze Age settlement and field systems. The Crossrail site is located in the north of the Runnymede-Petters region of settlements and field systems (Yates, 1999). An excavation c 400m south-west of the Crossrail site produced Late Bronze Age pottery sherds and a ditch, possibly a field boundary (site codes: SL24 and SL29). • Moderate potential for Iron Age and early Roman activity. An excavation on Bath Road c 450m south-west of the Crossrail site found evidence of Iron Age and Roman field systems and occupation, possibly a small farmstead (site codes: SL29 and SL24). Evidence of settlement during this period is otherwise minimal, but the field systems could extend north to the Crossrail site. • Moderate potential for structures associated with the Slough Trading Estate, and its earlier use as a WWI motor repair depot. • Low potential for Palaeolithic remains at the base of the brickearth or reworked and redeposited within the Taplow Gravels. It is not currently understood whether the few artefacts recovered to date from the base of the brickearth are redeposited or in situ (J Cotton, Museum of London, pers comm. 10.08.04). Redeposited chance finds include two hand axes from the area of the Slough Trading Estate and three east of the site also from the Taplow gravels, but exact location unknown. (Berks SMR 00339; 00340). • Low potential for Neolithic occupation and isolated finds. A site excavated c 850m south-west of the Crossrail site found Neolithic postholes and a pit (site code: SL32). A Neolithic flint axe was also found to the east of the Crossrail site, although the exact location is unknown (Berks SMR 00333). • Low potential for Saxon, medieval and post-medieval activity, including occupation. The land surrounding the Crossrail site was predominantly rural. Excavations c 800m south-west of the site revealed two ditched enclosures with associated occupation and structural evidence (site codes: SL32, SL356). They probably relate to medieval Cippenham or the nearby medieval/post-medieval Cippenham Place. Outlying field systems could extend to the Crossrail site.

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• Low potential for World War Two defences. A Light Anti-Aircraft artillery site was documented in 1940 approximately 550m east of the Crossrail site (Berks SMR 06491). This resource is outside of the Crossrail site. Current status Railway cutting, bridge, and land adjacent to cutting and Visited ? of land road embankment at ground level. Yes Past impacts No evidence of quarrying has been identified on early Ordnance Survey maps or from the BGS. The cutting will have removed the majority of any archaeological deposits within the railway boundaries.

Importance of • Moderate importance: existing historic bridge. Reasons: group the baseline value with other surviving structures of the Great Western Railway, resources the most complete railway of its date in the world, representing the primary phase of world railway development (DCMS 1999, 58); supporting historical documentation for GWR and historical association with Brunel. Selected parts of the GWR (not including Leigh Road Bridge) are on the ‘Tentative List’ of World Heritage Sites. The bridge is not statutorily listed. • Moderate importance: low potential for Neolithic occupation. Reasons: diversity/complexity, occupational evidence can help understand how the terrace gravels north of the Thames were used during the Neolithic period, and provide insight as to how the landscape developed subsequently in the Middle to Late Bronze Age. Isolated flint artefacts will be of low importance. • Moderate importance: moderate potential for Middle and Late Bronze Age occupation and field systems. Reasons: archaeological supporting data of occupation and field systems in this area. Any evidence would provide information on the Middle to Late Bronze Age agricultural landscape and further expand current knowledge relating to the changes in land use during this period, supplementing the study carried out by Yates (1999). • Moderate importance: moderate potential for Iron Age and early Roman field systems. Reasons: group value of field systems when considered in the context of the wider landscape, embracing settlements and villa sites to the west of the Thames, and the more dispersed settlement pattern on the gravel terraces to the east. • Moderate importance: low potential for Saxon, medieval and post- medieval field systems. Reasons: historical and archaeological supporting data. Archaeological remains of field systems will help understand the development of the landscape from Saxon and medieval manorial estates through to the enclosure of the land in the post-medieval period, and will aid understanding of the division of land within the estates and parishes. • Moderate importance: moderate potential for the remains of structures relating to the Slough Trading Estate. Reasons: historical supporting data – there is a considerable collection of both documentary and cartographic data relating to the development of the 98

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Slough Trading Estate. Historical association, the Trading Estate was a driving force in the socio-economic development of Slough at the start of the 20th century. The origins of the Estate are rooted in WWI. • Moderate importance: low potential for WWII defences. Reasons: historical supporting data, national group value with other defensive structures from WWII, and historical association with WWII, one of the pivotal events of the 20th century. This resource is outside of the Crossrail site. • Low importance: low potential for redeposited Palaeolithic flint artefacts. Reasons: limited ability to contribute to the understanding of the Palaeolithic period. However, in situ Palaeolithic remains, although unlikely, would be high importance. Impact Demolition of the historic bridge. Additional archaeological impacts would result from: piling for new abutments; land reconfiguration behind abutments; the possible temporary diversion of services and from ground disturbance within three construction compounds. • Demolition of the historic bridge. To achieve the necessary vertical clearance for OHLE (4.78m) it is proposed to remove wholly the existing bridge. The impact would be the complete removal an original GWR structure and later (1879–84) addition built in the same style. • Construction of the new two-lane bridge abutment. The proposed piled abutments would be set behind the existing, entailing reconfiguring the existing cutting slope. The impact of the piles and any associated pile cap would be to completely remove any archaeological remains within their individual footprints. The impact of the reconfiguration of the cutting slope and landscaping around the bridge abutments cannot fully be determined at this stage of the design, but may partially or completely remove potential archaeological remains. • Possible temporary diversion of services through an Undertrack Crossing. Details of the impact of diverted services will not be available within the timescale of the EIA, but these are likely to partially or completely remove potential archaeological remains. • Construction compounds. Three compounds comprising Leigh Road Bridge Worksite North, Leigh Road Bridge Worksite South West and Leigh Road Bridge Worksite South East, would be located on relatively undisturbed ground at three locations outside the cutting. Details of the impact of any footings or groundworks that may be required in the construction compounds (‘worksites’) will not be available within the timescale of the EIA, but if required works such as the preparatory ground reduction and footings for plant, accommodation, etc are likely to partially or completely remove potential archaeological remains.

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Magnitude of Below-ground archaeological remains: Moderate, with potential for a impact before significant impact. mitigation Existing historic GWR bridge: High with potential for a significant impact. Additional Survey data from any geotechnical investigations in order to refine information mitigation measures. required? Incorporated The generic data gathering and mitigation measures, as described in the mitigation incorporated mitigation, would be applied to this Crossrail site. Initially, DDBA and/or field evaluation would be required to establish levels of survival. The incorporated mitigation measures would constitute preservation by record. Residual Below-ground archaeological remains: None impact after Existing historic GWR bridge: as impact before mitigation, above incorporated mitigation Site specific Below-ground archaeological remains: None required mitigation Existing historic GWR bridge: assessment of architectural, visual, and historic qualities in order to determine the appropriate level of recording from those specified by RCHM(E) 1996, to constitute preservation by record. Residual Below-ground archaeological remains: None impact after Existing historic GWR bridge: None (see also Cumulative Impacts, site specific section 4.24) mitigation Significance of Below-ground archaeological remains: Non-Significant Residual Existing historic GWR bridge: Non-Significant (see also Cumulative Impact Impacts, section 4.24). Engineering Engineering Information provided by Crossrail Sources sources ES Scheme Description

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Historical / 1km radius search of Berkshire SMR Archaeological Thomas Jefferys’ 1770 map of the County on Buckinghamshire sources A. Bryant’s 1825 map of the County of Buckinghamshire 1881–2, 1891, 1900, 1926 and 1938 Ordnance Survey maps DCMS (Dept of Culture Media and Sport, Buildings, Monuments and Sites Division), 1999 World Heritage Sites: The Tentative List of The of Great Britain and Northern Ireland MacDermot ET and Clinker CR, 1982 History of the Great Western Railway, Vol 2 1863–1921, 170 Network Rail, Engineer’s bridge report Network Rail archive engineering drawings of bridge RCHM(E), 1996, Recording Historic Buildings, A Descriptive Specification, Third Edition Yates, D T, 1999 ‘Bronze Age Field Systems in the Thames Valley’. Oxford Journal of Archaeology, Vol. 18, pp 157–170 Researcher CHD, HK, Date 10/12/2004 JC

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4.6 Route Window W19

4.6.1 Site 16 Farnham Road Bridge

Site name Farnham Road Bridge Site no. 16 Route Section Western Window W19 Location Farnham Road overbridge, Farnham Road, Slough, Borough of Slough, East Berks NGR 496270 180690 Proposed Track lowering and parapet modification. Possible need to reprofile road. Works Two construction compounds. Geology & The site is located on brickearth over Taplow Thames terrace gravels. Topography Modern ground level slopes down gradually from west to east towards the Salthill Stream 600m to the east. Modern ground level at c 31m OD, and the road bridge is at a height of c 36m OD. The mainline is in a shallow cutting with the tracks at a height of c 29.3–29.6m OD. The Farnham Road Ditch runs close to the eastern side of Farnham Road from a pond located at the junction of Farnham Road and Whitby Road and joins the Salthill Stream near to Baylis Pond.

Baseline • Montem Mound, an early medieval motte and a Scheduled Ancient resources Monument (Monument no: SM19015), is located c 700m south-east of the Crossrail site. • This local authority has no archaeological priority zones: each site is considered on its merits. • The GWR is listed generically in the Berkshire SMR: 05053. The mainline between Burnham Station and Slough Station is recorded specifically as Berkshire SMR 05053.03. The site is not one of the elements of the GWR included in the Tentative List for World Heritage Site status (DCMS 1999, 58–61). Farnham Road Bridge is a steel and concrete structure constructed in 1936. • The Crossrail site is c 350m north of the Bath Road (Berks SMR 05052.47). The road is outside of the Crossrail site. • Moderate potential for Middle to Late Bronze Age activity. The Crossrail site is located in the north of the Runnymede-Petters region of settlements and field systems (Yates, 1999). • Moderate potential for post-medieval occupation. A house and orchard called Carter’s Place can be seen on the 1883 Ordnance Survey map. The northern extent of this small park may reach the Crossrail site.

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• Low potential for Palaeolithic remains at the base of the brickearth or reworked and redeposited within the Taplow Gravels. It is not currently understood whether the few artefacts recovered to date from the base of the brickearth are redeposited or in situ (J Cotton, Museum of London, pers comm. 10.08.04). Hand axes, flakes and other worked flints have been found in a gravel pit c 500m south-east of the Crossrail site (Berks SMR 00203.00.001); from the Slough Trading Estate (Berks SMR 00339); c 770m south of the Crossrail site (Berks SMR 00203); near the Montem Mound (Berks SMR 00327.02, c 620m south-east); and north of the site (Berks SMR 00340, exact location unknown). • Low potential for isolated Neolithic finds. Neolithic worked flints have been recorded in the vicinity of the Crossrail site (Berks SMR 00341, c 400m south-east; Berks SMR 00141, c 720m south; Berks SMR 00333, exact location unknown), but no evidence of occupation has been excavated. • Low potential for Iron Age and Roman occupation or field systems. A rectangular enclosure (NGR 496786 181123) seen in an aerial photograph, c 640m north-west, has been interpreted (but not confirmed) as an Iron Age enclosure. An earthwork (Berks SMR 00202, c 800m south of the Crossrail site) was traditionally thought to be a Roman fort, but artefacts collected from the area suggest it was a domestic settlement. Although it is unlikely the settlement site would extend to the Crossrail site, associated field systems may. • Low potential for Saxon and medieval field systems. The land surrounding the Crossrail site during these periods was predominantly rural. Crop marks to the southeast of the site (NGR 496998 180324 and 497015 180268, c 720m) show linear features suggesting field boundaries of unknown date. The Domesday Book recorded two watermills on the Salthill Stream c 500m to the east of the site (Berks SMR 00343 and 00344). • Low potential for World War Two defences. A Light Anti-Aircraft artillery site was documented in 1940 c 175m north-west of the Crossrail site (Berks SMR 06491). This resource is outside of the Crossrail site. Current status The mainline is in a very shallow cutting at a depth of Visited ? of land c 1.5m. This will have partially truncated the brickearth. The Yes construction compounds are on untruncated ground. Past impacts No evidence of quarrying has been identified on the early Ordnance Survey maps or from the BGS. The cutting will have partially removed any archaeological deposits.

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Importance of • Moderate importance: moderate potential for Middle and Late the baseline Bronze Age occupation and field systems. Reasons: archaeological resources supporting data of occupation and field systems in this area. Any evidence would provide information on the Middle to Late Bronze Age agricultural landscape and further expand current knowledge relating to the changes in land use during this period, supplementing the study carried out by Yates (1999). • Moderate importance: low potential for Iron Age and early Roman field systems. Reasons: group value of field systems when considered in the context of the wider landscape, embracing settlements and villa sites to the west of the Thames, and the more dispersed settlement pattern on the gravel terraces to the east. • Moderate importance: low potential for Saxon and medieval field systems. Reasons: historical and archaeological supporting data. Archaeological remains of field systems will help understand the development of the landscape from the Saxon into the medieval period, and will aid understanding of the division of land within the manorial estates and parishes. • Moderate importance: low potential for WWII defences. Reasons: historical supporting data, national group value with other defensive structures from WWII, and historical association with WWII, one of the most pivotal events of the 20th century. This resource is outside of the Crossrail site. • Low importance: low potential for redeposited Palaeolithic flint artefacts and isolated Neolithic artefacts. Reasons: limited ability to contribute to the understanding of the Palaeolithic and Neolithic periods. However, in situ Palaeolithic remains would be high importance. • Low importance: moderate potential for the post-medieval grounds of Carter’s Place. Reasons: limited ability to provide additional information. Impact Track lowering, two construction compounds and enabling works for parapet modification. • Enabling works for parapet modification. The site would be checked for utilities and cables and temporary scaffolding access platforms installed. Scaffolding access platforms require soft spots to be removed and replaced by hardcore. The impact of this will be to partially remove potential archaeological remains. • Track lowering. All four running lines and the Goods Up line are to be lowered to provide clearance: the Down Main line by 465mm, the Up Main line by 380mm, the Down Relief line by 315mm, the Up relief line by 225mm and the Goods line by 225mm. To lower the tracks the existing track will be removed, and the track beds excavated to a depth which takes into account the design lowering value whilst also allowing for the standard depth of clean ballast below sleeper level. The mainline is in a very shallow cutting (c 1.5m 104

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deep) which will have partially truncated the brickearth. The impact of the track lowering would be to partially or completely remove any archaeological remains within the excavated area. • Construction compounds. Two compounds, comprising Farnham Road Bridge Worksite North and Farnham Road Bridge Worksite South, would be situated on untruncated ground. Details of the impact of any footings or groundworks that may be required in the construction compounds (‘worksites’) will not be available within the timescale of the EIA, but if required works such as the preparatory ground reduction and footings for plant, accommodation, etc are likely to partially or completely remove potential archaeological remains. • Drainage to be protected, altered or re-instated. Details of the impact of drainage works will not be available within the timescale of the EIA, but these are likely to partially or completely remove potential archaeological remains. • Cable trough route would be mainly above ground level, with no footings. Where the route is above ground level, there would be no impact upon potential archaeological remains. Magnitude of Low with potential for a moderate impact. impact before mitigation Additional Survey data from any geotechnical investigations in order to refine information mitigation measures. required ? Incorporated The generic data gathering and mitigation measures, as described in the mitigation incorporated mitigation, would be applied to this Crossrail site. The incorporated mitigation measures would constitute preservation by record. Residual None impact after incorporated mitigation Site specific None required mitigation Residual None impact after site specific mitigation Significance of Non-Significant Residual Impact Engineering Engineering Information provided by Crossrail Sources sources ES Scheme Description

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Historical / 1km radius search of Berkshire SMR Archaeological Thomas Jefferys’ 1770 map of the County on Buckinghamshire sources A. Bryant’s 1825 map of the County of Buckinghamshire 1881–2, 1891, 1900, 1926 and 1938 Ordnance Survey maps Yates, D T, 1999 ‘Bronze Age Field Systems in the Thames Valley’. Oxford Journal of Archaeology, Vol. 18, pp 157–170 Researcher CHD, HK, Date 10/12/04 JC, RC, JC

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4.6.2 Site 18 Stoke Poges Lane Bridge

Site name Stoke Poges Lane Bridge Site no. 18 Route Section Western Window W19 Location Stoke Poges Lane overbridge, Slough, Borough of Slough, East Berks NGR 497160 180370 Proposed Raise level of bridge deck and approach road. Two construction Works compounds. Geology & Langley Silt Complex (brickearth), overlying Taplow gravel terrace. The Topography GWR mainline lies at c 28.6m OD. The north side is roughly at grade, while the south side is in a shallow c 1m deep cutting cut into a natural slope. The approach road is raised on earth ramps/embankments on the north and south of the track, with the highest point of the bridge reaching c 34.5m OD.

Baseline • Montem Mound, an early medieval motte and a Scheduled Ancient resources Monument (SM19015) is located c 540m south of the Crossrail site. • This local authority has no archaeological priority zones: each site is considered on its merits. • The Great Western Railway is listed generically in the Berkshire SMR (05053), with the mainline between Burnham and Slough stations recorded separately (05053.03). The site is not one of the elements of the GWR included in the Tentative List for World Heritage Site status (DCMS 1999, 58–61). The Stoke Poges Lane Bridge is a steel bridge constructed in 1901 and partially reconstructed in 1944 and is therefore not an original GWR feature. • The Crossrail site is c 350m north of the Bath Road (Berks SMR 05052). The road is outside the Crossrail site. • Moderate potential for Bronze Age activity. The assessment of archaeological potential is constrained in this area by the limited data from archaeological investigations. However, the background potential for prehistoric settlement and land use on the terrace gravels (in the north of the Runnymede-Petters region of settlements and field systems) is well-established (Yates, 1999). • Low potential for Palaeolithic remains at the base of the brickearth or redeposited within the Taplow Gravels. It is not clear whether the few artefacts recovered to date from the base of the brickearth are residual or in situ (J Cotton, Museum of London, pers comm. 10.08.04). Hand axes, flakes and other worked flints have been found in a gravel pit c 530m west (Berks SMR 00203.00.001); from the Slough Trading Estate (Berks SMR 00339); c 900m south-west of the Crossrail site (Berks SMR 00203); near the Montem Mound (Berks SMR 00327.02); and east of the site (Berks SMR 00340, exact location unknown).

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• Low potential for isolated Neolithic finds. Neolithic worked flints have been recorded in the vicinity (Berks SMR 00341), but there is no evidence of occupation and some of these finds were from quarrying that may have removed it. • Moderate potential for field systems from the Iron Age to the post- medieval period. The landscape was predominantly rural with occupation focusing on the Bath Road to the south of the Crossrail site. A rectangular enclosure (NGR 496786 181123) seen on an aerial photograph, c 800m north-west, has been interpreted (but not confirmed) as an Iron Age enclosure. Further undated crop marks to the west of the site (NGR 496998 180324 and 497015 180268, c 110m) show linear features suggesting field boundaries. A Saxon spearhead was found c 650m south-east of the Crossrail site (Berks SMR 00206). Current status The railway appears to be at grade in the north and in a Visited ? of land cutting c 1m deep to the south. Stoke Poges Lane Bridge Yes Worksite North is at grade. Stoke Poges Lane Worksite South is situated in the corner of Salt Hill Pleasure Ground and mainly covers the approach road embankment, although part of the park may be affected. Past impacts No evidence of quarrying has been identified from the early Ordnance Survey maps or from the BGS. The cutting will have wholly or partially removed any archaeological deposits.

Importance of • Moderate importance: moderate potential for Bronze Age the baseline occupation and field systems. Reasons: archaeological supporting resources data from the general area. Deposit type attractive for early agriculture. Group value, supplementing the study carried out by Yates (1999). • Moderate importance: moderate potential for Iron Age to post- medieval field systems. Reasons: understanding development of the rural landscape, setting known settlement sites and earthworks into a wider context. • Low importance: low potential for redeposited Palaeolithic flint artefacts and isolated Neolithic artefacts. Reasons: limited ability to contribute to the understanding of these periods. However, in situ Palaeolithic remains (although unlikely) would be high importance. Impact Potential impacts from ground works to strengthen the existing bridge, modifications to the approach road, and ground disturbance within two construction compounds. • Alterations to bridge. To achieve the necessary clearance for OHLE, the bridge deck would be lifted by 340mm at the southern end and by 240mm at the north end. Trestles used to support the jacks would be installed adjacent to both abutments and ground improvement measures are likely to be necessary both beneath trestles and in the sides of the cutting. Details of the impact of any new ground works in the sides of the cutting, for strengthening the existing abutments,

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cannot be fully determined at this stage of the design, although such works may partially or completely remove potential archaeological remains. • Alterations to approach road. The gradient of the approach road would need to be modified to accommodate the height of the new overbridge. This would require small retaining walls, possibly with small spread footings, along the road shoulder on either side of the bridge. No associated works, such as ground consolidation or drainage are planned. The impact would potentially be to partially remove any archaeological remains within the area of the wall footings, to the maximum depth of the footings. • Two construction compounds. Stoke Poges Lane Bridge Worksite North and Stoke Poges Lane Worksite South would be would both be located outside the cutting. Details of the impact of any footings or groundworks that may be required in the construction compounds (‘worksites’) will not be available within the timescale of the EIA, but if required works such as the preparatory ground reduction and footings for plant, accommodation, etc are likely to partially or completely remove potential archaeological remains. Magnitude of Low with potential for a significant impact. impact before mitigation Additional Survey data from any geotechnical investigations in order to refine information mitigation measures. required ? Incorporated The generic data gathering and mitigation measures, as described in the mitigation incorporated mitigation, would be applied to this Crossrail site. A detailed desk based assessment in order to refine the mitigation strategy and/ or a field evaluation may be necessary. Residual None impact after The incorporated mitigation measures would constitute preservation by incorporated record. mitigation Site specific None required mitigation Residual None impact after site specific mitigation Significance of Non-significant Residual Impact Engineering Engineering Information provided by Crossrail Sources sources ES Scheme Description

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Historical / 1km radius search of Berkshire SMR Archaeological Thomas Jefferys’ 1770 map of the County on Buckinghamshire sources A. Bryant’s 1825 map of the County of Buckinghamshire 1881–2, 1891, 1900, 1926 and 1938 Ordnance Survey maps Yates, D T, 1999 ‘Bronze Age Field Systems in the Thames Valley’. Oxford Journal of Archaeology, Vol. 18, pp 157–170 Researcher CHD, HK, Date 10/12/04 JC

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4.7 Route Window W18

4.7.1 Site 19 Slough Station

Site name Slough Station Site no. 19 Route Section Western Window W18 Location Slough station and surrounding area including Bristol Way and Railway Terrace etc, Slough, Borough of Slough, East Berks NGR 497800 180200 Proposed Slough station: Platform extensions, footbridge and lifts, track work, five Works construction compounds and possibly to raise the listed footbridge. Minor track lowering and parapet works at William Street Bridge. Geology & The site is situated on a brickearth plateau, overlaying the Taplow gravel Topography terrace. Ground level is c 29.4m OD, with the tracks through the station at a height of c 28.3m OD.

Baseline • There are no Scheduled Ancient Monuments within the search area. resources • This local authority has no archaeological priority zones: each site is considered on its merits. • The GWR is recorded generically in the Berkshire SMR as 05053. The Crossrail site also includes parts of the GWR which are recorded specifically in the Berkshire SMR: ○ Slough Station (1882) booking hall, island platform building, and Area Manager's office are all Grade II listed (SMR 05053.02.100). The original GWR station, no longer extant, opened in 1840 and comprised two separate buildings, some distance apart, for the Down and Up traffic. Both were located on the south side of the railway line. ○ Island platform listed Grade II (SMR 05053.02.200) ○ Windsor to Slough branch line (SMR 05053.36) The site is not one of the elements of the GWR included in the Tentative List for World Heritage Site status (DCMS 1999, 58–61). • The Slough Station footbridge is Grade II listed. • The Crossrail site is c 325m north of the Bath Road (Berks SMR 05052 and 05052.48). The road is outside of the Crossrail site. • The western terminal of the Slough Branch of the Grand Union Canal (originally called the Grand Junction Canal), opened in 1883, is c 550m north of Slough Station.

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• Low potential (with Moderate potential for Bronze Age remains, Fiona MacDonald, East Berks Principal Archaeologist pers comm. 13.09.04) for Neolithic artefacts and for field systems from the Bronze Age to the medieval periods. The landscape was predominantly rural with occupation focusing on the Bath Road to the south of the Crossrail site. A Saxon spearhead (Berks SMR 00206) was found c 400m south of the Crossrail site. Crop marks to the west of the site (NGR 496998 180324 and 497015 180268, c 600m) show linear features suggesting field boundaries of unknown date. It should also be noted that the removal of brickearth during the medieval period and later is likely to have destroyed all in situ deposits, except perhaps the deepest cut earlier features. • Moderate potential for medieval and post-medieval brick making. Much of the brickearth around Slough was removed for use in the brick making industry. The exact locations of the many of the brick works are not known, for example the kiln set up in 1442 to provide bricks for Eton College (Berks SMR 00342). • Moderate potential for 19th-century market gardens and the grounds of the British Orphan Asylum (later becoming the Licensed Victuallers School) as depicted on the 1883 Ordnance Survey map. The Asylum was situated adjacent to the south side of the Victorian railway station. • Moderate potential for 19th and early 20th-century railway structures, in particular on the construction compound to the west of William Street. Small buildings, tracks and an engine shed can been seen on the 1883 and 1932 Ordnance Survey maps. • Low potential for Palaeolithic remains at the base of the brickearth or reworked and redeposited within the Taplow Gravels. It is not currently understood whether the few artefacts recovered to date from the base of the brickearth are redeposited or in situ (J Cotton, Museum of London, pers comm. 10.08.04). A hand axe was found c 600m south-west of the site (Berks SMR 00207), and another east of the site (Berks SMR 00205, exact location unknown). Current The railway is in a slight cutting. The construction compounds Visited ? status of land on the north side of the station are situated on the embankment Yes of Railway Terrace. Past impacts Slough station: the BGS shows large areas of worked ground on the north of the railway adjacent to the site. This is probably due to brickearth extraction. The exact location of the quarries is not clear, but they will have totally removed all archaeological deposits locally. In addition, deposits within the area of the cutting (which is 1.1m deep) will have been truncated during railway construction, although the bases of any deeply cut archaeological features could still survive below this level. William Street Bridge: BGS mapping shows that the brickearth has been removed from the cutting as far east a point c 80m east of the bridge (ie the western end of the station platforms). Within this area, only reworked Palaeolithic remains within the Taplow gravels might survive.

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Importance of • Moderate importance: moderate potential for mid to late 19th- the baseline century railway structures. Reasons: group value with remains of early resources GWR structures along the whole line, historical association with Brunel and supporting historical data relating to the GWR. • Moderate importance: moderate potential for Middle and Late Bronze Age field systems. Reasons: archaeological supporting data of field systems in this area. Any evidence would provide information on the Middle to Late Bronze Age agricultural landscape and further expand current knowledge relating to the changes in land use during this period, supplementing the study carried out by Yates (1999). • Moderate importance: low potential for Iron Age to medieval field systems. Reasons: understanding the use and development of the rural landscape and helping to set known settlement sites and earthworks into a wider context. • Moderate importance: moderate potential for evidence of medieval and post-medieval brick making. Reasons: historical supporting data, and historical association. Brick making was a primary factor in the origins and development of Slough. • Low importance: low potential for redeposited Palaeolithic flint artefacts and isolated Neolithic artefacts. Reasons: limited ability to contribute to the understanding of the Palaeolithic and Neolithic periods. However, in situ Palaeolithic remains would be high importance. • Low importance: moderate potential for 19th-century Nursery gardens and the grounds of the British Orphan Asylum. Reasons: limited ability to provide additional information to current knowledge. Impact Slough Station: platform widening, additional platform, additional footbridge, lifts, replacement of canopies, upgrading of station forecourts, five construction compounds and service diversions. William Street Bridge: track lowering and parapet works. N.B. Impacts on the Grade II listed station, platforms, and footbridge are covered in the Heritage and Townscape technical report, not in this assessment. • Platform alterations: ○ The western end of Platform 5 will be demolished and a new 135m long bay platform constructed here. The eastern end of platform 5 will be extended by 85m and Platform 6 will be filled in. Platforms 3 and 4 will be extended to 210m. Platform 1 will be widened. The widening of Platform 1 would also entail the laying of new track, which may require ground reduction, and the realignment of the access road to the south-west car park including any retaining walls. All platform extensions listed above would be founded on concrete pad foundations which would extend to approximately 1m below ground level. The impact of the foundations and the other

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works listed above would be to partially or completely remove potential archaeological remains. • A DDA compliant footbridge with MIP lifts to be installed at the western end of the station. The support columns and stairs to the south side will be founded on Platform 1. The foundations for the footbridge will extend to approximately 1m below ground level. The impact would be to partially or completely remove potential archaeological remains within the footprint of the foundations and lift pits. • Canopies on Platforms 5 and 6 need to be replaced and an additional section of canopy will be required on Platform 4. The foundations for the new canopies will extend to 1m below ground level and their impact would be to partially or completely remove potential archaeological remains within the footprints of foundations. • The forecourts to the north and south of the station will be upgraded to provide MIP access and taxi drop off areas and cycle storage. These works will require the removal of existing paving and installation of cycle racks. Details of the impact of forecourts will not be available within the timescale of the EIA but works may have an impact by partially removing potential archaeological remains. • A new Crossrail turnback sidings between the Up Main and Down Relief lines. The impact of the sidings would be to partially or completely remove potential archaeological remains outside the existing track alignments. • Permanent Way alterations will include: a temporary crossing over the relief lines adjacent to the northern worksite; taking up the Platform 6 bay platform track and the tamper siding to the north-west of the station; laying of new tracks into the new terminal platform on the west side of the station; realignment of the relief lines to the west of the station; minor realignment of the main lines to the east of the station; and new alignment for the Windsor Branch bay platform track. The impact of the permanent way alterations would be to partially or completely remove potential archaeological remains, only where the new trackwork extends outside of the area already truncated by the existing track bed. • Construction compounds. Five compounds comprise: ○ Slough Station Worksite North, located on the northern side of the station ○ Slough Station Worksite South, located to the east of the southern station entrance ○ Brunel Way Worksite, located to the west of the southern station entrance ○ Railway Terrace Worksite West, located within a car park to the north-west of William Street Bridge ○ William Street Bridge Worksite, located to the south-west of William Street Bridge.

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Details of the impact of any footings and groundworks that may be required in the construction compounds will not be available within the timescale of the EIA, but if required works such as preparatory ground reduction and footings for plant, accommodation, etc are likely to partially or completely remove potential archaeological remains. The northern edge of the Slough Station Worksite North lies within an area of worked ground identified by the British Geological Survey, and consequently there is unlikely to be an impact in this part of the worksite. • Existing utilities and railway services cables may require diversion in areas of the works. Details of the impact of diversions will not be available within the timescale of the EIA, but these are likely to partially or completely remove potential archaeological remains. • William Street Bridge track lowering. In order to achieve overhead clearance beneath the existing concrete bridge for OHLE, the five existing tracks would be lowered by between 0.04m–0.18m over a distance of between 85m to 130m on either side of the bridge. The lowering is of superficial depth, and across the majority of this location potential archaeological remains have been removed, therefore it is likely to have minimal or no impact upon potential archaeological remains. Existing drainage or services may need to be altered (see above for impact of possible service diversions). Magnitude of Low, with potential for a Significant impact impact before mitigation Additional Survey data from any geotechnical investigations in order to refine information mitigation measures. required ? Incorporated The generic data gathering and mitigation measures, as described in the mitigation incorporated mitigation, would be applied to this Crossrail site. Initially, DDBA and/or field evaluation would be required to establish levels of survival. The incorporated mitigation measures would constitute preservation by record. Residual None impact after incorporated mitigation Site specific None Required mitigation Residual None impact after site specific mitigation

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Significance Non-Significant of Residual Impact Engineering Engineering Information provided by Crossrail sources ES Scheme Description Historical / 1km radius search of Berkshire SMR Archaeological Thomas Jefferys’ 1770 map of the County on Buckinghamshire Sources sources A. Bryant’s 1825 map of the County of Buckinghamshire 1881–2, 1891, 1900, 1926 and 1938 Ordnance Survey maps Yates, D T, 1999 ‘Bronze Age Field Systems in the Thames Valley’. Oxford Journal of Archaeology, Vol. 18, pp 157–170 Researcher CHD, HK, Date 10/12/04 PM, RC, JC

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4.7.2 Site 20 Uxbridge Road Bridge and Wexham Road Bridge

Site name Uxbridge Road Bridge and Wexham Road Site no. 20 Bridge Route Section Western Window W18 Location Uxbridge and Wexham Road overbridges, Slough, Borough of Slough, East Berkshire NGR 498600 180030 Proposed Demolition of upper structure of Wexham Road Bridge and replacement Works with raised deck of pre-cast concrete beams. Piling would be used to support the southern bridge abutment. Replacement of parapets of the Uxbridge Road Bridge and possible track lowering beneath it. Temporary diversion of services to both bridges. Three construction compounds. Geology & The site is situated on Langley Silt Complex brickearth, overlying the Topography Taplow gravel terrace. The ground level drops from c 30m OD in the west to c 28m OD in the east. The railway tracks are within a shallow cutting on the west of the Crossrail site, but at grade by the east of the site. The Common Brook passes the Uxbridge Road Bridge c 50m to the east, but is outside of the Crossrail site.

Baseline • No Scheduled Ancient Monuments within the search area. resources • This local authority has no archaeological priority zones: each site is considered on its merits. • The Great Western Railway is recorded generically in the Berkshire SMR (05053). The section between Slough and Langley stations is also recorded separately (05053.02). The site is not one of the elements of the GWR included in the Tentative List for World Heritage Site status (DCMS 1999, 58–61). • The Uxbridge Road Bridge is a steel and reinforced concrete structure c 1960 (source: Network Rail). The existing Wexham Road Bridge comprises a very poorly preserved (less than c 50% complete) standard 1838 Brunel 30ft span (broad-gauge) arched road overbridge for unclassified lanes in London stock brick, with white hydraulic mortar and semi-elliptical arch on Portland stone imposts. By 1875 (the date of the Ordnance Survey 1st edition 25” map) a second, smaller, arch appears to have been built south of this to accommodate a siding, possibly serving the brick works to the east. In 1879–84, a third brick arch was added to the north of the main arch when the line was widened from two to four tracks. This arch probably accommodated a sixth track (another goods loop) alongside the two relief lines, as the Ordnance Survey 2nd edition 25” map of 1899 shows six tracks by this date. In 1961 the original bridge was abutted to the north by a level-beam structure (presumably entailing demolition of the 1879–84 arch and abutments), and in 1964 the bridge was widened to the east and west with further level-beam structures on reinforced concrete columns. Former span and 117

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approaches to south are currently buried in widened embanked approaches. Parapets lost. Undated buried southern arch built between 1838–75 may be of interest as it may be an additional, non- standard primary (Brunellian) single-track arch. Now in modern urban context. Surviving primary fabric difficult to view due to modern extensions. Former rural setting completely lost. • The Crossrail site is c 200m north of the Bath Road (Berks SMR 05052.48 and 05052.49). The road is outside of the Crossrail site. • The Slough Branch of the Grand Union Canal, opened in 1882, is c 350m north of the Crossrail site. • Moderate potential for medieval and post-medieval brick making. Much of the brickearth around Slough was quarried for use in the brick making industry. The exact locations of many of the kilns, especially the early ones, are not known. An example of a later brick works can be seen on the 1881 Ordnance Survey map to the east of Wexham Road Bridge. • Moderate potential for 19th-century market gardens to the south- west of Wexham Road Bridge and for remains of Upton Lea Cottages, within the proposed construction compound north-west of the Crossrail site (1883 Ordnance Survey map). • Low potential for Palaeolithic remains at the base of the brickearth or redeposited within the Taplow Gravels. It is not clear whether the few artefacts recovered from the base of the brickearth are residual or in situ (J Cotton, Museum of London, pers comm. 10.08.04). Much of the brickearth in surrounding areas has already been quarried, as above. No artefacts have been recovered in the vicinity of the Crossrail site, but there is a background potential for the Taplow terrace. • Low potential for activity from the Neolithic to Saxon periods (with Moderate potential for Bronze Age remains, Fiona MacDonald, East Berks Principal Archaeologist pers comm. 13.09.04). The assessment is constrained by limited data from archaeological investigations in this area, although there is good potential on the terrace gravels generally. Current status At the west of the site, the main line beneath Wexham Road Visited ? of land Bridge is in a shallow cutting with the tracks at c 28.2m OD. Yes Outside the cutting, ground level is at c 29.5m OD on the north and c 30.6m OD to the south. The approach road is carried on earth ramps, with the maximum height of the bridge at c 34.5m OD. To the east, the permanent way beneath Uxbridge Road bridge is at grade, c 28m OD. On the south-east of the bridge ground level drops to c 27m OD and the track is correspondingly raised on a slight terraced embankment on its south side. The approach road is carried on earth ramps, with the maximum height of the bridge at c 34.0m OD.

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Past impacts The BGS shows quarried ground north of the railway, probably brickearth extraction. The exact location of the quarries is not clear, but they will have totally removed all archaeological deposits locally. In addition, deposits within the cutting to the west will have been truncated during railway construction, reducing progressively to the east as the tracks approach grade level.

Importance of • Low importance: Wexham Road Bridge. Reasons: original 1838 the baseline GWR overbridge, although very poorly preserved due to resources inappropriate 1960s extensions. Group value with other surviving components of the most complete railway of its date in the world and historical association with Brunel and the primary phase of world railway development (DCMS 1999, 58). Selected parts of the GWR (not including Wexham Road Bridge) are on the Tentative List of World Heritage Sites. The bridge is not statutorily listed. • Moderate importance: low potential for activity from the Neolithic to the Saxon periods, moderate potential for Bronze Age activity. Reasons: local rarity of in situ evidence for these periods. For example, any Bronze Age field systems could expand current knowledge on the agricultural landscape and changes in land use in the Lower Thames Valley during this period, supplementing a previous study (Yates 1999). The present sparse evidence may simply reflect a lack of systematic fieldwork in the area. • Moderate importance: moderate potential for evidence of medieval and post-medieval brick making. Reasons: historical supporting data, and historical association. Brick making was a primary factor in the origins and development of Slough. However, quarries alone, without the associated industrial evidence of manufacture (such as kilns) would be of low importance. • Low importance: low potential for redeposited Palaeolithic flint artefacts. Reasons: limited ability of chance residual finds to contribute to the understanding of human societies in this period. Any in situ Palaeolithic evidence (although unlikely) would be of high importance. • Low importance: moderate potential for 19th-century nursery gardens and Upton Lea Cottages. Reasons: limited ability to augment existing documentary information. Impact Demolition of the upper bridge structure; piling to support the southern bridge abutment; possible track lowering beneath Uxbridge Road Bridge; diversion of services and three construction compounds. • Demolition of the upper structure of Wexham Road Bridge (the original arch and buried arch) and replacement with a raised deck of pre-cast concrete beams, to allow increased vertical clearance for OHLE. The lower half of the existing abutments would be retained. The impact would be to remove the majority of the original c 1838 structure and a brick arch of uncertain (but pre-1875) date.

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• Piled foundations in the side of the existing cutting to stabilise the south abutment of Wexham Road Bridge. The impact would remove all archaeological remains locally. • Uxbridge Road Bridge possible track lowering. In order to achieve overhead clearance beneath the existing bridge, the Up Main track may be lowered by 0.11m for 120m on each side of the bridge and the Down Main track by 0.05m. Works to the bridge itself are confined to parapet replacement. The lowering is of superficial depth and there is unlikely to be any impact upon potential archaeological remains. • Diversion of existing services. Details of the diverted services will not be available within the timescale of the EIA, but the extent of ground disturbance is thought to be minimal. Such works could potentially have localised impacts which would partially remove archaeological remains. • Construction compounds. Three compounds. Wexham Bridge Worksite North and Wexham Bridge Worksite South would be located on open land to the north-west and south-west of the Wexham Road Bridge respectively, and Uxbridge Road Bridge Worksite North would be located on the north-eastern side of Uxbridge Road Bridge. Mobile plant not requiring an excavated foundation would be used. Wexham Bridge Worksite South would require removal of embankment material to grade level. Details of the impact of any footings or groundworks that may be required in the construction compounds will not be available within the timescale of the EIA, but if required works such as the preparatory ground reduction and footings for plant, accommodation, etc are likely to partially or completely remove potential archaeological remains. Wexham Bridge Worksite North largely lies within an area of worked ground identified by the British Geological Survey, and consequently there is unlikely to be minimal or no impact within this worksite other than its southern and eastern edges. Magnitude of Wexham Road original GWR bridge: Moderate with a significant impact before impact. mitigation Below-ground archaeological remains: Low, with potential for a significant impact. Additional Survey data from any geotechnical investigations in order to refine information mitigation measures. required? Incorporated The generic data gathering and mitigation measures, as described in the mitigation incorporated mitigation, would be applied to this Crossrail site. Initially, DDBA and/or field evaluation would be required to establish levels of survival. The incorporated mitigation measures would constitute preservation by record.

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Residual Wexham Road original GWR bridge: as impact before mitigation above impact after Below-ground archaeological remains: None incorporated mitigation Site specific Existing historic GWR bridge: assessment of architectural, visual, and mitigation historic qualities in order to determine the appropriate level of recording from those specified by RCHM(E) 1996, to constitute preservation by record. Below-ground archaeological remains: None required. Residual Existing historic GWR bridge: None (see also Cumulative Impacts, impact after section 4.24). site specific Below-ground archaeological remains: None. mitigation Significance of Existing historic GWR bridge: Non-significant (see also Cumulative Residual Impacts, section 4.24). Impact Below-ground archaeological remains: Non-Significant. Engineering Engineering Information provided by Crossrail sources Sources ES Scheme Description Historical / 1km radius search of Berkshire SMR Archaeological Thomas Jefferys’ 1770 map of the County on Buckinghamshire sources A. Bryant’s 1825 map of the County of Buckinghamshire 1881–2, 1891, 1900, 1926 and 1938 Ordnance Survey maps DCMS (Dept of Culture Media and Sport, Buildings, Monuments and Sites Division), 1999 World Heritage Sites: The Tentative List of The United Kingdom of Great Britain and Northern Ireland MacDermot ET and Clinker CR, 1982 History of the Great Western Railway, Vol 2 1863–1921, 170 Network Rail, Engineer’s bridge report Network Rail archive engineering drawings of bridge Yates, D T, 1999 Bronze Age Field Systems in the Thames Valley, Oxford

Journal of Archaeology, Vol. 18, 157–170 Researcher CHD, JC Date 10/12/04

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4.8 Route Window W17

4.8.1 Site 21 Middlegreen Road Bridge

Site name Middlegreen Road Bridge Site no. 21 Route Section Western Window W17 Location Middlegreen Road overbridge, Middlegreen Road, Middle Green, Langley, Borough of Slough, East Berks NGR 499730 179900 Proposed Demolition of upper bridge structure and replacement with pre-cast Works concrete deck or similar. Original brickwork abutments, central pier and outstands, along with the 1914 steel deck extension, would be retained. One construction compound. Geology & The site is situated on Langley Silt Complex brickearth overlying the Topography Taplow gravel terrace. It is on a fairly flat plateau, with a slight drop in ground level from the north to the south towards the Thames floodplain. The level of the ground in the vicinity of the site is c 28.5m OD and the railway tracks are at grade.

Baseline • No Scheduled Ancient Monuments within the search area. resources • This local authority has no archaeological priority zones: each site is considered on its merits. • The Great Western Railway is recorded generically in the Berkshire SMR (05053). The section between Slough and Langley stations is recorded separately (05053.02). The site is not one of the elements of the GWR included in the Tentative List for World Heritage Site status (DCMS 1999, 58–61). • The existing structure comprises a well-preserved (c 75% complete) standard 1838 Brunel 30ft span (broad-gauge) arched road overbridge for unclassified lanes, abutted to north by matching 1879–84 arched 25ft span extension and, further north again, by a less sympathetic single-line level-beam steel girder span dated to 1914. Raking buttress to each side between two arched spans, mirroring angle of original Brunel splayed approaches to south. Both arched spans built in London stock brick, with white hydraulic mortar, semi-elliptical arches on Portland stone imposts, brick string courses, and dressed gritstone copings. Brunel (southern) span has original, slightly- splayed ‘corne-de-vache’ approach, whilst northernmost (1914) span has steeply-angled wing walls. Primary parapets to Brunel arch and southern approach. Terminal pilasters on approach walls to the south- west and south-east sympathetically reconstructed (‘as existing’) in later 20th century, no doubt after minor road-traffic impacts. Wooded approach embankments. Matching (1879–84) 25ft span arch is of lesser historic or technical importance, but it provides scale for

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appreciating generous dimensions of original Brunel structure adjacent. Steel span of no historic, visual or technical note. Easy to view at close quarters from adjacent public woodland. More distantly visible from Church Lane Bridge to east. Retains rural setting completely despite dispersed suburban and industrial development nearby. View currently slightly marred by pipeline bridge to west. • The Crossrail site is c 700m north-east of the Bath Road (Berks SMR 05052.49). The road is outside the Crossrail site. • Aerial photography revealed a linear crop mark and pits (NGR 499808 179925) c 60m east of the Crossrail site. The features were undated and have since been built over, but indicate a general potential for archaeological evidence on the site. • Moderate potential for medieval and post-medieval brick making. Much of the brickearth around Slough was removed for use in the brick making industry. The 1900 Ordnance Survey map shows a large brick works adjacent to the south-east of the Crossrail site. • Moderate potential for medieval and post-medieval field systems. In Langley Marish, a manor house and estate (known as Southend Manor in 1809) and the post-medieval Groves Manor and farmhouse were located, respectively, c 630m and c 470m north-east of the Crossrail site. (Bucks SMR 0439000000; 0438900000/1000). Although buildings from these estates are not anticipated on the Crossrail site, there could be associated field systems (where not destroyed by later quarrying). • Moderate potential for 19th and 20th-century market gardens as depicted on the 1900 Ordnance Survey map to the south-west and north-west of the Crossrail site. • Low potential for Palaeolithic remains at the base of the brickearth or redeposited within the Taplow Gravels. It is not clear whether the few artefacts recovered to date from the base of the brickearth are redeposited or in situ (J Cotton, Museum of London, pers comm. 10.08.04). Much of the brickearth in the surrounding area has already been quarried, as above. Two hand axes were found c 820m east of the Crossrail site (Berks SMR 00016 and 00017). • Low potential for Neolithic to Saxon activity (with moderate potential for Bronze Age remains, Fiona MacDonald, East Berks Principal Archaeologist pers comm. 13.09.04). This includes the continuation of a minor Roman road running northwards from Chorleywood (Bucks SMR 0436200000). The projected line appears to terminate c 800m south of the Crossrail site, but could potentially continue to the north to Middle Green. Although construction of the GWR, the canal and quarrying will have removed most remains, there could be localised survival. The assessment for these periods is constrained by a lack of archaeological investigation, but there is a good background potential for settlement and land use on the terrace gravels generally, eg associated with the Roman road route.

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• Low potential for features associated with the construction of the Slough Branch of the Grand Union Canal, opened in 1882 and c 50m north of the Crossrail site (Bucks SMR 0833200000). Current status The railway tracks are at grade, but the approach road to and Visited ? of land from the bridge is raised on earth banks. Yes Past impacts The BGS shows an area of disturbed ground on the south-east of the Crossrail site, probably relating to the brick works shown on the 1900 Ordnance Survey map. Construction of the canal may also have affected the site, eg dumping of excavated spoil.

Importance of • Moderate importance: existing bridge. Reasons: original GWR the baseline overbridge, having group value with other surviving components of resources the most complete railway of its date in the world and historical association with Brunel and the primary phase of world railway development (DCMS 1999, 58). Survival quality and complexity of multi-phase resource: the extensions to the bridge are considered to complement its historic integrity rather than to detract from it. Selected parts of the GWR (not including Middlegreen Road bridge) are on the Tentative List of World Heritage Sites. The bridge is not statutorily listed. • Moderate importance: low potential for Neolithic to Saxon settlement and agricultural activity, including land use along a suggested road route during the Roman period and moderate potential for Bronze Age activity Reasons: local rarity of in situ evidence for these periods. For example, any Bronze Age field systems could expand current knowledge on the agricultural landscape and changes in land use in the Lower Thames Valley during this period, supplementing a previous study (Yates 1999). There is also a lack of information about the Roman road system in the area. The present sparse evidence may simply reflect a lack of systematic fieldwork. • Moderate importance: low potential for a continuation of the suggested Roman road and associated rural activity. Reasons: rarity of evidence for the Roman road network within the area and wider region. • Moderate importance: moderate potential for evidence of medieval and post-medieval brick making. Reasons: historical supporting data and historical association. Brick making was a primary factor in the origins and development of Slough. However, quarries alone, without the associated industrial evidence of manufacture (such as kilns), would be of low importance. • Low importance: low potential for redeposited Palaeolithic flint artefacts. Reasons: limited ability of chance residual finds to contribute to the understanding of human societies in this period. Any in situ Palaeolithic evidence (although unlikely) would be high importance.

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• Low importance: moderate potential for medieval and post- medieval field systems, including market gardening. Reasons: historical supporting data. Archaeological remains will complement current knowledge of the landscape (including manor estates, villages, farms and moated sites) and how it functioned as a whole. Impact Demolition of the upper bridge structure. One construction compound and temporary service diversions. • Demolition of the upper bridge structure. The two brick arches would be replaced with a raised pre-cast concrete deck to allow additional vertical clearance for OHLE. The existing brick abutments, central pier and outstands and the 1914 steel deck extension would be retained. The impact would be to remove most of an original c 1838 bridge and later extensions, which together constitute a single historic GWR structure; adversely affecting the historical integrity, appreciation and understanding of the retained parts. No impacts on below-ground archaeological resources are anticipated. • Temporary diversion of services. Details of the impact of minor service diversions will not be available within the timescale of the EIA, however, extent of ground disturbance is thought to be minimal. Such works could potentially have localised impacts which would partially remove archaeological remains. • Construction compound. This would be located to the north-west of the bridge (Middlegreen Road Bridge Worksite North). Mobile plant not requiring an excavated foundation and a road or rail crane would be used. Details of the impact of any footings or groundworks that may be required in the construction compound (‘worksite’) will not be available within the timescale of the EIA, but if required works such as the preparatory ground reduction, access and footings for accommodation, etc are likely to partially or completely remove potential archaeological remains. Magnitude of Existing historic bridge: High with a significant impact. impact before Below-ground archaeological remains: Low, with potential for a mitigation significant impact. Additional Survey data from any geotechnical investigations in order to refine information mitigation measures. required?

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Incorporated The generic data gathering and mitigation measures, as described in the mitigation incorporated mitigation, would be applied to this Crossrail site. Initially, DDBA and/or field evaluation would be required to establish levels of survival. The incorporated mitigation measures would constitute preservation by record. Residual Existing historic GWR bridge: as impact before mitigation, above impact after Below-ground archaeological remains: None incorporated mitigation Site specific Existing historic GWR bridge: assessment of architectural, visual, and mitigation historic qualities in order to determine the appropriate level of recording from those specified by RCHM(E) 1996, to constitute preservation by record. Below-ground archaeological remains: None required Residual Existing historic GWR bridge: None (see also Cumulative Impacts, impact after section 4.24) site specific Below-ground archaeological remains: None mitigation Significance of Existing historic GWR bridge: Non-significant impact (see also Residual Cumulative Impacts, section 4.24) Impact Below-ground archaeological remains: Non-Significant Engineering Engineering Information provided by Crossrail sources ES Scheme Description Historical / 1km radius search of Berkshire SMR Archaeological Thomas Jefferys’ 1770 map of the County on Buckinghamshire sources A. Bryant’s 1825 map of the County of Buckinghamshire 1881–2, 1891, 1900, 1926 and 1938 Ordnance Survey maps

Sources DCMS (Dept of Culture Media and Sport, Buildings, Monuments and Sites Division), 1999 World Heritage Sites: The Tentative List of The United Kingdom of Great Britain and Northern Ireland MacDermot, E T, and Clinker, C R, 1982 History of the Great Western Railway, Vol 2 1863–1921, 170 Network Rail, Engineer’s bridge report Network Rail archive engineering drawings of bridge Yates, D T, 1999 Bronze Age Field Systems in the Thames Valley, Oxford Journal of Archaeology, Vol. 18, 157–170 Researcher CHD, JC Date 10/12/04

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4.8.2 Site 22 Trenches Bridge and Church Lane Bridge

Site name Trenches Bridge and St Mary’s Road Bridge Site no. 22 Route Section Western Window W17 Location Trenches overbridge and St Mary’s Road overbridge, St Mary’s Road, Langley, Borough of Slough, East Berks NGR 500450 179840 Proposed Demolition of upper half of two historic bridges and replacement with Works new bridges. Two construction compounds. Geology & The site is situated on the Langley Silt Complex brickearth overlying the Topography Taplow gravel terrace. It is on a fairly flat plateau, overlooking the Thames floodplain to the south. The level of the ground in the vicinity of the site varies between c 28–30m OD. The railway tracks are between c 29–29.5m OD.

Baseline • There are no Scheduled Ancient Monuments within the search area. resources • This local authority has no archaeological priority zones: each site is considered on its merits. • The GWR is recorded generically in the Berkshire SMR as 05053. ○ The section between Slough Station and Langley Station is also recorded specifically as 05053.02. ○ Trenches Bridge and St Mary’s Road Bridge are not elements of the GWR included in the Tentative List for World Heritage Site status (DCMS 1999, 58–61). They are nevertheless original GWR structures. ○ Trenches Bridge comprises a well-preserved (c 75% complete) standard 1838 Brunel 30ft span (broad-gauge) arched road overbridge for unclassified lanes, abutted to north by 36ft 3ins span wrought-iron girder extension of 1879–84, further extended with matching steel girder span of c 1914. No significant alterations to surviving Brunel fabric. Raking buttress to each side between two arched and girder spans, mirroring angle of original Brunel splayed approaches to south. Arched span built in London stock brick, with white hydraulic mortar, semi-elliptical arch on Portland stone imposts, brick string courses, and dressed gritstone copings. Brunel (southern) span has original, slightly-splayed ‘corne-de-vache’ approach, whilst northernmost (1914) span has steeply-angled wing walls. Primary parapets to Brunel arch, unaltered terminal pilasters to primary approach walls. Cementacious repointing to parapets and terminal pilasters but no significant alterations. Girder spans mar appearance of Brunellian fabric, whilst lack of smaller (1878–9) arch adjacent makes it more difficult to appreciate the generous dimensions of the original Brunel structure adjacent. Steel and wrought-iron spans are of no historic, visual or technical note. The reasons why an 127

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iron girder was used to span the additional lines at this point, as opposed to a brick arch used elsewhere along the route, are unclear, although the span is atypically larger than the 1838 bridge and suggests that the permanent way was wider at this point. It is possible that the iron girder was built to accommodate three tracks comprising two relief plus a goods loop, and three tracks are shown to the north of the two main lines on the Ordnance Survey 2nd edition 25” map of 1899. The bridge is distantly visible from St Mary’s Road Bridge to west. Semi- wooded approach embankments. Now used for public footpath only. Retains semi-rural setting completely despite disbursed suburban and industrial development nearby. ○ St Marys Road Bridge (also known as Church Lane Bridge) comprises a well-preserved (c 75% complete) standard 1838 Brunel 30ft span (broad-gauge) arched road overbridge for unclassified lanes, abutted to north by matching 1879–84 arched 25ft span extension and, further north again, by a less sympathetic 1914 single-line level-beam steel girder span. No significant alterations to surviving Brunel fabric. Raking buttress to each side between two arched spans, mirroring angle of original Brunel splayed approaches to south. Both arched spans built in London stock brick, with white hydraulic mortar, semi-elliptical arches on Portland stone imposts, brick string courses, and dressed gritstone copings. Brunel (southern) span has original, slightly-splayed ‘corne-de-vache’ approach, whilst northernmost (1914) span has steeply-angled wing walls. Primary parapets to Brunel arch and southern approach, unaltered terminal pilasters to approach walls. Cementacious repointing to parapets and terminal pilasters but no significant alterations. Semi-wooded approach embankments. Matching (1879–84) 25ft span arch is of lesser historic or technical importance, but it provides scale for appreciating generous dimensions of original Brunel structure adjacent. Steel span of no historic, visual or technical note. Closely visible due to bends in road. More distantly visible from Middlegreen Road Bridge to west and from Trenches Bridge to east. Located close to historic village core. Retains semi-rural setting completely despite dispersed suburban and industrial development nearby. • Burial Grounds: the medieval and later St Mary’s church and churchyard, (Berks SMR 00003.03 and 00003.03.001, BG003) lies 180m south of works. The Crossrail works will not extend to this site. • Moderate potential for medieval and post-medieval brick making. Much of the brickearth around Slough was removed for use in the brick making industry. The 1900 Ordnance Survey map shows a large brick works adjacent to the south-west of the Crossrail site, and the 1925 and 1938 Ordnance Survey maps show other brick works to the east. Further quarrying took place later in the 20th century to the north of the canal. Although damage to earlier archaeological deposits is likely to have been substantial, the map evidence suggests that quarrying was not total, and so there may be localised areas of 128

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survival (see Past Impacts below). • Moderate potential for medieval and post-medieval activity, including field systems associated with the village of Langley (site code SL4) and the nearby manor estates. A medieval to post-medieval manor house (known as Southend Manor in 1809, Bucks SMR 0439000000) formed an estate in Langley Marish. The manor house was c 500m north-west of the Crossrail site. In addition the post- medieval Groves Manor (Bucks SMR 0438900000) and farmhouse (Bucks SMR 0438901000) were located c 520m north-west of the Crossrail site. A further example of medieval occupation in the area is the Sawyer’s Green moat (Bucks SMR 0030100000), fish ponds (Bucks SMR 0080600000) and small water-filled quarrypits (crop mark at NGR 500882 180313) between 370m and 570m north-east of the Crossrail site. • Moderate potential for remains of WWII defensive structures. Aerial photographs from the 1940s show a group of military barracks and defensive wall (NGR 500607 179791) on the south of the railway c 50m east of the Crossrail site, and a zig-zag defensive trench (NGR 500712 179837) on the north of the railway c 100m east of the Crossrail site. Neither feature currently exists above ground, but below-ground evidence may remain. • Low potential for Palaeolithic remains at the base of the brickearth or reworked and redeposited within the Taplow Gravels. It is not known whether the few artefacts recovered to date from the base of the brickearth are redeposited or in situ (J Cotton, Museum of London, pers comm. 10.08.04). Two hand axes were found c 40m east of the Crossrail site (Berks SMR 00016 and 00017), and two further hand axes were found c 400m north-east (Bucks SMR 0151200000 and 0151201000). Middle Palaeolithic flints found in surviving brickearth deposits c 400m north-east of the Crossrail site (Bucks SMR 0151202000) may have been at the base of the brickearth, or reworked within the higher parts of the deposit. • Low potential for chance finds for various periods. An excavation c 350m south of the Crossrail site at Mountbatten Hall (site code SL15) recovered stratified medieval pottery from two postholes. To the south-east of the Crossrail site (c 300m) a bronze pendant from a Roman horse harness was found (Berks SMR 00010). • Low potential for features associated with the construction of the Slough Branch of the Grand Union Canal, which opened in 1883 (Bucks SMR 0833200000). The canal lies c 50m north of the Crossrail site. Current status The ground on the north of Church Lane Bridge is at a height Visited ? of land of c 30m OD, with that to the south at c 29.8m OD. The Yes railway tracks are in a shallow cutting at approximately 29m OD. To the north-west of Trenches Bridge the ground is at a height of c 30.25m OD, while to the south it is at c 29m OD.

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The tracks in this location are at c 29.4m OD, the land to the north of the permanent way being cut into and the land to the south correspondingly embanked. A shallow depression surrounded on the west and south by a low embankment, until recently a water-filled quarry pit, lies to the north-east of the bridge. The approach roads to and from both bridges are raised on earth banks. Past impacts The BGS shows areas of worked ground to the east and west of the Crossrail site, probably relating to the brick works shown on the Ordnance Survey maps of 1900, 1925 and 1938. The Crossrail site appears to be unaffected by the truncation, with the exception of St Mary’s Road Bridge Worksite South, which largely falls within an area of disturbed ground identified by the British Geological Survey. The railway cutting will have partially removed any archaeological deposits. Construction of the canal may have also had an impact on the site.

Importance of • Medium importance: two bridges associated with the GWR. the baseline Reasons: group value with other surviving components of the GWR, resources the most complete railway of its date in the world, which represents the primary phase of world railway development (DCMS 1999, 58). Selected parts of the GWR (not including Trenches Bridge or St Mary’s Road Bridge) are on the ‘Tentative List’ of World Heritage Sites; historical association with Brunel and the GWR. The bridges are not statutorily listed. • Moderate importance: moderate potential for medieval and post- medieval field systems. Reasons: historical and archaeological supporting data. Although occupation is not anticipated, archaeological remains of associated field systems would complement current knowledge of the medieval and post-medieval landscape including manor estates, villages, farms and moated sites, and help to understand how the landscape functioned as a whole. • Moderate importance: moderate potential for evidence of medieval and post-medieval brick making. Reasons: historical supporting data, and historical association. Brick making was a primary factor in the origins and development of Slough. • Moderate importance: moderate potential for remains of WWII defensive structures. Reasons: historical supporting data such as the aerial photographs, national group value with other defensive structures from WWII, and historical association with WWII, one of the pivotal events of the 20th century. • Low importance: low potential for redeposited Palaeolithic flint artefacts. Reasons: limited ability to contribute to the understanding of the Palaeolithic periods. However, in situ Palaeolithic remains would be high importance.

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Impact Demolition of the upper half of two historic bridges. Ground disturbance associated with support for existing abutments, footings for temporary access bridge and two construction compounds would potentially have an impact upon archaeological remains. • Demolition of the upper part of St Mary’s Road Bridge. The two brick arches would be replaced with a raised pre-cast concrete beam deck in order to provide clearance for OHLE (4.78m). The original brickwork abutments and central pier would be retained. A ring beam, requiring excavation to a depth of c 0.25m, would be used to tie the south abutment back to its wing walls. The impact would be to remove an original 1838 GWR brick arch along with an 1879–84 brick arch built in the same style, adversely affecting the historical integrity, appreciation and understanding of the retained parts. Excavation for the ring beam would partially or wholly remove any archaeological remains present within the footprint of the beam, to a depth of 0.25m. • Construction of a temporary access bridge. Foundations for the temporary bridge beside St Mary’s Road Bridge are expected to be spread footings a maximum of 1m below ground level. The impact of the foundations would be to partially or completely remove any archaeological remains within their footprints to a depth of 1m. • Demolition of the upper part of Trenches Bridge. The brick arch and original girder span would be replaced with a raised two span steel truss bridge in order to provide clearance for OHLE (4.78m). The abutments and central pier would be retained. The impact would be to remove an original 1838 GWR brick arch and late 19th-century girder span, further affecting the historical integrity, appreciation and understanding of the retained parts (already partly compromised by the existing steel extension). Construction of a new two span steel truss bridge would not impact on any buried archaeological remains. • Construction of the footing for a new abutment at Trenches Bridge, behind the existing south abutment. The new abutment would be supported on a new pad footing that would extend c 1.5m below existing ground level. The impact of the new footing would be to completely or partially remove archaeological deposits. • Construction compounds. Two compounds, St Mary’s Road Bridge Worksite South and Trenches Bridge Worksite North would be located to the south-west of St Mary’s Road Bridge and to the north- east of Trenches Bridge respectively. Mobile plant would be used and none of the plant would require an excavated foundation. Details of the impact of any footings or groundworks that may be required in the construction compounds (‘worksites’) will not be available within the timescale of the EIA, but if required works such as the preparatory ground reduction and footings for accommodation, etc are likely to partially or completely remove potential archaeological remains. Other than its northern edge, St Mary’s Road Bridge Worksite South lies within an area identified by the British

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Geological Survey as disturbed ground and consequently there is likely to be minimal or no impact in these parts of this worksite. Magnitude of Existing historic GWR bridges: High with a significant impact. impact before Below-ground archaeological remains: Low, with potential for a mitigation significant impact. Additional Survey and geotechnical data would enable the mitigation strategy to be information refined. required? Incorporated The generic data gathering and mitigation measures, as described in the mitigation incorporated mitigation, would be applied to this Crossrail site. Initially, DDBA and/or field evaluation would be required to establish levels of survival. The incorporated mitigation measures would constitute preservation by record. Residual Existing historic GWR bridges: as impact before mitigation, above impact after Below-ground archaeological remains: None incorporated mitigation Site specific Existing historic GWR bridges: assessment of architectural, visual, and mitigation historic qualities in order to determine the appropriate level of recording from those specified by RCHM(E) 1996, to constitute preservation by record. Below-ground archaeological remains: None required Residual Existing historic GWR bridges: None (although see Cumulative Impacts, impact after section 4.24). site specific Below-ground archaeological remains: None mitigation Significance of Existing historic GWR bridges: Non-significant (although see Residual Cumulative Impacts, section 4.24). Impact Below-ground archaeological remains: Non-Significant Engineering Engineering Information provided by Crossrail Sources sources ES Scheme Description

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Historical / 1km radius search of Berkshire SMR Archaeological Thomas Jefferys’ 1770 map of the County on Buckinghamshire sources A. Bryant’s 1825 map of the County of Buckinghamshire Ordnance Survey 25” maps 1899, 1924 Ordnance Survey 6” maps 1881–2, 1891, 1900, 1926 and 1938 DCMS (Dept of Culture Media and Sport, Buildings, Monuments and Sites Division), 1999 World Heritage Sites: The Tentative List of The United Kingdom of Great Britain and Northern Ireland MacDermot ET and Clinker CR, 1982 History of the Great Western Railway, Vol 2 1863–1921, 170 Network Rail, Engineer’s bridge report Network Rail archive engineering drawings of bridges Yates, D T, 1999 Bronze Age Field Systems in the Thames Valley, Oxford Journal of Archaeology, Vol. 18, 157–170 Researcher PM, CHD Date 10/12/04 HK, JC

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4.9 Route Window W16

4.9.1 Site 23 Langley Station

Site name Langley Station Site no. 23 Route Section Western Window W16 Location Langley, Borough of Slough, East Berks NGR 501400 179780 Proposed Platform extensions. One construction compound. Works Geology & The site is situated on the Langley Silt Complex brickearth overlying the Topography Taplow gravel terrace. The topography forms a fairly level plateau, overlooking the Thames floodplain to the south. The Horton Brook passes c 500m east of the Crossrail site. Ground level in the vicinity of the site is c 28.5m OD. The railway tracks, sidings and potential construction compound are between c 30–30.5m OD, situated on a low embankment.

Baseline • There are no Scheduled Ancient Monuments within the search area. resources • This local authority has no archaeological priority zones: each site is considered on its merits. • The GWR is recorded generically in the Berkshire SMR as 05053. The Crossrail site also includes parts of the GWR which are identified separately in the SMR: ○ The track between the Buckinghamshire County border and Slough Station: 05053.01 ○ The track between Slough Station and Langley Station: 05053.02 ○ Langley Station: 05053.01.100. The locally listed station building dates to c 1879–84, with later brick extensions on its west and east sides. The brick outbuilding currently in use as a bicycle shed on its eastern side is contemporary. The canopy on platform 4 is probably also contemporary. The site is not one of the elements of the GWR included in the Tentative List for World Heritage Site status (DCMS 1999, 58–61). • The Slough Branch of the Grand Union Canal (Bucks SMR 0833200000) opened in 1883 and originally called the Grand Junction Canal, is c 100m north of the Crossrail site. This is outside the Crossrail site. • High potential for below-ground remains associated with the 1838 GWR station. The original station building was located to the south- east of the existing building, having being demolished for quadrupling of the track between 1879–84. Footings of the building

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may survive within the fabric of the western ends of platforms 3 and 4. The western half of platforms 2/3 may also contain fabric of the original 1838 platforms. The original station had sidings that ran beneath the existing station building and car park, and later to the north of the existing building when they were moved northwards following quadrupling. Remains of both sets of sidings may survive within the area of the existing car parks. • Moderate potential for medieval and post-medieval brick making. Much of the brickearth around Slough was for use in the brick making industry. The 1900, 1925 and 1938 Ordnance Survey maps show brick works to the west and south-east of the Crossrail site. • Moderate potential for medieval and post-medieval activity associated with manorial estates. Medieval occupation in the general area can be seen from evidence such as the moat at Parsonage Farm (c 570m north, Bucks SMR 0030300000), Sawyer’s Green moat (c 400m north, Bucks SMR 0030100000), fishponds (c 650m north- west, Bucks SMR 0080600000) and small water-filled quarry pits (c 600m north-west, NGR 500882 180313). To the east of the Crossrail site, post-medieval field systems have been seen on aerial photographs (eg Bucks SMR 0482000000, c 750m east; and at NGR 502162 179888, c 620m east; NGR 502256 179813, c 670m east). • Low potential for Palaeolithic remains at the base of the brickearth or reworked and redeposited within the Taplow Gravels. It is not currently understood whether the few artefacts recovered to date from the base of the brickearth are redeposited or in situ (J Cotton, Museum of London, pers comm. 10.08.04). Artefacts such as flint hand axes and flakes have been found in the following locations: c 620m west (Berks SMR 00016 and 00017), c 300m north-west (Bucks SMR 0151200000 and 0151201000), c 700m north-east (site code BC2696) and c 460m south of the Crossrail site (Berks SMR 00019). Middle Palaeolithic flint flakes in surviving brickearth deposits found c 620m north-west of the Crossrail site (Bucks SMR 0151202000), may have been at the base of the brickearth, or reworked within the higher parts of the deposit. • Low potential for Neolithic to Saxon activity (with moderate potential for Bronze Age remains, Fiona MacDonald, East Berks Principal Archaeologist pers comm. 13.09.04). The assessment of archaeological potential for these periods is constrained in this area by limited data from archaeological investigations. Scattered evidence from these periods has been found in the vicinity of the Crossrail site, for example, an excavation c 800m south-west of the Crossrail site at Mountbatten Hall (site code SL15) recovered stratified medieval pottery from two postholes. To the south-east of the Crossrail site (c 500m) a bronze pendant from a Roman horse harness was found (Berks SMR 00010). A Neolithic flint flake (Berks SMR 00008) and a Bronze Age dagger (Berks SMR 00007) were found c 800m south-west. A quarry c 700m north-east of the site recorded several small features associated with Late Neolithic and

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Early Bronze Age pottery (site code BC2696). The same quarry also produced two Saxon spearheads. Current status The Crossrail site, including the station, tracks and sidings Visited ? of land are situated on a slight embankment, c 1.5m in height on the Yes, Aug south and c 0.5m (possibly at grade as original ground level 2004 is difficult to determine) on the north side of the railway. Past impacts The construction compound is largely located within an area of worked ground, probably a former quarry, on the north side of the railway, identified by the British Geological Survey. Further areas exist to the north-west of Station Road, and on the south-east around Maplin Park, outside the Crossrail site. Construction of the railway will have disturbed the ground. Archaeological deposits may have been protected to some extent by the embankment.

Importance of • Moderate importance: the existing late 19th-century GWR station the baseline Reasons: designation by local authority, representative of the changes resources associated with quadrupling of the track, an important early phase of development of the GWR. The GWR is the most complete railway of its date in the world, which represents the primary phase of world railway development (DCMS 1999, 58); historical association with the GWR. Features associated with the original GWR station, comprising possible remains of the original station building, platforms and sidings, along with late 19th-century modifications to platforms and the platform canopies, are also of moderate importance. • Moderate importance: low potential for activity from the Neolithic to the Saxon periods and moderate potential for Bronze Age remains. Reasons: local rarity of in situ evidence for these periods. Any evidence of field systems would provide information on the Middle to Late Bronze Age agricultural landscape and further expand current knowledge relating to the changes in land use in the Lower Thames Valley during this period, supplementing the study carried out by Yates (Yates 1999). Evidence of activity of these periods would increase our understanding of the use and development of the landscape in these periods. • Moderate importance: moderate potential for medieval and post- medieval field systems. Reasons: historical and archaeological supporting data. Archaeological remains of field systems will complement current knowledge of the medieval and post-medieval landscape including manor estates, villages, farms and moated sites, and help to understand how the landscape functioned as a whole. • Moderate importance: moderate potential for evidence of medieval and post-medieval brick making. Reasons: historical supporting data, and historical association. Brick making was a primary factor in the origins and development of Slough. • Moderate Importance: high potential below-ground features associated with the original GWR station, including any remains of original platforms contained within the existing platforms, below- 136

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ground remains of sidings, and late 19th-century platform modifications. Reasons: group value with other GWR features, historical association with Brunel. • Low importance: low potential for redeposited Palaeolithic flint artefacts and isolated Neolithic artefacts. Reasons: limited ability to contribute to the understanding of the Palaeolithic and Neolithic periods. However, in situ Palaeolithic remains at the base of the brickearth, although unlikely, would be high importance. Impact Impacts would result from construction of footings for platform extensions, relocation of two signals, along with new lighting and new and modified services and drainage, and one construction compound. • Eastern extension to platforms 2/3 and 4. Platforms 2/3 (combined Down Relief and Up Fast) would be extended by c 42m to the east. Platform 4 (Up Relief) would be extended by c 41m to the east and would also be widened to the north. The Down Main platform would be extended by 20m to the east. Foundations are likely to be concrete pads or possibly piles where the fill material is poorly compacted. Excavation of material for the construction of concrete pad foundations for the platform face and for the concrete crosswalls would extend c 1.0m below trackbed level. Where the excavation for concrete pads extends beneath the existing shallow embankment (c 1.5m high on the south side of station thinning to c 0.5m or at grade on the north side), the impact would partially or completely remove any surviving archaeological remains within the excavated areas. Piled foundations would completely remove all archaeological remains within the footprint of each pile. • Relocation of two signals located at the eastern end of platforms 2/3 and 4. It is assumed that the base of the new signals would entail ground excavation to a maximum depth of 3m below the top of the railway embankment. The impact would be to completely remove any archaeological remains within the excavated area. • New and modified platform drainage within the platform structure would have no archaeological impact. • New platform lighting. It is assumed that the lighting columns would require relatively small footings 1–1.5m deep. Where the footings extended beneath the existing shallow embankment (c 1.5m high on the south side of station thinning to c 0.5m or at grade on the north side), the impact would be to partially or completely remove any archaeological remains within the footprint of each column base. • Improved lighting and signage for car park. It is assumed that new columns for lighting and signage would require relatively small footings 1–1.5m deep. The impact would be to partially or completely remove any archaeological remains within the footprint of each column footing.

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• Construction compound. Langley Station Worksite North would be located on the northern side of the sidings east of the station. Details of the impact of any footings or groundworks that may be required in the construction compound (‘worksite’) will not be available within the timescale of the EIA, but if required works such as the preparatory ground reduction and footings for plant, accommodation, etc are likely to partially or completely remove surviving archaeological remains. Other than its southern and eastern sides, most of the worksite lies within an area of worked ground (probably a former quarry) and there is likely to be minimal or no impact in this part of the worksite. Magnitude of Below-ground archaeological remains: Moderate, with potential for a impact before significant impact. mitigation Existing locally listed station building: possible Low impact upon the appearance. Additional Survey data from any geotechnical investigations in order to refine information mitigation measures. required? Incorporated The generic data gathering and mitigation measures, as described in the mitigation incorporated mitigation, would be applied to this Crossrail site. Initially, DDBA and/or field evaluation would be required to establish levels of survival. The incorporated mitigation measures would constitute preservation by record. Residual None impact after incorporated mitigation Site specific Below-ground archaeological remains: None required. mitigation Existing locally listed station building: assessment of architectural, visual, and historic qualities in order to determine the appropriate level of recording from those specified by RCHM(E) 1996, to constitute preservation by record. Residual None impact after site specific mitigation Significance of Non-Significant Residual Impact Engineering Engineering Information provided by Crossrail Sources sources ES Scheme Description

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Historical / 1km radius search of Berkshire SMR Archaeological Thomas Jefferys’ 1770 map of the County on Buckinghamshire sources A. Bryant’s 1825 map of the County of Buckinghamshire Ordnance Survey 25” maps c 1875, 1899 Ordnance Survey 6” maps 1881–2, 1891, 1900, 1926 and 1938 DCMS (Dept of Culture Media and Sport, Buildings, Monuments and Sites Division), 1999 World Heritage Sites: The Tentative List of The United Kingdom of Great Britain and Northern Ireland MacDermot ET and Clinker CR, 1982 History of the Great Western Railway, Vol 2 1863–1921, 170 Yates, D T, 1999 ‘Bronze Age Field Systems in the Thames Valley’. Oxford Journal of Archaeology, Vol. 18, pp 157–170 Researcher CHD, JC Date 10/12/04

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4.10 Route Window W15

4.10.1 Site 24 Dog Kennel Bridge and Chequers Bridge

Site name Dog Kennel Bridge and Chequers Bridge Site no. 24 Route Section Western Window W15 Location Dog Kennel overbridge and Chequers underbridge, Iver, South Bucks District, Bucks NGR 502700 179800 Proposed Complete removal of Dog Kennel Bridge and the construction of a new Works single span replacement steel bridge. The construction of an additional span to Chequers Bridge. Utility diversion. Two construction compounds. Trackworks to include an additional line on the northern side of the permanent way. Geology & The Crossrail site is situated in the Colne Valley and is crossed by a Topography north-west/south-east aligned stream, which runs under the embankment on the western side of Chequers Bridge. A second (north-south aligned) stream, the line of which is the current boundary between Buckinghamshire and Berkshire, is located approximately 200m to the east of the bridge. Chequers Bridge is located on the Langley Silt Complex (brickearth) which seals Taplow Thames terrace gravel. Dog Kennel Bridge is located on Lynch Hill gravel. It appears likely from BGS mapping that this was originally capped by brickearth, which has been mostly removed for brick making, the nearest surviving area mapped by the BGS lying c 160m east of the bridge. Overall, there is a gentle gradient from north to south. Modern ground surface is c 32m OD approximately 350m to the north of the site and this falls to c 28m OD approximately 350m to the south.

Baseline • No Scheduled Ancient Monuments within the 1km search radius. resources • This local authority has no archaeological priority zones: each site is considered on its merits. • The existing Dog Kennel Bridge (also known as Richings Park Bridge) and Chequers Bridge (also known as Market Lane or Mansion Lane Bridge) are historic bridges. ○ Dog Kennel Bridge comprises a very well preserved (c 75% complete) standard Brunel 30ft span (broad-gauge) arched road overbridge for unclassified lanes, abutted to the north by a matching 1879–84 arched 25ft span extension. Raking buttress to each side between two arched spans, mirroring angle of original Brunel splayed approaches to south. Both arched spans built in London stock brick, with white hydraulic mortar, semi-elliptical

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arches on Portland stone imposts, brick string courses, and dressed gritstone copings. Uniquely, both the Brunel (southern) span and the narrower northern span have identical, slightly- splayed ‘corne-de-vache’ approaches. Completely unaltered Brunel arch, southern approach, parapets and terminal pilasters to southern approach walls. Matching (1879–84) 25ft span arch is of lesser historic or technical importance, but it provides scale for appreciating generous dimensions of original Brunel structure adjacent. Easy to view at close quarters from bends in approach track. More distantly visible from platforms at Iver station to east. Retains undisturbed rural setting and carried un-metalled farm track which is also a permissive footpath, with wooded approach embankments. A steel extension for a fifth track was proposed in 1914 but was never built. ○ Chequers Bridge is an underbridge comprising an original 1838 brick arch (source: Network Rail). It was widened on its north side between 1879–84 and was partially reconstructed in 1908. • High potential for post-medieval industrial activity. The Grand Union Canal (c 280m north of the Crossrail site) provided transport for heavy goods, such as bricks. VCH states that there were large brickworks in the neighbourhood of the station and canal and the 19th and early 20th-century Ordnance Survey maps confirm this (see also Past Impacts, below). Undated crop marks (Bucks SMR 0482000000 – at NGR 502630 179695, 502879 179731, and 502602 179854) appear to relate to small-scale quarrying. • Moderate potential for in situ Palaeolithic artefacts. The Lynch Hill terrace has yielded a large number of Palaeolithic implements and is particularly associated with the Acheulian and Levallois industries. Disused gravel quarries are located to the north and south of the site. Purser’s Pit, a disused pit to the south-east, is listed in the South Bucks District Local Plan as being a regionally important geological site. The three pits have produced many flint tools. Palaeolithic flint hand axes (Berks SMR 00016, Berks SMR 00017) were also found during the excavation of the Great Western Railway cutting at Langley and an axe and scraper (Berks SMR 00019) were found approximately 500m to the south of the railway at Willoughby Road, Langley. Reworked or redeposited artefacts would be of low importance. • Moderate potential for prehistoric agriculture and possibly settlement dating from the Neolithic through to the Iron Age. Undated crop marks (Bucks SMR 0482000000; at NGR 502102 180148, 502225 180244, 502333 180570, 502162 179888, 502213 179570, 502475 179565, 502630 179695, and 502766 179258) may be evidence of field boundaries and enclosures. Part of the crop mark at NGR 502766 179258 appears to be a palaeochannel. Neolithic flints (Berks SMR 00008) have been found in the vicinity and a Bronze Age dagger (Berks SMR 00007) was found close to Langley Station.

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• Moderate potential for medieval and post-medieval settlement and agricultural activity as shown on 18th and 19th-century maps. Approximately 750m to the northwest of Chequers Bridge is Parsonage Farm, the site of a moated house (Bucks SMR 0030300000) and there is another moated site known as Sawyer’s Green (c 900m to the north west of Chequers Bridge). Nineteenth- century maps show Parlaunt Park Farm (Berks SMR 00005.01 and 00005.02), situated approximately 900m to the south of the railway, with a moat which formerly enclosed a 16th-century house and garden. Post-medieval maps of the area show the site to be adjacent to a footpath leading to a group of buildings that were demolished when the railway was constructed. Crop marks (Bucks SMR 0482000000 – at NGR 502162 179888, 502369 179972, 502315 179712, 503094 179442, 502930 180383, and 503448 179913) appear to be post- medieval trackways and/or field boundaries. • Low potential for Roman agricultural activity. A Roman horse harness pendant is recorded on the Berks SMR from a sand pit in Langley (Berks SMR 00010). Current status The majority of the land is within the current railway, Visited ? of land boundary, although the scheme may include open land (a Yes disused quarry) to the north of the line. The railway is on an 29/6/2004 embankment in the vicinity of Chequers Bridge (an underbridge). Dog Kennel Bridge is over a railway cutting. Past impacts Brickearth and gravel quarrying has taken place either side of the railway from Langley to Holloway Hill Lane and there have been isolated brickworks and gravel pits from Holloway Hill Lane to the Colne. Although quarrying may not have affected the railway corridor or land immediately bordering it, BGS mapping suggests that it has taken place extensively in the surrounding area, in particular north of the railway between Chequers Bridge and Dog Kennel Bridgge (ie the eastern two- thirds of the Hollow Hill Lane to Dog Kennel Bridge Worksite), and also on the south side of the railway beside Dog Kennel Bridge (ie the whole of Dog Kennel Bridge Worksite South). Importance of • Moderate importance: two existing bridges associated with the the baseline GWR. Reasons: group value with other surviving components of the resources GWR, the most complete railway of its date in the world, which represents the primary phase of world railway development (DCMS 1999, 58); historical association with Brunel and the GWR. The bridges are not listed. • High Importance: moderate potential for in situ Palaeolithic and Mesolithic remains. Reasons: national rarity of in situ Palaeolithic remains and archaeological supporting data with the previously excavated archaeological material from the area. Remains that are not in situ would be of low importance. • Moderate importance: moderate potential for Neolithic to Iron Age agricultural activity, and possibly settlement, that could add to the understanding of the development of agriculture and changes in the

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economy, social structure and landscape of pre-Roman society. Reasons: rarity of evidence from this area. Any evidence would provide information on the western extent of the Middle to Late Bronze Age agricultural landscape, supplementing the study carried out by Yates (1999). • Moderate importance: low potential for Roman agricultural activity. Reasons: group value with archaeological data from the wider region. Helping to understand how the landscape functioned in terms of earthworks and villas interacting with smaller settlements, field systems and road networks. • Moderate importance: moderate potential for medieval and post- medieval agricultural activity and post-medieval manorial land divisions. Reason: historical and archaeological supporting data. Archaeological remains would complement historical evidence, and help understand patterns of settlement and land use in the parish of Langley Marish (eg moated sites). • Low importance: moderate potential for post-medieval industry associated with brickearth and gravel quarrying. Any manufacturing sites, including kilns, would increase the importance to moderate. Reason: historical and archaeological supporting data. Impact Demolition of Dog Kennel Bridge. Impacts on below-ground archaeological remains would result from piling for the new steel bridge replacing Dog Kennel Bridge and the new abutments for the additional span to Chequers Bridge. Potential impacts would arise from ground disturbance associated with the widening of the existing Chequers Bridge embankment, diversion of utilities, along with two construction compounds and alterations to the stream and culvert. • Complete removal of Dog Kennel Bridge. The impact would be the complete removal a historic bridge comprising an original GWR brick arch and abutments and later (1879–84) brick arch and abutments built in the same style. • Replacement bridge. Dog Kennel Bridge would be replaced with a single span steel bridge. This would have bankseats and bearing plinths at each end, which would tie in each end of the bridge to the ground and would be piled. The impact of the piling would be to remove completely any surviving archaeological remains within the footprint of each pile, and the footings would partially remove them. • Landscaping behind the demolished Dog Kennel bridge abutments, with bank slopes graded back from the base of the cutting up to current ground level. The impact of landscaping and regrading cannot be fully determined at this stage, although it is likely to partially or completely remove any potential archaeological remains, in particular at ground level. • At Chequers bridge, a new single track railway bridge with will be built on piled foundations and abutments to the north of the existing structure. Piles, 30m deep and topped by pile caps and bearing

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plinths, would be installed through the existing embankment. These would support new bridge abutments constructed behind the existing. The impact of this work would be to completely remove any archaeological remains within the footprint of each pile. • Construction compounds (‘worksites’). Two compounds: ○ Hollow Hill Lane to Dog Kennel Bridge Worksite, located on the north side of the railway between just west of Hollow Hill Lane to Dog Kennel Bridge. The west side of the Lane appears to be relatively undisturbed and archaeological survival can be expected to be good in this c 190m-long section of the compound. The majority of the compound east of Hollow Hill Lane has probably been quarried and archaeological remains removed, with the exception of the eastern c 90m where archaeological remains may survive. ○ Dog Kennel Bridge Worksite South, located at the southern end of Dog Kennel Bridge, on the site of a former quarry. Any archaeological remains will have been removed.

Mobile plant would be used and none of the plant would require an excavated foundation. Details of the impact of any footings or groundworks that may be required in the construction compounds will not be available within the timescale of the EIA, but if required works such as the preparatory ground reduction, access and footings for accommodation, etc are likely to partially or completely remove potential archaeological remains in the western part of Hollow Hill Lane to Dog Kennel Bridge Worksite. There is likely to be no or minimal impact in the eastern part of this worksite, and within Dog Kennel Bridge Worksite South, due to past quarrying. • Stream diversions and culvert lengthening would be made east and west of Chequers Bridge. The impact of these works would be to partly or completely remove any archaeological remains. • Trackworks. A new railway line would be laid down on the northern side of the existing track, between Chequers Bridge and Dog Kennel Bridge, a distance of c 950m. From Dog Kennel Bridge eastwards to West Drayton station, the proposed trackworks would reuse the line of a former track/track bed and there would be no impact. The impact of initial topsoil strip prior to embankment widening on either side of Chequers Bridge, along with rutting/compaction caused by subsequent movement of plant involved in construction activities, is dealt with under Hollow Hill Lane to Dog Kennel Bridge Worksite above. • Utility diversions. Three gas pipelines, the to Southall, Fulmer to Staines, and Buncefield to Heathrow pipelines (c 0.76m, 0.60m and 0.15m in diameter) would be diverted at Chequers Bridge over a stretch of c 240m from one side of the railway to the other. One utilities worksite would be located on either side of the railway.

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○ Southern construction compound (worksite): A north-west to south-east aligned linear feature, probably a trackway of unknown (possibly post-medieval) date (NGR 502315 179712), crosses the southern worksite, and the impact of the topsoil stripping and the subsequent movement of plant would probably be to truncate this feature and partially or completely remove any hitherto unrecorded remains. Excavation of the 2m deep by 8m wide pipe trench (along with the 6m long by 9m wide by 3m deep pit for pipejacking) would remove any deeper cut/buried archaeological remains that may have survived the initial topsoil strip, within the footprint of the trench. Air photographs show topsoil stripping in the western half of the site, which is likely to have already damaged or removed any archaeological remains present. ○ Northern construction compound (worksite): this lies within an area that has had ground disturbance in the form of topsoil stripping and quarrying (eastern edge of the worksite) in the past. This will have truncated or completely removed potential archaeological remains across most, if not all, of this site, and there is likely to be minimal or no impact. ○ Pipejacking: the three pipes would be pipe-jacked separately at a depth of 2m beneath the base of the embankment. The impact would be minimal, confined to the possible partial removal of deeply cut archaeological features, if present, and the possible removal of reworked Palaeolithic artefacts with the Taplow Gravels. Magnitude of Existing historic Dog Kennel Bridge: High with a significant impact. impact before Below-ground archaeological remains: Moderate, with potential for a mitigation significant impact. Additional Survey data from any geotechnical investigations in order to refine information mitigation measures. required? Incorporated The generic data gathering and mitigation measures, as described in the mitigation incorporated mitigation, would be applied to this Crossrail site. Initially, DDBA and/or field evaluation would be required to establish levels of survival. The incorporated mitigation measures would constitute preservation by record. Residual Existing historic GWR bridges: as impact before mitigation, above impact after Below-ground archaeological remains: None incorporated mitigation

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Site specific Existing historic GWR bridges: assessment of architectural, visual, and mitigation historic qualities in order to determine the appropriate level of recording from those specified by RCHM(E) 1996, to constitute preservation by record. Below-ground archaeological remains: None required. Residual Existing Dog Kennel historic GWR bridge: None (although see impact after Cumulative Impacts, section 4.24). site specific Chequers Bridge and below-ground archaeological remains: None mitigation Significance of Existing Dog Kennel historic GWR bridge: Non-significant (although Residual see Cumulative Impacts, section 4.24). Impact Chequers Bridge and below-ground archaeological remains: Non- Significant. Engineering Engineering Information provided by Crossrail sources Sources ES Scheme Description Historical / A 1km-radius search of GLSMR, Berks CC and Bucks CC Archaeological 1900, 1925, 1932 Ordnance Survey maps sources Map of the Langley Marish, 1845 The County Maps of Jeffreys and Bryant, 1760 and 1820 Plan of Estate in Iver and Langley Marish, 1810 Langley Marish Inclosure Map, 1809 Ashton, N, Jacobi, R, and White, M, 2003, Ancient Human Occupation of Britain Workshop Abstracts DCMS (Dept of Culture Media and Sport, Buildings, Monuments and Sites Division), 1999 World Heritage Sites: The Tentative List of The United Kingdom of Great Britain and Northern Ireland Lacaille, A, D, 1959, Palaeoliths from Brickearth in South-east Buckinghamshire, Records of Bucks Vol XVI Part 4 MacDermot, E T, and Clinker, C R, 1982 History of the Great Western Railway, Vol 2 1863–1921, 170 Network Rail, Engineer’s bridge report Network Rail archive engineering drawings of bridges Sheahan, J, J, 1862, History and Topography of Buckinghamshire Yates, D T, 1999 Bronze Age Field Systems in the Thames Valley, Oxford Journal of Archaeology, Vol. 18, 157–170 Researcher HK, JC Date 10/12/04

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4.11 Route Window W14

4.11.1 Site 25 Iver Station and Thorney Lane Bridges

Site name Iver Station and Thorney Lane Bridges Site no. 25 Route Section Western Window W14 Location Iver Station and Thorney Lane overbridges, Iver, South Bucks District, Bucks NGR 503800 179920 Proposed Demolition of existing historic bridge, construction of a new bridge. Works Demolition and replacement of 20th-century station. Up Goods line redesignated as Up Relief line and alignment improved, platform extensions and widening, new retaining wall, emergency escape footbridge, access road to the west realigned. Four construction compounds. Two new electricity pylons and associated worksites/access. Geology & The site, which is situated in the Colne Valley, is on Lynch Hill gravel Topography that appears to be capped by brickearth on the southern and eastern sides of the site. The railway lies in a cutting at 30.5m. Modern ground surface adjacent to the site has been recorded at 35m OD. The site is located 430m to the south-east of the Grand Union canal and 360m to the west of the M25. A drain is located approximately 40m to the north of the site.

Baseline • Scheduled Ancient Monument BU84, consisting of two concentric resources ring ditches showing as crop marks, is c 350m to the south-east of Iver Station and c 15m from Thorney Lane North Worksite West. • This local authority has no archaeological priority zones: each site is considered on its merits. • Great Western Railway: ○ Iver Station was added in 1924. ○ Thorney Lane Bridge, also known as Iver Lane Bridge, comprises a very well preserved (c 70% complete) skew-arched 1838 Brunel 30ft span (broad-gauge) overbridge for public Turnpike roads, abutted to north by matching 1879–84 arched 25ft span extension and to the north again by a further 25ft arched extension of 1913–14. Raking buttress to each side between 1838 and 1879–84 arched spans, mirroring angle of original Brunel splayed approaches to south. The 1838 and 1879–84 arched spans built in London stock brick, with white hydraulic mortar, semi- elliptical arches on Portland stone imposts, gritstone string courses, and dressed gritstone copings. ○ The 1914 span is built for a significantly wider road carriageway than the earlier spans and has brick imposts. Interestingly, the 1913–14 span has slightly-splayed ‘corne-de-vache’ approaches matching the Brunel original. The eastern parapets to the 1838 147

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and 1879–84 sections were rebuilt in the mid 20th century in blue engineering brick with replacement copings. Completely unaltered Brunel arch, southern approach, with later eastern parapet and terminal pilasters. ○ This is the only example on the Crossrail route of a Brunellian bridge built to the higher specification required for carrying a public Turnpike road. Matching (1879–84 and 1913–14) 25ft span arches are of lesser historic or technical importance, but they provide scale for appreciating the generous dimensions of the original Brunel structure adjacent. Easy to view at close quarters from an additional public footbridge immediately to west and, slightly more distantly, from the eastern end of the platforms at Iver station. Retains semi-rural setting despite suburban development to south-west. View from station platform slightly marred by current public footbridge to west. ○ The second bridge is a 20th-century concrete footbridge. • High potential for post-medieval activities associated with brickearth and gravel extraction and brick manufacture as shown on 19th and 20th-century Ordnance Survey Maps. • Moderate potential for prehistoric to Roman agricultural activity, such as boundary ditches, pits, wells, enclosures and droveways, and settlement sites that could add to the understanding of the development of agriculture and changes in the economy, social structure and landscape of prehistoric and Roman society. Air photographs show undated possible prehistoric crop marks within Thorney Lane North Worksite East (NGR 503950 180149). These comprise one large and one small curvilinear crop mark with short north-south linear crop marks to the north, possibly partially or completely removed by subsequent landfilling activities. Air photographs show a number of other undated crop marks (NGR 503763 179408, 504240 179551, 503965 179848, 504141 179717, and 504297 179854) in the vicinity, which may date from the prehistoric to the Roman period. • Moderate potential for post-medieval land divisions, trackways, drainage features and buildings. Eighteenth and 19th-century maps show the area was being used for agriculture. A crop mark at NGR 503448 179913 is possibly a post-medieval boundary. Crop marks (Bucks SMR 0482000000 - NGR 502879 179731 and 503094 179442) may be the remnants of post-medieval trackways and a crop mark at NGR 502930 180383 appears to be a post-medieval drainage feature. The railway follows the line of a post-medieval road (probably medieval in origin). Buildings shown on the 1830 map appear to have been demolished after the construction of the railway. • Low potential for in situ Palaeolithic remains. The Lynch Hill terrace has yielded a large number of Palaeolithic implements and is particularly associated with the Acheulian and Levallois industries. Gravel pits close to the site have produced a number of these flint

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implements. Many of the Levallois tools, flakes and cores were recovered from the ‘red’ brickearth (as described by Lacaille) in gravel pits around Iver Station (Bucks SMR 0084401000, 0084401202, 0226200002, 0239400000, 0239501000, 0239600003 and 0239700000). Current status The land is within the current boundary of railway land at the Visited ? of land eastern end of Iver Station. The station is in a steep cutting at Yes the eastern end of the platforms. The cutting is c 4.5m deep. 29/6/2004 The proposed construction compounds are open ground with occasional trees, and are at grade. Past impacts Construction of the railway cutting will have removed any archaeological remains earlier than 1838 within the footprint of the cutting. The areas north of the cutting, and also east of Thorney Lane South, are marked as ‘worked ground’ on BGS mapping, implying that it has been quarried, despite the existence of Scheduled Ancient Monument BU84 within the area. This may, however, be ground disturbance associated with construction of the M25 to the east. The true extent of quarrying/ground disturbance would need to be checked at DDBA.

Importance of • High importance: low potential for in situ Palaeolithic artefacts. the baseline Reasons: national rarity of in situ Palaeolithic remains; ability to resources contribute to the understanding of human societies in these periods. Any reworked or residual artefacts would be of low importance. • Moderate importance: existing Thorney Lane Bridge. Reasons: original GWR overbridge, having group value with other surviving components of the most complete railway of its date in the world and historical association with Brunel and the primary phase of world railway development (DCMS 1999, 58). Survival quality and complexity of a multi-phase resource: the extensions to the railway bridge are considered to complement its historic integrity, rather than to detract from it. Selected parts of the GWR (not including Thorney Lane bridge) are on the Tentative List of World Heritage Sites. The bridge is not statutorily listed. • Moderate importance: moderate potential for prehistoric to Roman agricultural activity. Reasons: rarity of evidence from this area. • Low importance: moderate potential for medieval and post- medieval agricultural activity and settlement. Reason: historical and archaeological supporting data. Archaeological remains of field systems and industrial activity will complement existing archaeological evidence, and help understand settlement around Iver. • Low importance: high potential for post-medieval activities associated with brickearth and gravel extraction and brick manufacture. Reason: historical and archaeological supporting data. Archaeological remains of post-medieval industrial activity will complement existing archaeological and historical evidence. Any extensive structural remains from brick making would be of moderate importance.

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Impact Demolition and replacement of Thorney Lane bridge. New station with improved access. Two new electricity pylons and associated worksites and access. Impacts from four construction compounds and a temporary and permanent access road. The station site is located within a 4.5m deep cutting where the only surviving archaeological remains would be of Palaeolithic date. North of the railway, and potentially east of Thorney Lane South, BGS mapping suggests that quarrying has previously removed potential archaeological remains, although it is possible that this is limited to removal of the brickearth, leaving potential for Palaeolithic remains in the gravels in parts of these areas. Given the presence of Scheduled Ancient Monument BU84 east of Thorney Lane South, the mapping may not be accurate in detail, and this will need to be checked at DDBA. Bridge works: • Demolition of the historic bridge. To achieve the necessary vertical clearance of 4.78m for the OHLE it is proposed to remove entirely the existing bridge. The impact would be the removal of an original GWR structure and later extensions, which together constitute a single historic GWR structure. • A new concrete bridge would be constructed alongside the existing historic bridge, before the demolition of the latter, and within the cutting. The new bridge would constructed on 25m deep piles. The impact of the piles would be to completely remove potential any Palaeolithic remains, if present. • To the west of the historic brick bridge is a concrete footbridge that may be retained. If the bridge is to be retained there would be no impact, but if the bridge was to be removed then the services that cross it would need to be diverted. Details of the impact of service diversions will not be available within the timescale of the EIA, but these are likely to partially remove potential archaeological remains south of the railway (those north of the railway have apparently been removed by quarrying; to be checked at DDBA). Works east of Thorney Lane South: • Thorney Lane South is to be realigned to connect with the new bridge (assessed from drawing no 1D0000-W1B24-C00-P-03025 Rev R3). This realignment is in an area of known crop marks and close to a Scheduled Ancient Monument (BU84). The impact of the road realignment would potentially be to partially or completely remove potential archaeological remains. However, these may not survive in this area (extent of quarrying to be checked at DDBA). • Two new electricity pylons. Two new electricity pylons would be erected within Thorney Hill golf course, on the south side of the railway, in order to allow clearance for OHLE. The two pylons would share a single worksite and access road. There would also be a small construction compound at the base of each of the two existing pylons north and south of the railway (Thorney Lane Hill Golf Course

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Electricity Pylon Worksites), with a temporary access road to the southern of these. Each pylon would have four legs, each supported by 3–4 piles. The impact of topsoil stripping for the worksites and access roads and the subsequent movement of plant, would be to partially or completely remove any surviving archaeological remains in those areas which lie outside the extensive former quarry pits (on either side of the railway), and landscaping for the golf course (on the southern side of the railway). Piling would completely remove any deeper buried archaeological remains which survived the initial topsoil strip. • Construction compound. Thorney Lane South Worksite, located to the south-east of the existing bridge. The construction compound to the south of the bridge is likely to be approximately 330m long and up to 50m wide. This compound lies c 15m away from a Scheduled Ancient Monument (BU84, see Baseline Resources, above) and in an area of known crop marks (NGR 503965 179848). Details of the impact of any footings or groundworks that may be required in the construction compound (‘worksite’) will not be available within the timescale of the EIA, but if required works such as preparatory ground reduction are likely to partially or completely remove potential archaeological remains. However, these may not survive in this area (extent of quarrying to be checked at DDBA). These works would not directly affect the Scheduled Ancient Monument, although they may affect any associated features of lesser importance. Works within the cutting: • Platform extensions. The platforms of both Relief lines would be extended westwards by 30m and the new Up Relief Platform widened by 3m. Platform 4 will thus be converted to an island platform, with the northern side becoming Platform 5. One signal would be relocated. Impact: these works are located within the cutting, therefore their impact would be limited to partially removing potential Palaeolithic remains, if present. • Retaining wall. A new wall founded on piles would be constructed on either side of the bridge at Thorney Lane. Impact: these works are located within the cutting, therefore their impact would be limited to partially removing potential Palaeolithic remains, if present. • Emergency Access footbridge will be a steel construction and the foundations will be 1m below ground level. Impact: these works are located within the cutting, therefore their impact would be limited to partially removing potential Palaeolithic remains, if present. Works north of the cutting: • Reconfiguration of the lines would require realignment of the access road to the north of its present position. This would entail a new cutting. Where the slope is cut back to the north, this may remove potential archaeological remains, but as this area is recorded as having been quarried by the BGS, it is unlikely that this would have an archaeological impact (to be checked at DDBA).

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• Temporary vehicle access/crossing. This would cross the Up and Down Relief Lines. Impact: where these works are within the cutting, their impact would be limited to partially removing potential Palaeolithic remains, if present. There would potentially be additional ground disturbance at the northern end of the temporary access road on the north side of the cutting, but as this area is recorded as having been quarried by the BGS it is unlikely that this would have an archaeological impact (to be checked at DDBA). • Four construction compounds. These would comprise: ○ Iver Station Worksite, located to the north-west of the station, immediately north of (outside) the railway cutting. ○ Thorney Lane North Worksite West, located to the north-west of Thorney Lane Bridge. ○ Thorney Lane North Worksite East, located to the north-east of Thorney Lane Bridge. ○ Thorney Lane South worksite, located to the south-east of Thorney Lane Bridge. Air photographs show undated crop marks (of possible prehistoric features: at NGR 503950 180149) within Thorney Lane North Worksite East. However, all three worksites lie in areas identified by the British Geological Survey as having been quarried, confirmed by examination of air photographs, and are therefore unlikely to have an archaeological impact (to be checked at DDBA). Magnitude of Existing historic GWR bridge: High with a significant impact. impact before mitigation Below-ground remains: Likely to be Low with potential for a significant impact (the magnitude might be moderate if considerable areas have survived previous quarrying). Additional Survey data from any geotechnical investigations, and information on information quarrying, in order to refine mitigation measures. required? Incorporated The generic data gathering and mitigation measures, as described in the mitigation incorporated mitigation, would be applied to this Crossrail site. Initially, DDBA and/or field evaluation would be required to establish levels of survival. The incorporated mitigation measures would constitute preservation by record. Residual Below-ground archaeological remains: None impact after Existing historic GWR bridge: as impact before mitigation, above. incorporated mitigation

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Site specific Below-ground archaeological remains: None required mitigation Existing historic GWR bridge: assessment of architectural, visual, and historic qualities in order to determine the appropriate level of recording from those specified by RCHM(E) 1996, to constitute preservation by record. Residual Below-ground archaeological remains: None impact after Existing historic GWR bridge: None (although see Cumulative Impacts, site specific section 4.24). mitigation Significance of Below-ground archaeological remains: Non-Significant Residual Existing historic GWR bridge: Non-significant (although see Impact Cumulative Impacts, section 4.24). Engineering Engineering Information provided by Crossrail sources Sources ES Scheme Description Historical / 1km-radius search of GLSMR, Bucks CC Archaeological Ordnance Survey 6”maps 1900, 1925, 1932 sources Ordnance Survey 25”maps 1875, 1899, 1924 Map of the Langley Marish, 1845 The County Maps of Jeffreys and Bryant, 1760 and 1820 Plan of Estate in Iver and Langley Marish, 1810 Langley Marish Inclosure Map, 1809 Estate map of Christopher Tower, 1736 Ashton, N, Jacobi, R, and White, M, 2003, Ancient Human Occupation of Britain Workshop Abstracts Lacaille, A D, 1959, Palaeoliths from Brickearth in South-east Buckinghamshire, Records of Bucks Vol XVI Part 4 MacDermot ET and Clinker CR, 1982 History of the Great Western Railway, Vol 2 1863–1921, 170 Network Rail, Engineer’s bridge report Network Rail archive engineering drawings of bridge Read, M, 1979, The Buckinghamshire Landscape Sheahan, J J, 1862, History and Topography of Buckinghamshire Ward W, H, and Block, K, S, 1933,The History of Iver Yates, D T, 1999 ‘Bronze Age Field Systems in the Thames Valley’. Oxford Journal of Archaeology, Vol. 18, pp 157–170 Researcher HK, JC Date 10/12/2004

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4.12 Route Window W13

4.12.1 Site 26 West Drayton Stabling Sidings

Site name West Drayton Stabling Sidings Site no. 26 Route Section Western Window W13 Location Yiewsley, LB Hillingdon NGR 505500 180200 Proposed New stabling sidings, bridge and river works; new trackwork, depot Works buildings, access road; replace level crossing with bridge. Utilities diversion, four shafts and associated worksites. Geology & The site lies to the east of the River Colne, on the west bank of the Fray’s Topography River. The drift geology comprises alluvium over the majority of the site with a band of Lynch Hill gravel and Langley Silt Complex (brickearth) at the eastern extremity of the works site. The site lies on a high embankment to the west of the High Street/Station Road. At the east of the works the modern ground surface adjacent to the site lies at c 27m OD.

Baseline • No Scheduled Ancient Monuments within the search area. resources • No Archaeological Priority Zone within the search area. • The Grand Union Canal (formerly known as the Grand Junction Canal, opened in 1794) lies c 125m to the north-east of the site. • The works are located on a section of the route of the GWR completed in c 1838, although the site is not one of the elements of the GWR included in the Tentative List for World Heritage Site status (DCMS 1999, 58–61). • A WWII pillbox is located at the western edge of the railway sidings. The FW3 type 24 pillbox was constructed in 1940–41 as part of the Line A (outer suburbs) of the Outer London Stop Line, and is one of three known to have been constructed in West Drayton. It was recorded for the Defence of Britain project in 1996 (ID S0000733) at NGR 505250 180210; however, modern Ordnance Survey mapping shows a pillbox that appears to be of this type at NGR 505228 180125, close to the mainline. The pillbox was not visible during the MoLAS site inspection visit in 2004, probably being obscured by vegetation or a scrapyard. • High potential for Saxon activity, excavations at Colham Mill Road (site code CMR96), adjacent to the works, found Saxon wooden stakes and pits with wattle linings preserved within organic alluvial deposits thought to be a hemp processing site associated with the sites location close to the Fray’s River.

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• High potential for 19th-century railway structures east of the Fray’s River only. Mapping shows that West Drayton Station was moved from the west side to the east side of the High Street around 1890. The 1881 Ordnance Survey map shows its original position within the east end of the construction compound (worksite), c 80m west of the High Street/Station Road. For a time it was the GWR locomotive headquarters with an engine house and coke ovens (MacDermot and Terence 1982). The lines that formerly ran around the northern and western boundaries of the site to Staines were constructed c 1885. The 1895–6 Ordnance Survey maps show a goods shed and trackwork, mostly removed since then, in the area between the Fray’s river and the High Street, with a water tower west of that river. The coal depot west of the Fray’s River was apparently constructed in the 20th century. • Moderate potential for Upper Palaeolithic/Early Mesolithic material including camp sites along the river valley. Material dating from around 8000–7000 BC has been excavated at Three Ways Wharf (site code UX88VIII) in Uxbridge c 4km to the north in a series of horizontal sediments overlying the natural river gravels. A channel thought to date to the Mesolithic period (site code HWY00) is located c 700m to the north. There is also moderate potential for redeposited artefacts and seven hand axes are recorded c 80m to the south (GLSMR LO2926). • Moderate potential for Neolithic to Iron Age settlements and field systems. At site code PBL89 c 875m to the north a probable stream channel of prehistoric date, and a linear ditch and other features of probable Late Bronze Age/Early Iron Age date. At site code HRY96 c 500m to the north, burnt flint was recovered from alluvial clays, suggested prehistoric activity in the area. At HWY00 the channel was still active in the Bronze Age. • Moderate potential for medieval and post-medieval settlement at the east of the works area. To the east activity associated with the medieval settlement of Colham (GLSMR LO68614) was located c 50m to the north-east around High Street, Yiewsley. A 16th-century house (GLSMR 210331) is located c 45m to the north-east of the works. Mapping suggests that the majority of the works area, with the exception of the most eastern section, was not developed until the 20th century. • Moderate potential for medieval and post-medieval industry associated with the Fray’s River. The site of an 18th-century mill (GLSMR 210074) is located c 50m to the south-west of the works and a flour mill is still located in the area on the 1881 Ordnance Survey map. • Low potential for Roman activity, few Roman finds have been made in the vicinity of the works although a ditch was recorded c 1.2km to the south (site code WLN98) and redeposited material is recorded c 600m to the south-east (GNWD79/80).

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• Low potential for constructional evidence associated with the Grand Junction Canal. The canal lies c 125m to the north-east. A bridge and a wharf/warehouse associated with the canal are recorded in the GLSMR (LO73043 and LO74492). The warehouse (LO74492) in Bentinck Road is c 150m to the north. Current status The site lies on a high embankment to the west of the High Visited? of land Street/Station Road and is comprised of a stretch of track and Yes open ground, with a small depot building to the north. The area around the site is generally built up with light industry and residential housing. Past impacts Infilled ground and worked ground is located both to the north and south- west of the site by the BGS. The area to the north is adjacent to the proposed stabling site.

Importance of • High importance: moderate potential for in situ Upper Palaeolithic the baseline and Mesolithic sites. Reason: national rarity of in situ sites. resources Archaeological supporting data (site code UX88VIII), contribution to published priorities ‘the nature and chronology of the hunter gatherer impact … of the Colne’ (Museum of London 2002, 21). There is moderate potential for redeposited or reworked artefacts, these would be of low importance. • Moderate importance: moderate potential for field systems and settlements from the Neolithic to the Iron Age. Reasons: contribution to published priorities including ‘Re-evaluating the core/periphery model proposed for the Thames Valley … and between the river valley and its hinterland’ (eg Museum of London 2002, 24–25). • Moderate importance: low potential for Roman features. Reasons: local rarity of in situ remains in this area. Redeposited or isolated artefacts would be of low importance. • Moderate importance: high potential for Saxon activity such as processing sites. Reasons: Archaeological supporting data (site code CRM96); contribution to published priorities including the following local research objectives ‘Studying the correlation between sites associated with watercourses and meander bends, so as to understand the origin of settlements’ (Museum of London 2002, 48), considerable rarity of Saxon remains; survival quality within the alluvium, in particular the preservation of organic materials. • Moderate importance: moderate potential for field systems and settlements associated with medieval and post-medieval settlements such as Colham to the east. Reasons: historical and archaeological supporting data; contribution to published priorities for example ‘taking in large enough areas to identify where settlement ends and other features such as fields begin’ (Museum of London 2002, 80). • Moderate importance: moderate potential for medieval and post- medieval industry and infrastructure. Reasons: potential to contribute to the local published priorities including ‘contributing to understanding London’s place as an industrial power’ (Museum of 156

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London 2002, 69, 74) and historical supporting data. • Moderate importance: low potential for features associated with the Grand Junction Canal. Reasons: group value with canal infrastructure, historical supporting data and potential to contribute to published priorities including the local research objective: ‘Establishing through the archaeological record how sustainable and determined (or not) were public and civic efforts to put in place, and then maintain, different aspects of London’s infrastructure’ (Museum of London 2002, 69). • Moderate importance: high potential for features associated with the earlier West Drayton station, 19th-century Goods Shed, and other railway resources east of the Fray’s River. Reasons. historical supporting data; contribution to published priorities (eg Museum of London 2002, 69). • Moderate importance: existing pillbox. Reasons: historical associations and supporting data (records of other pillboxes and defences in this area and the London region); group value with other defences of London; local rarity as this appears to be the only surviving example of those constructed in West Drayton; however, survival quality may be reduced as its condition is only described as ‘Fair’ in the Defence of Britain database (the NMR have no additional data on the condition). Impact Widening the existing road bridge, a new bridge for the new access road and site clearance. Impacts may also result from river training works, a new retaining wall for the stabling site, a carriage washing facility, pumping stations and the diversion of services. There are two options for the layout of the sidings. Sewer diversion comprising a bored tunnel with four shafts and associated worksites. Proposed Scheme • New abutments to widen the existing rail bridge to carry two tracks over the Fray’s River. The impact of the foundations and bored piles for the abutments would completely remove potential archaeological deposits within the footprint of the piles and partially or completely remove potential archaeological deposits within the footprint of the foundations. • Bridge for a new access road will require bored piled abutments. The impact of the foundations and bored piles for the abutments would completely remove potential archaeological deposits within the footprint of the piles and partially or completely remove potential archaeological deposits within the footprint of the foundations.

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• Clearance of the existing coal yard and demolition of existing structures. The sidings have been redesigned in such a way that the type 24 pillbox situated in the south-western corner of the site does not need to be demolished. It is, therefore, unlikely that there would be any archaeological impact from these works. • Retaining wall along the western and northern sides of the existing embankment will probably have 2m-deep foundations that would extend below the base of the embankment. This would partially or completely remove potential archaeological remains within the footprint of the foundations and associated works. • Depot office and welfare stores facility. These buildings would probably have no impact on buried archaeological remains, as their foundations are unlikely to extend below the base of the existing embankment. However, if piled foundations were required the impact of the foundations would be to completely remove potential archaeological remains within their footprint. • Carriage washing facility. The depth of the required water storage and waste tanks is not currently known, but if they did extend below the base of the embankment they would be likely to partially remove potential archaeological remains. • Pumping stations will probably not be required for waste disposal. However, if they were, they would penetrate below the base of the existing embankment and their impact is likely to partially remove potential archaeological remains. • Oil interceptor. Its size and depth are not currently known, but if it did extend below the base of the embankment it would be likely to partially remove potential archaeological remains. • River training works to protect bridge abutments from scour would entail excavations below bed level, possibly to install gabions. The impact of these works would be to partially remove potential archaeological remains. • Details of the impact of minor service diversions will not be available within the timescale of the EIA, but these are unlikely to have an impact on potential archaeological remains beneath the embanked area. However, any service diversions extending outside this area are likely to partially remove potential archaeological remains. • Sewer diversion: ○ A TBM would be used to dig the 1.2m diameter by 300m long by 8.3m deep tunnel. Four shafts, each 3m diameter by 9m deep, would be constructed for the TBM. There would be a cut-and- cover trench 2m wide by 5m deep at each end of the diversion. The impact of the shafts and the two cut-and-cover trenches would be to completely remove potential archaeological remains within the footprint of each shaft/trench. The tunnel would have

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no impact. ○ Utilities construction compounds (Colne Valley Trunk Sewer Diversion Worksites). Details of the impacts of any footings or groundworks that may be required in the utilities worksites will not be available within the timescale of the EIA, but if required works such as footings of any accommodation, plant and cranes etc would partially or completely remove potential archaeological remains, where they would be located off, or extend beneath, the existing embankment. The southern worksite is located in the immediate vicinity of the discovery of Saxon remains (see CRM96 above). Note that the British Geological Survey indicates the presence of modern made ground adjacent and possibly within the central worksite, and there would only be an impact where the ground reduction extended beneath the modern made ground. • Construction compound. Temporary works with the West Drayton Stabling Worksite, located in the in the cleared coal yard on the existing embankment, would have no impact on buried archaeological remains. • Other proposed structures, including 22 sidings with intermediate platforms, access road, level crossing and car park will have no impact on buried archaeological remains west of the Fray’s River, as their foundations would not extend below the existing embankment. East of the river, there is potential for trackwork and the access road to partially remove any surviving remains of the 19th-century Goods Depot and an unnamed building adjacent to the mainline shown on the Ordnance Survey map of 1896. It is unlikely that potential remains of the original mid 19th-century station would be affected by the proposed works. Magnitude of Moderate with potential for a Significant impact impact before mitigation Additional Levelled survey, geotechnical and contamination data would enable the information mitigation strategy to be refined. required ? Incorporated There may be health and safety restrictions on fieldwork within the mitigation former coal yard, depending upon the level of ground contamination encountered. The generic data gathering and mitigation measures, as described in the incorporated mitigation, would be applied to this Crossrail site. Initially, DDBA and/or field evaluation would be required to establish levels of survival in areas where there is potential for impacts. The incorporated mitigation measures would constitute preservation by record. Residual None impact after

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incorporated mitigation Site specific None required mitigation (Crossrail has revised the design for the sidings, which has produced preservation in situ for the pillbox) Residual None impact after site specific mitigation Significance of Non-Significant Residual Impact Engineering Engineering Information provided by Crossrail sources ES Scheme Description Historical / 1km radius search of GLMSR and LAARC. Archaeological Defence of Britain project database held by the NMR. sources Sources Greater London Industrial Archaeology Society (GLIAS) database v.2.65 John Rocque 1754, A Topographical Map of the County of Middlesex. 1804 to 1904 (inclusive) Ordnance Survey maps MacDermot ET and Terrence E, 1982 History of the Great Western Railway, Vol 1 Researcher PM, HK, Date 21/12/2004 RC, JC

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4.12.2 Site 27 West Drayton Station

Site name West Drayton Station Site no. 27 Route Section Western Window W13 Location West Drayton, LB Hillingdon NGR 506120 180100 Proposed New station building and forecourt, pedestrian footbridge, piled abutment, Works realignment of tracks, platform demolition, platform extensions and new canopies, alterations to 1878 structures. One construction compound. Geology & The site is situated on brickearth over Lynch Hill gravel. The station Topography building and track are on an embankment generally between c 1m to 3.5m high. Modern ground surface adjacent to the site lies at c 28m OD.

Baseline • No Scheduled Ancient Monuments within the search area. resources • No Archaeological Priority Zones within the search area. • The Grand Union Canal (opened in 1794 and originally known as the Grand Junction Canal) lies immediately to the north of the site. • The works are located on a section of the GWR built c 1838, although the site is not one of the elements of the GWR included in the Tentative List for World Heritage Site status (DCMS 1999, 58–61). The original station opened in 1838 and was located on the western side of Station Road (see Site 26). • The station was replaced between 1878 and 1881 by the existing station, which is locally listed, east of Station Road and next to the canal wharf. The station is not statutorily listed. The existing ticket hall, southern station entrance, platforms, platform canopies, waiting rooms and pedestrian subway are all apparently of this date. The station is a good example of the GWR style of the period, with ‘cream brick and red bands, tall chimneys, a crown of spiky ironwork on the booking office roof, and valancing in sweeping curves on the island platform ends’ (Cherry and Pevsner 1991, 370). The GWR building on the northern side of the railway, alongside the canal, is shown on the Ordnance Survey 2nd edition 25” map of 1895. • High potential for below-ground remains of footings of late 19th- century GWR buildings. The Ordnance Survey 2nd edition map of 1895 shows two buildings of unknown function on the north side of the track, immediately south of the canal (and possibly associated with it). The map also shows a signal box at the eastern end of the existing Up Main/Down Relief platform, which was presumably demolished when the platform was extended. • Moderate potential for Neolithic to Iron Age settlements and field systems. An Early Bronze Age axe (GLSMR LO25609) was located c 60m to the south of works in Warwick Road. A possible Neolithic occupation site (site codes GWND79/80 and MWD96) lies c 550m to

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the south, and at site code HRY96 c 800m to the north-west burnt flint recovered from alluvial clays, suggesting prehistoric activity in the area. • Moderate potential for Saxon activity, c 400m to the west excavations at Colham Mill Road (site code CMR96) found Saxon features preserved within organic alluvial deposits thought to be a hemp processing site associated with the site’s location close to the Fray’s River. • Moderate potential for medieval and post-medieval activity associated with settlement and farming. The medieval settlement of Colham (GLSMR LO68614) is located c 50m to the north around High Street, Yiewsley. A 16th-century house (GLSMR 210331) is located adjacent to the site to the north-west. The manor house of 'Burroughs' also known as Drayton House (GLSMR LO10620) lies c 250m to the south and evidence of the Tudor manorial complex of William Paget (site codes GNWD79/80) including 23 juvenile burials associated with the medieval and post-medieval church of St Martin’s (GLSMR 210061) lies c 550m to the south. The original settlement was thought to be centred near West Drayton Green and Church Road (GLSMR LO68638 and LO68637) c 700m to the south and medieval and post-medieval ditches and pits (site codes SHK94, PWD93) are located c 650m to the south-east of works. • Moderate potential for medieval and post-medieval industry associated with the Fray’s River. The site of an 18th-century mill (GLSMR 210074) is located c 200m to the south-west of the works and the site of a brick kiln is shown c 175m north on a plan of an estate in Iver and Langley Marish of c 1810. • Moderate potential for constructional evidence associated with the Grand Union Canal. The canal lies c 25m north of the works. Two bridges and a wharf/warehouse associated with the canal are recorded in the GLSMR (LO73039, LO73043 and LO74492). The warehouse (LO74492) in Bentinck Road c 150m to the north was built in 1796 with a wooden lucarne over the canal. • Low potential for in situ, and reworked or redeposited, Palaeolithic artefacts, and for Mesolithic remains. A channel thought to date to the Mesolithic period (site code HWY00) is located c 1km to the north- west. Finds including seven hand axes occur c 100m to the south-west (GLSMR LO2926), c 500m north-east of the site (GLSMR LO2671) and 750m to the south-west (GLSMR LO10563). • Low potential for Roman field systems and settlements. Redeposited Roman pottery has been recorded (site codes GNWD79/80, SHK94 and SIY01) c 600m to the south and south-east of the works. Current West Drayton station and surrounding tracks lie to the east of the Visited ? status of land High Street. The area around the site is generally built up with Yes commercial premises and residential housing. The Grand Union Canal lies directly to the north.

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The railway lies on an embankment that becomes shallower to the north and to the east. The western half of the station lies on an embankment that is c 1.5m high on its north side and c 3.5m high on its south side. The embankment becomes gradually less high eastwards, so that the eastern half of the station is at grade on the north side and at on a 1m-high embankment on the south side. The northern and southern station buildings are at grade, at the foot of the embankment, and are connected via a subway. Past impacts Areas of worked ground are located by the BGS directly to the north of works and c 50m to the south. A gravel pit is shown on the south side of railway tracks on the 1881 Ordnance Survey map. The works area itself is shown on brickearth suggesting quarrying may have taken place.

Importance of • Moderate importance: existing late 19th-century station buildings. the baseline Reason: locally listed, the existing station was built to replace the resources original GWR station to the west when two tracks were added on the north side of the railway. The period of station building associated with quadrupling of the track represents an important phase of development of the GWR, one of the earliest most complete railways in the world. Below-ground remains of late 19th-century GWR buildings would also be of moderate importance. • Moderate importance: moderate potential for field systems and settlements from the Neolithic to the Iron Age. Reasons: contribution to published priorities (eg Museum of London 2002, 24–25), see Site 26. • Moderate importance: low potential for Roman features. Reasons: local rarity of in situ remains in this area. Redeposited or isolated artefacts would be of low importance. • Moderate importance: moderate potential for Saxon activity. Reasons: considerable rarity of Saxon remains, archaeological supporting data (site code CRM96); contribution to published priorities (Museum of London 2002, 48), see Site 26. • Moderate importance: moderate potential for field systems and settlements associated with medieval and post-medieval settlements such as Colham and manorial complexes to the south. Reasons: historical and archaeological supporting data; contribution to published priorities (Museum of London 2002, 80), see Site 26. • Moderate importance: moderate potential for medieval and post- medieval industry and infrastructure. Reasons: supporting data and potential to contribute to published priorities eg: ‘understanding the procurement and supply of building materials and labour, and the management of woodlands, quarries and other resources’ (Museum of London 2002, 69,74 and 83). • Moderate importance: moderate potential for features associated with the Grand Union Canal. Reasons: group value with canal infrastructure, historical supporting data and potential to contribute to published

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priorities including the local research objective: (Museum of London 2002, 69), see Site 26. • Low importance: low potential for redeposited Palaeolithic or Mesolithic remains. Reasons: limited ability to contribute to the understanding of the Palaeolithic and Mesolithic periods. However, in situ Palaeolithic remains would be of high importance, while in situ Mesolithic remains would be of moderate importance. Impact New station building, pedestrian footbridge, abutment wall, platform extensions and new canopies. Demolition of platform and infilling of subway stairs. Impacts from ground disturbance from realignment of tracks and within one construction compound, including demolition of two buildings. • New station building. This would comprise a linear ticket hall and staff accommodation, located at the foot of the railway embankment, c 30m to the east of the existing station building. It would provide access at its eastern end to the new footbridge. The building would probably have 1m deep pad foundations. The impact of the foundations would be to partially remove potential archaeological remains within their footprint. • Station Approach is to be reconfigured with new parking and cycle storage. Excavations for these works are unlikely to be more than 0.5m deep, and if so their impact could be to partially remove potential archaeological remains. • Alterations to existing station building. The station would be converted for commercial use including the formation of larger openings in internal walls and the demolition of the existing passage leading to the subway. These works have some potential to affect adversely appreciation and historical integrity of this 1878 GWR station building, but the impact is likely to be minimal. • Realignment of tracks and platform demolition. The Up Goods line is to be realigned and re-designated as the Up Relief line, resulting in the demolition of the western end of Platforms 4/5 and the demolition of two buildings on the north side of the railway at the eastern end of the station, one of which is shown on the Ordnance Survey 2nd edition map of 1895. The impact would be to remove a substantial portion of the original 1878 island platform. The impact of the trackworks would be to partially remove potential below-ground remains of a late 19th- century building. There would be no impact upon earlier remains. • New abutment wall. The wall would be constructed across the entrance to platform 4/5 in order to support the embankment for the realigned Up Goods line. The wall would probably have piled foundations, although 2m-deep pad footings might be used. The impact of piling would be to completely remove potential archaeological remains within the footprint of the piles. • Subway alterations. The existing steps from the subway to the platforms would be infilled with foamed concrete and the roof replaced

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with precast concrete beams or a concrete slab. A new eastern abutment would be constructed at the bottom of the steps (see above). The impact would be to remove the roof of the subway, along with the three sets of steps to the platforms, which form part of the 1878 station. • Platform extensions. Platforms 3 and 4/5 would be extended eastwards to a length of 210m. The existing platform ramps would be demolished. As the platform extensions would be constructed on 1m- deep spread footings on an embankment that is at least 1m high, there would be no impact upon archaeological remains. • New Platform canopies. These would be erected on all platforms. The depth of the footings is not currently known, but none are likely to extend below the base of the embankment, and would therefore probably have no impact. • New pedestrian footbridge. Foundations would be approximately 1m below ground level, either on the embankment or forming part of the new ticket hall (see above). If so, there would be no impact upon earlier archaeological remains. • New signalling. It is assumed that the base of new signal masts, relocated eastwards due to the proposed platform extensions, would entail ground excavation to a maximum depth of 3m. The existing embankment is less than 3m deep at this location and the impact would be to remove partially potential archaeological remains, locally. • Services, drainage and lighting. Details of these works will not be available within the timescale of the EIA. There would be no impact upon archaeological remains where such works were carried out within the existing railway embankment. If located outside the embankment (ie in the north-eastern part of the station), the impact would be to partially or completely remove archaeological remains, locally. • A construction compound (West Drayton Station to Horton Bridge Worksite) would be located on the land between the railway and the canal. This site will be used as a work and storage area. Mobile plant not requiring excavated foundations would be used. Details of the impact of any footings or groundworks that may be required in the construction compound (‘worksite’) will not be available within the timescale of the EIA, but if required works such as preparatory ground reduction, footings for accommodation etc are likely to partially or completely remove potential archaeological remains. Magnitude of Low with potential for a Significant impact impact before mitigation Additional Survey data from any geotechnical investigations in order to refine information mitigation measures. required?

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Incorporated The generic data gathering and mitigation measures, as described in the mitigation incorporated mitigation, would be applied to this Crossrail site. Initially, DDBA and/or field evaluation would be required to establish levels of survival. The incorporated mitigation measures would constitute preservation by record. Residual Low impact after Demolition of the western end of Platforms 4/5, and the existing passage incorporated leading to a subway, the roof of which would also be removed, a late 19th- mitigation century railway building, and alterations to the station. Site specific Demolitions and alterations: assessment of architectural, visual, and mitigation historic qualities in order to determine the appropriate level of recording for the resources and impacts, from those specified by RCHM(E) 1996, to constitute preservation by record. Residual None impact after site specific mitigation Significance Non-Significant of Residual Impact Engineering Engineering Information provided by Crossrail sources ES Scheme Description Historical / 1km radius search of GLMSR and LAARC. Archaeological 1km radius search by English Heritage for SAMs. sources Greater London Industrial Archaeology Society (GLIAS) database v.2.65 John Rocque 1754, A Topographical Map of the County of Middlesex. Sources Plan of Estate in Iver and Langley Marish of c 1810 Ordnance Survey 6” maps, 1804 to 1904 (inclusive) Ordnance Survey 25” maps, 1st ed c 1875, 2nd ed 1895 Cheery B and Pevsner N, 1991 The Buildings of England. London 3: North West. MacDermot ET and Terrence E, 1982 History of the Great Western Railway, Vol 1 Researcher PM, HK, JC, Date 21/12/04 RC, JC

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4.13 Route Window W12

4.13.1 Site 28 Kingston Lane Bridge

Site name Kingston Lane Bridge Site no. 28 Route Section Western Window W12 Location Kingston Lane overbridge, West Drayton, LB Hillingdon NGR 506640 180040 Proposed Demolition of bridge and replacement with a steel truss footbridge. Works Footbridge approach ramp on both sides of bridge. One construction compound. Geology & Langley Silt complex (brickearth) overlying the Lynch Hill Thames Topography terrace gravel. The former Horton Brook crossed the area from north to south, c 200m east of the Crossrail site. The railway lies on an embankment at c 31.5m OD. Ground level adjacent to the site (not including the canal) is c 29m OD.

Baseline • No Scheduled Ancient Monuments within the search area. resources • No Archaeological Priority Zones within the search area. • The existing bridge comprises a well-preserved (c 50% complete) central section of a standard 1838 Brunel 30ft span (broad-gauge) arched road overbridge for unclassified lanes, abutted to south (due to restraints on space imposed by the presence of the canal and its crossing immediately to the north), by a matching 1879–84 arched 25ft span extension, and to the north by a later (late 19th-century) single-line arched span. No significant alterations to surviving Brunel fabric. Raking buttress to each side between central and southern arched spans. All three arched spans built in London stock brick with white hydraulic mortar, semi-elliptical arches, brick string courses, and dressed gritstone copings. Only the southern two arches have Portland stone imposts. Both ends of the bridge have steeply-angled wing walls. Primary parapets to Brunel arch, with no significant alterations. Now carries footpath only. Degraded industrial setting but close relationship to adjacent early bridge over Grand Union canal. Matching arched spans at north and south ends are of lesser historic or technical importance, but the two-track 1879–84 arched span to the south provides scale for appreciating generous dimensions of original Brunel structure adjacent. The Ordnance Survey 3rd edition 25” map of 1935 indicates that a fifth track, a siding, was added at the southern end of the bridge between 1895–1935. This apparently ran beneath the existing southern arch and did not require further alterations to the bridge. The bridge was closed to vehicular traffic in 1956. Closely visible from north due to bends in approach ramps. More distantly visible from the east end of the platforms at West Drayton station to west.

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• Moderate potential for Neolithic to Iron Age settlements and field systems. A possible Neolithic occupation site lies c 675m to the south-west (site codes GWND79/80 and MWD96). Bronze Age and Iron Age settlement evidence and a Bronze Age cremation cemetery were discovered c 650m north-east of the site at Boyer’s Pit (GLSMR 050436, 050859, 050167). There is good background potential on the terrace gravels, particularly near stream courses. • Moderate potential for medieval and post-medieval field systems on the periphery of West Drayton historic settlement. West Drayton c 500m to the south includes St Martin’s church (GLSMR LO10620; 210061; site codes GNWD79/80) and medieval pits and post- medieval ditches in the historic centre (site codes SHK94, PWD93), along with Burroughs Estate (also known as Drayton House) and the Tudor manorial complex of William Paget c 600–700m to the south- west. • Moderate potential for constructional evidence associated with the Grand Union Canal (opened in 1794 and adjacent to the Crossrail site to the north) including Horton Canal Bridge adjacent to the site (GLSMR 054607). • Moderate potential for post-medieval mineral extraction. The area around the Colne valley, along the route of the GWR and Grand Union Canal, was extensively quarried, eg for brick making. The 1881 Ordnance Survey map shows both gravel pits and brickearth quarries in the vicinity, including a probable brick works and wharf adjacent to the canal c 250m east of the site. • Low potential for Roman and Saxon settlement and field systems. The assessment of archaeological potential is constrained by a lack of archaeological investigations in this area. Roman pottery, probably residual, has been recorded c 500m to the south and a Saxon hemp processing site c 950 m to the west (site codes SIY01; CMR96). • Low potential for Palaeolithic artefacts. It is not clear whether the few Palaeolithic artefacts recovered to date from the base of the brickearth are residual or in situ (J Cotton, Museum of London pers comm. 10.08.04). Redeposited Palaeolithic flints may occur in the underlying Lynch Hill gravels and examples have been recovered c 460m north of the site (GLSMR LO2671); c 650m to the north-east in Eastwood’s Pit (GLSMR 052904, 050018, 050019); and 800m to the north-east at Stockley Park Golf Course (GLSMR 050124). However, many of these finds were made during quarrying, which was widespread in the area and the rating reflects this. Current status Raised pedestrian bridge over railway tracks leading to Visited ? of land bridge over Grand Union Canal which lies directly to the Yes north. The railway line lies on an embankment c 1.5m high on the south side and c 0.5m high on the north, where the adjacent canal on the north side is also raised above the natural ground level by c 1.0m OD (i.e. the whole line lies at c 1.5m above ground level at this point). 168

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Past impacts The BGS shows areas of worked ground directly north and south of Kingston Lane Bridge and infill c 225m north-east of the site (possibly associated with a brickfield and quarry shown on the 1881 Ordnance Survey map).

Importance of • Moderate importance: existing bridge. Reasons: original GWR the baseline overbridge, having group value with other surviving components of resources the most complete railway of its date in the world and historical association with Brunel and the primary phase of world railway development (DCMS 1999, 58). Survival quality and complexity of a multi-phase resource: the extensions to the bridge are considered to complement its historic integrity rather than to detract from it. Selected parts of the GWR (not including Kingston Lane Bridge) are on the Tentative List of World Heritage Sites. The bridge is not statutorily listed. • High importance: low potential for in situ Palaeolithic artefacts. Reasons: national rarity of in situ Palaeolithic remains; ability to contribute to the understanding of human societies in these periods. Any reworked or residual artefacts would be of low importance. • Moderate importance: moderate potential for Neolithic to Iron Age settlement and field systems. Reasons: contribution to published priorities (eg Museum of London 2002, 24–25), see Site 26. • Moderate importance: moderate potential for medieval and post- medieval field systems associated with documented settlement to the south. Reasons: historical and archaeological supporting data; contribution to published priorities eg examining the rural periphery of known settlements (Museum of London 2002, 80). • Moderate importance: moderate potential for features associated with the Grand Union Canal and brick manufacture. Reasons: group value of canal and railway infrastructure with the brick making industry locally; key features of the historic landscape and economy; historical supporting data and potential to contribute to published priorities (eg Museum of London 2002, 69), see Site 26. However, quarries alone, without the associated industrial evidence of manufacture (such as kilns) would be of low importance. • Moderate importance: low potential for Roman and Saxon settlement and field systems. Reasons: local rarity of in situ remains in this area. Further residual artefacts would be of low importance. Impact Demolition of bridge. Construction of new footbridge and two approach ramps. One construction compound. • Demolition of the bridge. The impact would be to remove entirely the original c 1838 bridge and later extensions, which together constitute a single historic GWR structure. • New steel truss footbridge. The bridge would be supported at each end by a large pile cap with 0.75m diameter piles. The impact of the piles would be to remove completely potential archaeological remains

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within the footprint of each pile. The pile caps would be set within the existing embankment and would have no impact. • Footbridge approach ramps. Most of the northern footbridge would be supported on a piled viaduct, with the remainder on an embankment with retaining wall. The southern footbridge would connect with the Kingston Lane ramp, requiring raising of the existing embankment. The embankment would comprise material supported behind a piled abutment. The impact of the piles would be to remove completely potential archaeological remains within the footprint of each pile. The pile caps would be set within the existing embankment and would have no impact. • Construction compound. The compound (Kingston Lane Worksite) would be located to the south-west of the bridge. Mobile plant not requiring an excavated foundation and a road or rail crane would be used. Details of the impact of any footings or groundworks that may be required in the construction compound (‘worksite’) will not be available within the timescale of the EIA, but if required works such as footings for accommodation etc are likely to partially remove potential archaeological remains. See also Site 27: West Drayton Station to Horton Bridge Worksite. Magnitude of GWR bridge: High with a significant impact impact before Below-ground archaeological remains: Low, with potential for a mitigation significant impact Additional Survey and geotechnical data would enable the mitigation strategy to be information refined. required? Incorporated The generic data gathering and mitigation measures, as described in the mitigation incorporated mitigation, would be applied to this Crossrail site. Initially, DDBA and/or field evaluation would be required to establish levels of survival. The incorporated mitigation measures would constitute preservation by record. Residual Existing historic GWR bridge: as impact before mitigation, above impact after Below-ground archaeological remains: None incorporated mitigation Site specific Existing historic GWR bridge: assessment of architectural, visual, and mitigation historic qualities in order to determine the appropriate level of recording from those specified by RCHM(E) 1996, to constitute preservation by record. Below-ground archaeological remains: None required

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Residual Existing historic GWR bridge: None (although see Cumulative Impacts, impact after section 4.24). site specific Below-ground archaeological remains: None mitigation Significance of Existing historic GWR bridge: Non-Significant (although see Residual Cumulative Impacts, section 4.24). Impact Below-ground archaeological remains: Non-Significant Engineering Engineering Information provided by Crossrail sources ES Scheme Description Historical / 1km radius search of GLMSR and LAARC. Archaeological 1km radius search by English Heritage for SAMs. sources Greater London Industrial Archaeology Society (GLIAS) database v.2.65 John Rocque 1754, A Topographical Map of the County of Middlesex. Sources 1804 to 1904 (inclusive) Ordnance Survey maps DCMS (Dept of Culture Media and Sport, Buildings, Monuments and Sites Division), 1999 World Heritage Sites: The Tentative List of The United Kingdom of Great Britain and Northern Ireland MacDermot, E T, and Clinker, CR, 1982 History of the Great Western Railway, Vol 2 1863–1921, 170 Network Rail, Engineer’s bridge report Network Rail archive engineering drawings of bridge Researcher PM, JC Date 21/12/04

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4.13.2 Site 29 Stockley Bridge/ Stockley Road, West Drayton

Site name Old Stockley Road Bridge Site no. 29 Route Section Western Window W12 Location Stockley Road, West Drayton, LB Hillingdon NGR 507640 179850 Proposed Demolition of the bridge and replacement with a new foot/service bridge. Works One construction compound. Geology & Langley Silt complex (brickearth) overlying Lynch Hill Thames terrace Topography gravel. Modern ground surface adjacent to the site is c 38m OD.

Baseline • There are no Scheduled Ancient Monuments within the search area. resources • There are no Archaeological Priority Zones within the search area. • The existing bridge comprises a well-preserved (c 50% complete) central section of a standard 1838 Brunel 30ft span (broad-gauge) arched road overbridge for unclassified lanes, abutted to south (due to restraints on space imposed by the presence of the canal and its crossing immediately to the north) by matching 1879–84 arched 25ft span extension, and to the north by later (late 19th-century) single- line arched span. No significant alterations to surviving Brunel fabric. Raking buttress to each side between central and southern arched spans. All three arched spans built in London stock brick with white hydraulic mortar, semi-elliptical arches with Portland stone imposts, brick string courses, and dressed gritstone copings. Both ends of the bridge have slightly-splayed ‘corne-de-vache’ approaches, matching the now-lost Brunel originals. The parapet and terminal pilasters of the later sections of the bridge have been rebuilt in the mid 20th century with red engineering brick and blue engineering brick copings, but the Brunel centre section is unaltered. Primary parapets to Brunel arch, with no significant alterations. Degraded industrial setting but close relationship to adjacent bridge over Grand Union canal. Matching arched spans at north and south ends are of lesser historic or technical importance, but the two-track 1879–84 arched span to the south provides scale for appreciating generous dimensions of original Brunel structure adjacent. Closely visible from north and from modern dual-carriageway bridge to east. • Moderate potential for constructional evidence associated with the Grand Union Canal (opened in 1794 and c 50m to the north of the Crossrail site). Two canal bridges are recorded: Starveall Bridge adjacent to the Crossrail site (where Old Stockley Road continues northwards over the canal) and Iron Bridge c 200m to the west (GLSMR 054601/602).

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• Moderate potential for post-medieval brick manufacture associated with the canal and railway. The 1881 Ordnance Survey map shows extensive brickfields in the area, including one at Starveall Farm, served by its own branch of the canal c 280m south-east of the Crossrail site, probably implying associated wharves and brick works. • Moderate potential for medieval and post-medieval field systems (site code SKC97, c 80m south). The medieval manor lay c 1.1km to the north-east (GLSMR 052979) but Rocque’s map of 1754 shows the 17th-century Dawley House as closer to the later railway, the park extending west almost up to the modern A408 (Stockley Road). The estate did not extend onto the Crossrail site. • Moderate potential for Neolithic to Iron Age field systems and settlements. There are examples of Bronze Age and Iron Age settlements c 1.0–1.2km to the north, north-west and east, and the associated field systems would have covered wide swathes of the gravel terrace (GLSMR, 050859, 050167, 050436; site codes SPD85, DWP01). • Low potential for Roman and Saxon field systems and settlements. Although there is no evidence in the immediate vicinity, Roman and Saxon deposits have been recorded on a number of sites to the south (the closest being 1km: WGF84). The lack of evidence north of this may be due to the construction of 20th-century housing without archaeological record. • Low potential for Palaeolithic flint tools which may occur in situ at the base of the brickearth or within the Lynch Hill gravels. Palaeolithic artefacts (probably redeposited) have been found in the general area (c 430m south-east, GLSMR 050036; c 475m north-west in Eastwood’s Pit, GLSMR 052904, 050018, 050019; c 850m east in Odell’s Pit, GLSMR 050004, 050117 and site code DAW98 c 1.2km east). However, many of these finds were made during extensive quarrying and the rating reflects this. Current status Original brick overbridge, west of the modern bridge that Visited ? of land carries the realigned Stockley Road. The railway is Yes approximately at grade. Past impacts Areas of worked, probably quarried, ground are shown c 50m north and c 125m to the south of the site by the BGS, the latter probably reflecting the brickfield shown on the 1881 Ordnance Survey map. However, this quarrying is not recorded as extending to the Crossrail site by the BGS.

Importance of • Moderate importance: existing bridge. Reasons: original GWR the baseline overbridge, having group value with other surviving components of resources the most complete railway of its date in the world and historical association with Brunel and the primary phase of world railway development (DCMS 1999, 58). There is a complementary group value with the adjacent Starveall Bridge where Old Stockley Road crosses the railway and canal. Survival quality and complexity of a multi-phase resource: the extensions to the railway bridge are

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considered to complement its historic integrity, rather than to detract from it. Selected parts of the GWR (not including Old Stockley Road bridge) are on the Tentative List of World Heritage Sites. The bridge is not statutorily listed. • Moderate importance: moderate potential for industrial remains from the Grand Union Canal and associated brick manufacture. Reasons: group value of canal and railway infrastructure with the brick making industry locally; key features of the historic landscape and economy; historical supporting data and potential to contribute to published priorities (eg Museum of London 2002, 69). However, quarries alone, without the associated industrial evidence of manufacture (such as kilns) would be of low importance. • Moderate importance: low potential for settlement and field systems of Neolithic through to Saxon date; and moderate potential for medieval and post-medieval field systems. Reasons: rarity of surviving in situ evidence locally; contribution to published priorities (eg Museum of London 2002, 24–25, 80). Historical supporting data for later periods. • Low importance: low potential for redeposited Palaeolithic remains. Reasons: limited ability to contribute to the understanding of human societies in these periods. Any in situ evidence (although unlikely) would be of high importance. Impact Demolition of the bridge. Strengthening of bridge abutments and piers; service diversions and one construction compound. • Demolition of the bridge and replacement with a new bridge adjacent to the site of the existing bridge. The northern abutment would be retained to c 1.5m above rail level to support the existing bank, and would be strengthened. The impact would be to remove entirely an original c 1838 bridge and later extensions, which together constitute a single historic GWR structure. Details on the nature of the strengthening of the northern abutment will not be available within the timescale of the EIA, but the impact of such works is likely to be to partially remove potential archaeological remains. • New footbridge. A new 2m-wide steel foot/service bridge with the required vertical clearance for OHLE would be constructed. The new bridge would be supported on piled abutments at each end, in addition to a piled pier in the southern bridge section. The impact of the piles would be to remove completely potentially archaeological remains. • Troughing. Details on the nature of the troughing will not be available within the timescale of the EIA, but the impact of such works are likely to partially or completely remove potential archaeological remains. • Diversion of services. Details of the impact of diverted services will not be available within the timescale of the EIA, but they are likely to partially or completely remove potential archaeological remains.

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• Construction compound. The compound (Stockley Road Bridge Worksite) would be located to the south-west of the bridge. Mobile plant not requiring excavated foundations and a road or rail crane would be used. Details of the impact of any footings or groundworks that may be required in the construction compound (‘worksite’) will not be available within the timescale of the EIA, but if required works such as footings for accommodation, etc are likely to partially remove potential archaeological remains. If the compound includes the carriageway of the original Old Stockley Road, this in itself is an archaeological resource but will not be affected where the existing surface is retained. Magnitude of Existing historic GWR bridge: High with a significant impact. impact before Below-ground archaeological remains: Low, with potential for a mitigation significant impact. Additional Survey data from any geotechnical investigations in order to refine information mitigation measures. required? Incorporated The generic data gathering and mitigation measures, as described in the mitigation incorporated mitigation, would be applied to this Crossrail site. Initially, DDBA and/or field evaluation would be required to establish levels of survival. The incorporated mitigation measures would constitute preservation by record. Residual Existing historic GWR bridge: as impact before mitigation, above impact after Below-ground archaeological remains: None incorporated mitigation Site specific Existing historic GWR bridge: assessment of architectural, visual, and mitigation historic qualities in order to determine the appropriate level of recording from those specified by RCHM(E) 1996, to constitute preservation by record. Below-ground archaeological remains: None required Residual Existing historic GWR bridge: None (although see Cumulative Impacts, impact after section 4.24). site specific Below-ground archaeological remains: None mitigation Significance of Existing historic GWR bridge: Non-Significant (although see Residual Cumulative Impacts, section 4.24). Impact Below-ground archaeological remains: Non-Significant Engineering Engineering Information provided by Crossrail sources Sources ES Scheme Description

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Historical / 1km radius search of GLMSR and LAARC. Archaeological 1km radius search by English Heritage for SAMs. sources Greater London Industrial Archaeology Society (GLIAS) database v.2.65 John Rocque 1754, A Topographical Map of the County of Middlesex. 1804 to 1904 (inclusive) Ordnance Survey maps DCMS (Dept of Culture Media and Sport, Buildings, Monuments and Sites Division), 1999 World Heritage Sites: The Tentative List of The United Kingdom of Great Britain and Northern Ireland MacDermot, E T, and Clinker, C R, 1982 History of the Great Western Railway, Vol 2 1863–1921, 170 Network Rail, Engineer’s bridge report Network Rail archive engineering drawings of bridge Researcher PM, HK, JC Date 21/12/04

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4.14 Route Window W11

Site 1 Stockley Flyover (Airport Junction)

Site name Stockley Flyover (Airport Junction) Site no. 1 Route Section Western Window W11 Location Airport junction, Stockley Park, LB Hillingdon. NGR 508140 179690 Proposed Viaducts, flyovers, twin approach ramps, temporary bridges, Works construction compounds (worksites) and a tree and scrub planting scheme. Geology and Lynch Hill Thames gravels (c 500m from the southern edge of the topography terrace) overlain by the Langley Silt Complex (brickearth) where not removed by quarrying/brickmaking. Brickearth is mapped by BGS along the main line route, but north of the railway has been extensively removed. The site overlooks the western arm of the river Crane c 1100m to the south, on the younger Taplow gravel terrace. The ground around the site is relatively level, c 31–33m OD.

Baseline • No Scheduled Ancient Monuments within the search area. resources • No Archaeological Priority Areas within the search area. • Two WWII pillboxes (probably Type 24) located to the south of the railway embankment. Originally they formed part of a group of six pillboxes (the others have been demolished) built in and around the site of a former Royal Ordnance Factory, now Government offices used by the Public Record Office at Hayes. They were recorded for the Defence of Britain project in 1993 (ID S0007016, S0007031). Eight air raid shelters also survive close to the railway on the site of the former Royal Ordnance Factory. The pillboxes and the air raid shelters are outside the Crossrail site and would not be affected by the scheme. • Moderate potential for Bronze Age and Iron Age settlement and agriculture, as recorded c 1000m north and north-west and to the east - the associated field systems would have been extensive on the gravel terrace (site codes: SPD85, DWP01; GLSMR: 050760, 050859, 050167, 050436). • Moderate potential for medieval and later settlement, agriculture and formal landscapes, associated with manorial estates. There was a medieval manor house c 650m north-east (GLSMR 052979) and post-medieval field systems were recorded c 150m west (site code SKC97). Rocque’s map of 1754 shows the 17th-century Dawley House, its gardens and park lying closer to the later railway and extending westwards from Dawley Road almost to the modern A408 (Stockley Road). The 1868 Ordnance Survey indicates that

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the railway was built through the estate, south of the main house and home farm (Dawley Farm). Woolpack Farm is also shown, where Dawley Road crosses the railway. Although Dawley House and gardens probably lay within 200m of the Crossrail site, quarrying and construction of the railway, the canal, and 20th- century industrial estates will have reduced the survival of earlier landscapes. • Low potential for Palaeolithic remains. There is a potential for in situ Palaeolithic remains within the Lynch Hill gravels (or at the interface with the overlying brickearth) but the majority will be redeposited chance finds (GLSMR 050036, c 100m south; 050004, 050117, c 250m east in Odell’s Pit; and on nearby site DAW98). Many of these finds will have been made during extensive quarrying in the general area and the rating reflects this. • Low potential for Roman and Saxon settlement and agriculture. A number of sites have been investigated to the south (the closest being 1km: WGF84). Although there is no evidence in the vicinity of the Crossrail site, this may reflect 20th-century suburban housing development, without archaeological record. • Low potential for the Grand Union Canal (opened in 1794). Although it passes c 50m away at the closest point, the canal loops northwards through the search area, away from the Crossrail site. Four bridges are recorded (GLSMR 054600–3). • Low potential for industrial brick manufacture, particularly in the 19th century when goods transport was available via the railway and canal. The 1868 Ordnance Survey shows extensive brick fields and associated buildings, possibly works, north of the railway. Current The main line lies on a slight 0.5m high embankment. The Visited ? status of land existing Stockley Flyover carries the Heathrow Express Yes tracks across the main line, before entering a cutting near the Heathrow Portal, south of the site. The north–south track to the portal is on a reinforced soil ramp, which reaches a maximum c 39m OD in the north. There is mainly suburban housing south of the Crossrail site, with large warehouses (government offices) to the west. North of the main line industrial estates predominate. Past impacts Mineral extraction (for brickearth and gravel): the 1868 Ordnance Survey shows a brickfield north-east of the Crossrail works and BGS mapping indicates quarrying on the northern side of the main line. There has also been ground disturbance on the south side, west of the Heathrow Spur, including part of the government offices site and Stockley Lakes. The railway corridor, between this disturbance on the west and Cleveland Gardens to the east appears to be unaffected, although from Cleveland Gardens eastwards, made ground is shown across the route. This interpretation is broadly confirmed by Crossrail data indicating that modern quarrying and landfill is present over much of the land

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north and west of the Crossrail site, although gravel remains beneath the main line. Although archaeological survival will have been reduced, fieldwork suggests that the brickearth has not been completely removed and that localised areas of original landscape remain (site codes DAW98, DWP01). Construction of the canal and railway: in particular the Heathrow Portal. The existing Stockley Flyover has pad footings founded 2m below rail level.

Importance of • The assessment below excludes areas of the Crossrail site north of the baseline the main line, where quarrying will have reduced resources to a low resources potential. • Moderate importance: moderate potential for Bronze and Iron Age settlement and agriculture and low potential for the Roman and Saxon periods. Reasons: local rarity, but archaeological supporting data from the terrace around Heathrow to the south, and Stockley Park to the north. • Moderate importance: moderate potential for medieval and later settlement, agriculture and formal landscapes. Reasons: historical and archaeological supporting data; contribution to published priorities (eg Museum of London 2002, 80). • Moderate importance: low potential for activity associated with the Grand Union Canal including industry, such as brick manufacture Reasons: key feature of the local landscape and economy; group value with canal infrastructure elsewhere on Crossrail route and with Great Western Railway; historical supporting data and potential to contribute to published priorities (eg Museum of London 2002, 81). • Low importance: low potential for redeposited Palaeolithic artefacts. Reasons: limited contribution to the understanding of human societies in these periods. Any in situ evidence (although unlikely) would be of high importance. Impact Viaducts, flyovers, twin approach ramps, temporary bridges, construction compounds (worksites) and a planting scheme. Major works (west to east): • Up Airport Ramp west end. A viaduct approach to the Up Airport Line Connection. Details of the impact of ramp foundations will not be available within the timescale of the EIA, but these are likely to partially remove potential archaeological remains. • A 90m-long retaining wall for approach ramp to Up Airport Line Connection. It would have piled footings. The impact of the piles would be to completely remove potential archaeological remains within their footprints.

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• Up Airport Line Connection. A viaduct bounded by the existing HEX ramp and lakes/ponds, comprising a 225m x 7m deck supported by columns at 25m-intervals. The columns would be founded on piles. The impact of the piles would be to completely remove potential archaeological remains within their footprints, while associated pile caps would partially remove such remains. • Western Flyover, comprising a new deck over Relief Lines and Dawley Up Goods line. A 50m stretch of wall would require piled foundations, while the south wall and a 60m stretch of middle wall would probably have pad foundations and the north wall would have strip foundations. The impact of the piles would be to completely remove potential archaeological remains within their footprints, while pad and strip foundations would partially remove such remains. • Connecting viaduct, a high level link between the Western and Eastern Flyovers, just outside the existing northern railway boundary, comprising a 425m x 7m deck supported by columns at 25m-intervals. It would have piled foundations. The impact of the piles would be to completely remove potential archaeological remains within their footprints, while associated pile caps would partially remove such remains. • Eastern Flyover, comprising a new deck on the north side of the permanent way (opposite northern end of Clevedon Gardens). It is assumed its walls would have strip foundations (Unreferenced: Stockley Flyover & H&H Station [text and drawings received from Crossrail 25.11.04]). The impact of the foundations would be to partially remove potential archaeological remains within their footprints, although such remains may have already been either partially or completely truncated by a brick field in the eastern half of the new deck area. • Twin Crossrail approach ramps. It is assumed that the eastern 150m stretches of the ramps would have retaining walls made of precast ‘L’ section units, while further west the twin ramps would be supported on piers with piled foundations (Unreferenced: Stockley Flyover & H&H Station [text and drawings received from Crossrail 25.11.04]). The impact of the walls would be to partially remove any surviving archaeological remains within their footprint, as would pile caps, while piles would completely remove such remains. However, any archaeological remains in this area may have already been partially truncated by a brick field. Minor Works: • Track works. Ground disturbance associated with track realignment within the existing permanent way will take place within the existing ballast and there would be no archaeological impact.

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• Signalling. It is assumed that the base of the new signals would entail ground excavation to a maximum depth of 3m. The impact would be to partially or completely remove any potential archaeological remains within the excavated areas. • Two major temporary bridges over a pond on Up side of Heathrow spur. Details of the impact of bridge foundations will not be available within the timescale of the EIA, but these are likely to partially or completely remove potential archaeological remains. • Temporary bridge, crossing over main lines in area of the Western Flyover (see below). It is assumed that the bridge would have timber crib foundations (Unreferenced: Stockley Flyover & H&H Station [text and drawings received from Crossrail 25.11.04]). The impact of these would be to partially remove potential archaeological remains within their footprints. • Temporary bridge and level crossing over Relief lines at Dagenham Motors. It is assumed that the bridge would have timber crib foundations (Unreferenced: Stockley Flyover & H&H Station [text and drawings received from Crossrail 25.11.04]). Details of the impact of bridge foundations will not be available within the timescale of the EIA, but these are likely to partially or completely remove potential archaeological remains. • Viaduct construction gantry. Details of the impact of gantry will not be available within the timescale of the EIA, but these are likely to partially or completely remove potential archaeological remains. • Existing services and railway services cables may require diversion in areas of the works. Details of the impact of diversions, if required, will not be available within the timescale of the EIA, but these are likely to partially remove potential archaeological remains. • Construction compounds and access routes: ○ Land would be acquired for access and three construction compounds (worksites) to the north of the permanent way (Dagenham Motors Worksite, All Point Packaging Worksite and HG Timber Worksite). Details of any footings and groundworks that may be required in the construction compounds or access routes will not be available within the timescale of the EIA, but these temporary works are unlikely to have a significant archaeological impact, as much of the area has previously been quarried for brickearth. ○ Construction compound west of the existing flyover (Stockley Close Worksite). Assumed ground reduction (c 0.5m deep) would partially remove potential archaeological remains.

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• Tree and scrub planting scheme in the allotments to the south of the permanent way. Excavations for planting in allotments that have been dug over would probably have little impact, but might partially remove potential archaeological remains. Magnitude of Moderate with potential for a Significant impact impact before mitigation Additional Survey data from any geotechnical investigations would help refine information mitigation measures. required? Incorporated The generic data gathering and mitigation measures, as described in the mitigation incorporated mitigation, would be applied to this Crossrail site. Initially, DDBA and/or field evaluation would be required to establish levels of survival. The incorporated mitigation measures would constitute preservation by record. Residual None impact after The incorporated mitigation measures would constitute preservation by incorporated record. mitigation Site specific None required mitigation Residual None impact after site specific mitigation Significance Non-Significant of Residual Impact Engineering Engineering Information provided by Crossrail sources ES Scheme Description Historical/ 1km radius search of GLMSR and LAARC. Archaeological Sources Defence of Britain project database held by the NMR sources Greater London Industrial Archaeology Society (GLIAS) database v.2.65 John Rocque 1754, A Topographical Map of the County of Middlesex. 1822, 1874, 1880, 1891, 1894 and 1904 Ordnance Survey maps. Researcher CHD, JC, Date 21/12/04 RC, JC

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4.15 Route Window W10

4.15.1 Site 2 Hayes and Harlington Station

Site name Hayes and Harlington Station Site no. 2 Route Section Western Window W10 Location Hayes and Harlington Station, LB Hillingdon NGR 509900 179410 Proposed Replacement of station, new station canopy, platform alterations, new Works overbridge and lifts, new track bed, works to Station Road Bridge and possibly the rail bridge over the canal east of the station, temporary footbridge and ticket office and construction compounds. Geology and The site lies on the Lynch Hill Thames terrace gravel, c 900m north of Topography the southern edge of the terrace. The gravels are overlain by in parts of the surrounding area by the Langley Silt Complex (brickearth), although brickearth is not present in the vicinity of the Crossrail site, probably having been removed by quarrying. The site overlooks the western arm of the river Crane to the south and the Yeading Brook to the east. Modern ground level is c 33m OD, with a gradual rise from west up to east along the length of the site.

Baseline • There are no Scheduled Ancient Monuments within the search area. resources • Hayes Station (later renamed Hayes and Harlington) opened in 1864, in a building that has since been demolished. This lay to the east of the existing island platform, outside of the proposed Crossrail works. By 1895 the station building had moved to where the current station is located. The current ticket hall dates from around the 1970s. • There are no Archaeological Priority Areas within the search area. • The Grand Union Canal (opened in 1794 and originally known as the Grand Junction Canal) passes by the east end of the Crossrail site; two bridges are recorded within the search area (GLSMR 054598, 054599). • Moderate potential for 19th-century brickworks. • Low potential for Palaeolithic flints (in situ or redeposited) within the Lynch Hill gravels, for example, the redeposited hand axe found c 200m to the west of the site (GLSMR 050021).

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• Low potential for field systems from the Neolithic to the post- medieval period. A number of ditch systems have been observed as undated crop marks (c 900m north-west, GLSMR 050789–91; c 750m south-east, GLSMR 050812, 050813). Bronze Age, Iron Age and Roman material has been excavated on site WGH93 c 700m to the south of the Crossrail site. Brickearth quarrying may have at least partially truncated such remains. • Low potential for Saxon, medieval and post-medieval occupation in the village of Botwell (GLSMR 052939), located outside the route window. However on the 1868 Ordnance Survey map, Botwell is marked just to the north of Hayes Station, c 100m from the Crossrail site. Some of the earlier settlement may have been truncated by the later quarrying. • Low potential for landscaping associated with the construction of the Grand Union Canal in the late 18th century (site code TVO97). Current At the west end of the site there is a slight drop in ground Visited ? status of land level from the north down to the south: the platform on the Yes north side is at grade, with the tracks cut into the ground, while on the south side the platforms are raised and the tracks are at grade. The ground level continues to slope down to the south, but rises gradually towards the east. East of the site the railway passes over the Canal (which is in a cutting) and c 500m further east it also passes over the Yeading Brook. A low bank (c 0.5m high) runs along the south side of the mainline railway corridor. The ticket office is located on a raised road bridge above the railway line at the west end of the site. The majority of the land directly adjacent to the track is covered by industrial estates, the land slightly further away is suburban residential housing. Past impacts The 1881 Ordnance Survey map indicates brickfields to the north-west and north-east of the Crossrail works, and suggests brickearth extraction to the north of the railway at this date (GLSMR 054897). The BGS shows that quarrying has taken place to the north and south of the mainline, and under the permanent way (although this may be a simplification in the mapping), along the whole length of the Crossrail site. There may also have been landscaping associated with the canal and the railway. Archaeological fieldwork in the affected area, however, suggests that the brickearth has not been completely removed, and that some prehistoric artefacts, at least, have survived brickearth extraction (sitecode BYY00, and see Site 1). The brickearth quarrying has reduced the potential for, and survival quality of, Mesolithic to 19th-century resources.

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Importance of • High importance: low potential for in situ Palaeolithic artefacts the baseline from the Lynch Hill gravels. Reason: national rarity of in situ resources Palaeolithic sites. Redeposited or reworked artefacts would be of low importance. • Low importance: low potential for settlements and field systems from the Neolithic to the post-medieval period. Reasons: likely poor survival quality after at least partial truncation from brickearth quarrying. • Moderate importance: moderate potential for evidence of 19th- century brickworks. Reasons: supporting data and potential to contribute to published priorities (eg Museum of London 2002, 83). • Low importance: low potential for features associated with the Grand Union Canal. Reasons: limited potential of such landscaping to contribute to published priorities. Impact Demolition of the current 1970s station and other buildings and the construction of a new station building, new station canopy, platform alterations, a new overbridge and lifts, a new track bed, possible works to the rail bridge over the canal east of the station, a new opening (span) in Station Road Bridge, a temporary single span road bridge, temporary footbridge and ticket office and three construction compounds (worksites). • New station building. Details of the impact of the new building will not be available within the timescale of the EIA, but its foundations are likely to either partially or completely remove any potential archaeological remains. • Station canopy. It is assumed that this would be founded on 5m deep piles, with 0.80m deep pile caps. The impact of the piles would be to completely remove potential archaeological remains within their footprint, while the pile caps would partially remove such remains. • Platform alterations would entail the extension and widening of all platforms, including infilling of the bay on the north side of platform 5. The platform extensions would be constructed using standard crosswall and concrete plank construction that would partially remove any surviving archaeological remains within the footprint of the crosswalls. • Platform canopies on platforms 2/3 and 4/5 would be founded on a series of 3m long cross beams 0.75m below grade each supported on three 4m deep mini-piles. The impact of the cross beams would be to partially or completely remove potential archaeological remains within their footprints, while the mini-piles would completely remove such remains.

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• A new overbridge with four MIP lifts from the station concourse to platforms 2/3 and 4/5. The bridge would have 0.5m deep mass concrete foundations. The impact would be to partially remove potential archaeological remains within the footprint of foundations for the bridge and the lift pits. • Relocated subway entrance to station. The relocation of the entrance would entail excavations 1m to 0.3m deep. The impact of these works would be to partially remove potential archaeological remains. • A new track bed on the north side of the widened platform 4/5. Ground reduction of c 1.5m would partially remove potential archaeological remains along the track bed. • Possible strengthening or renewal of the northern section of the rail bridge over the canal east of the station. The existing underbridge comprises a 20th-century metal girder and timber deck span on the southern side. The original bridge lies to the north; behind the existing eastern abutment is a bricked-up arch that once provided access alongside the canal. The northern section of the bridge may need either strengthening or renewal to carry the merged Crossrail Up Airport and Up Relief lines. Impact: structure – possible impact, however, the original elements are already heavily compromised by the later additions. Buried strata - possible impact on any surviving archaeological remains. • A new opening (span) in Station Road Bridge. The existing overbridge on the west side of Hayes and Harlington station comprises two structures: a two-span elliptical arch brick bridge of 1874 and an adjoining steel girder concrete deck structure of 1937. Both would be extended northwards (behind the existing northern abutments). New contiguous piled support walls would be inserted through the existing bridge approach ramp and a concrete road deck cast in situ. This would create an additional bridge span over the new track. During these works, Station Road would be diverted to a temporary single-span bridge over the railway, on the west side of the existing structure. The impact of the foundations for the proposed temporary bridge cannot be fully determined within the timescale of the EIA, although it is anticipated that foundations would include piled abutments. Impact: structure – none, original elements already heavily compromised by adjoining 20th-century extensions to both the bridge (west side) and the station (east side). Buried strata - piles would completely remove any surviving archaeological remains within their footprints. • Services and drainage associated with the new station, platforms and concourse facilities. Details of these works will not be available within the timescale of the EIA; however, the extent of ground disturbance is thought to be minimal. Such works could potentially have localised impacts which would partially remove archaeological remains.

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• A temporary single span road bridge would be constructed immediately to the west of the existing Station Road bridge abutment. This would be built by installing two rows of bored piles across the width of the road. The impact would be to completely remove potential archaeological remains within the footprints of the piles. • Temporary footbridge connecting platforms during construction. The bridge would be founded on 0.5m deep mass concrete bases, with 0.40m deep bases at the bottom of the stairs. The impact of the foundations would be to partially remove potential archaeological remains within their footprint. • Three construction compounds (work sites), Hayes and Harlington Station Worksite North, Hayes and Harlington Station Worksite South and Hayes and Harlington Station Road Bridge Worksite. Details of the impact of any footings and groundworks that may be required will not be available within the timescale of the EIA, but if required works such as preparatory ground reduction and footings for plant, accommodation, etc are likely to partially remove potential archaeological remains. • Details of the impact of any minor service diversions required will not be available within the timescale of the EIA, but these are likely to partially remove potential archaeological remains. Magnitude of Low with potential for a Significant impact impact before mitigation Additional Information about the nature, level and thickness of the deposits information beneath the existing railway embankment in order to refine mitigation required? measures. Incorporated The generic data gathering and mitigation measures, as described in the mitigation incorporated mitigation, would be applied to this Crossrail site. The incorporated mitigation measures would constitute preservation by record. Residual Below-ground remains: None impact after The rail bridge over the canal east of the station: Possible impact on the incorporated historic element of the bridge mitigation Site specific Below-ground remains: None required mitigation The rail bridge over the canal east of the station: if required, assessment of architectural, visual, and historic qualities in order to determine the appropriate level of recording from those specified by RCHM(E) 1996, to constitute preservation by record.

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Residual None impact after site specific mitigation Significance Non-Significant of Residual Impact Engineering Engineering Information provided by Crossrail sources ES Scheme Description Historical / 1km radius search of GLMSR and LAARC Sources Archaeological Greater London Industrial Archaeology Society (GLIAS) database v.2.65 sources John Rocque 1754, A Topographical Map of the County of Middlesex 1822, 1868, 1880, 1891 and 1904 Ordnance Survey maps Researcher CHD, RC, Date 14/01/05 PM, AF, JC, JDM

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4.16 Route Window W8

4.16.1 Site 3 Southall Station

Site name Southall Station Site no. 3 Route Section Western Window W8 Location Southall Station, LB Ealing NGR 513070 179870 Proposed Refurbishment of the locally listed ticket hall, new station ticket hall, Works new footbridge, two MIP lifts, platform extensions, platform canopies, and construction compounds. Geology and The site is located on brickearth (Langley Silt Complex), overlying the Topography intersection between the Lynch Hill terrace and the Taplow terrace. Areas of brickearth have been quarried away, revealing the underlying Lynch Hill gravel terrace. The ground level drops gradually from the west to the east, towards the River Brent, and along the length of the site is c 31m OD to c 28m OD. However, the tracks remain at c 31m OD and towards the east are situated on a low embankment.

Baseline • The site is not in any Archaeological Interest Areas, though one is resources located c 200m to the south-west, and another c 300m to the north. • There are two Scheduled Ancient Monuments within the search area, but outside the Crossrail site: ○ SAM no. LO97: Windmill Bridge. A complex consisting of the railway line in a cutting below the canal aqueduct, over both of which runs a cast-iron road bridge, c 700m from the site. (GLSMR 050932). ○ SAM no. LO133G: Hanwell Flight of locks on the Grand Junction Canal, and the boundary wall of St. Bernard’s Hospital (built c 1830). Two locks and part of the wall are within this search area, c 700m from the site. • A station opened in 1839 at Southall but was later demolished. A new station that includes the current station building was built in 1859 with the road bridge that carries South Road. The station is locally listed as a building ‘of Façade or Group Value.’ • The Grand Junction Canal (opened in 1794) passes through the search area c 700m to the south-east of the site. Apart from the two SAMs associated with the Canal there are also two other bridges and a lock recorded in the GLSMR (054588, 054586, 054585). • A Second World War air raid shelter is recorded 180m north of the site, on South Road (GLSMR 054376).

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• High potential for evidence of the grounds of Southall Park, as depicted on the 1822 Ordnance Survey map and Rocque’s map of 1754. The eastern part of the Crossrail site appears to cut across the park, though it is possible that the potentially shallow parkland features have been truncated by the construction of the railway. Cartographic sources suggest a lack of major landscaping features within the area of the Crossrail site, indicating that potential remains would be restricted to more minor landscaping and planting. • Moderate potential for in situ Middle to Upper Palaeolithic remains such as the elephant kill site c 750m west of the Crossrail site (GLSMR 052861, 052862, 050023), and a mammoth kill site c 650m to the south-east (050024). Both these sites were found in the Lynch Hill gravels, the first during excavations for a new gasholder and the second in trenches dug for drainage. The mammoth remains, comprising an apparently complete and articulated skeleton, was found in a bed of sandy loam between two levels of coarse sandy gravel, close to the interface with London Clay at a depth of c 13 feet (c 4m). Also for Palaeolithic flints redeposited within the Lynch Hill and Taplow gravels, such as the hand axe discovered 650m south-east of the site (GLSMR 050025). • Moderate potential for 19th-century brickfields (outside of the Crossrail site) and associated structures such as clay mills, as seen on the 1868 Ordnance Survey map. • Low potential for evidence of prehistoric field systems and settlement eg Neolithic (GLSMR 050856, 050768). Evidence of Bronze Age field systems and settlement, including pottery and ditches, was found during an excavation c 900m to the east of the Crossrail site (site code EAL90). • Low potential for medieval manor estates, settlements and field systems. Dormer’s Well manor (GLSMR 050482) was located c 750m north-east, and the associated settlement is thought to have lain close to the manor (GLSMR 054640). The medieval settlement of Southall was located to the south-west, c 400m from the site. These were small well-nucleated settlements that are not likely to extend as far as the Crossrail site, although associated field systems could be present. Current status The railway diverges on the eastern side of Southall Station, Visited ? of land with the Crossrail route following the northern (mainline) Yes branch. The tracks at the western end of the site are at grade, rising to the east, and by the eastern end the railway is on a low embankment, high enough for a pedestrian subway to pass underneath at ground level. The station is on a raised road bridge across the railway, at the western end of the site. The triangle of land between the (southern) Brentford branch freight track and the (northern) main line track is a potential construction compound. Currently, part of the land is being

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used as a train depot and the remainder of the land appears to have been recently stripped of topsoil and partially landscaped. The Brentford freight line on the south of the construction compound is within a cutting. The land surrounding the site is a mixture of industrial estates, suburban housing and open spaces. Past impacts BGS mapping shows a stretch of worked ground along the terracing/cutting of the freight line south-east of the station. Approximately 150m to the north-west of the station is an area of worked ground on the BGS mapping which is probably associated with brickfields and clay mills shown on the north side of the railway on the 1868 Ordnance Survey map (to the west of South Road), this is outside of the Crossrail site. Part of the land on the east of the site is shown by the BGS as made ground, probably part of the embankment. The freight line is in a cutting.

Importance of • High importance: moderate potential for in situ Palaeolithic the baseline remains, such as the mammoth and elephant kill sites. Reasons: resources national rarity of in situ Palaeolithic material; contribution to published priorities eg: ‘Developing models … of human perception, human behaviour and cognitive issues using London material (for example from Crayford (Bridgland 1994, 250), from the Southall mammoth kill site (Wymer 1991), and from megafauna assemblages)’ (Museum of London 2002, 20). Redeposited or reworked artefacts would be of low importance. • Moderate importance: low potential for evidence of prehistoric field systems, such as the Neolithic and Bronze Age material that has been excavated in the vicinity. Reasons: archaeological supporting data; contribution to published priorities eg: ‘the evolution from a landscape of communal monuments into one of settlements and field systems’ (Museum of London 2002, 87). • Moderate importance: low potential for evidence of medieval manorial estates, settlements and field systems. Reasons: historical supporting data; contribution to published priorities eg (Museum of London 2002, 58). • Moderate importance: moderate potential for evidence of 19th- century brickfields and associated structures (ie wells, mills). Reasons: historical supporting data; potential to contribute to published priorities eg: ‘understanding the procurement and supply of building materials and labour, and the management of woodlands, quarries and other resources’ (Museum of London 2002, 83). • Low importance: high potential for evidence of the grounds of Southall Park. Reasons: cartographic sources suggest a lack of major landscaping features, with limited potential to contribute to published priorities.

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Impact Refurbishment of the existing locally listed station building, new ticket hall, new footbridge, MIP lifts, platform extensions, platform canopies, track realignment and construction compounds. • The refurbishment of the existing station building for staff accommodation. No impact as the works would not alter the fabric of the structure dating to 1859 that is locally listed as having ‘Facade or Group value’. • New station building comprising a new entrance and ticket hall on a raised deck at bridge level. It is assumed that this would have piled foundations. The impact of piles would be to completely remove potential archaeological remains within their footprint. • New footbridge. It is assumed that this would have piled foundations. The impact of piles would be to completely remove potential archaeological remains within their footprint. • Two 13-person MIP lifts providing access from the new ticket hall and overbridge to platforms. Details of the impact of the lifts will not be available within the timescale of the EIA, but their foundations are likely to either partially or completely remove potential archaeological remains. • Platforms extended to 210m (or possibly to 250m). Platforms 2/3 and 4 would be extended eastwards by 55m, and platform 2/3 would also be widened to the north. The existing eastern end platform ramps would be removed. The extensions would have mass concrete foundations, extending to approximately 1m below ground level, the impact of which would be to partially remove potential archaeological remains within their footprint. • Platform canopies would be founded on a series of 3m-long cross beams 0.75m below grade each supported on three 4m-deep mini- piles. The impact of the cross beams would be to partially or completely remove potential archaeological remains within their footprints, while the mini-piles would completely remove such remains. • Track realignment. The Down Relief line (adjacent to platform 3) would be slewed northwards, but this is likely to have minimal impact. • Possible partial reconstruction of existing footbridge between Park Avenue and Merrick Road. The overbridge is a utilitarian iron-lattice bridge on trestle supports and is probably late 19th- century. The extent of works required, if any, is unknown.

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• Construction compound (Southall Station Worksite), on the north side of the station. Details of the impact of any footings and groundworks that may be required in the construction compound (‘worksite’) will not be available within the timescale of the EIA, but if required works such as preparatory ground reduction and footings for plant, accommodation, etc are likely to partially or completely remove potential archaeological remains. • Details of the impact of any service diversions will not be available within the timescale of the EIA, but any such works are likely to partially or completely remove potential archaeological remains. Magnitude of Low with potential for a Significant impact impact before mitigation Additional Geotechnical and levelled survey data, information about the nature, information level and thickness of the deposits beneath the existing railway required? embankment at the east and degree of truncation within the potential construction compounds would help refine mitigation measures. Incorporated The generic data gathering and mitigation measures, as described in the mitigation incorporated mitigation, would be applied to this Crossrail site. Residual Locally listed station building: minimal impact after Below-ground resources: None: the incorporated mitigation measures incorporated would constitute preservation by record. mitigation Site specific None required mitigation Residual None impact after site specific mitigation Significance of Non-Significant Residual Impact Engineering Engineering Information provided by Crossrail sources Sources ES Scheme Description Historical / 1km radius search of GLMSR and LAARC. Archaeological Greater London Industrial Archaeology Society (GLIAS) database v.2.65 sources John Rocque 1754, A Topographical Map of the County of Middlesex 1822, 1874, 1880, 1891, 1894 and 1904 Ordnance Survey maps Researcher CHD, RC, Date 21/12/04 PM, HK, AF, JC

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4.17 Route Window W7

4.17.1 Site 4 Hanwell and Elthorne Station

Site name Hanwell and Elthorne Station Site no. 4 Route Section Western Window W7 Location Hanwell and Elthorne Station, Station Approach, LB Ealing NGR 515390 180520 Proposed Platform extensions, emergency escape footbridge and three Works construction compounds. Geology and The site is located on the Taplow gravel terrace, on the eastern edge of Topography the Brent valley. To the west, the land slopes down towards the alluvial floodplain of the river, the course of which is c 300m west of the Crossrail site. To the east it rises onto the Lynch Hill terrace, capped by brickearth, c 100m away. An alluvium-filled palaeochannel is mapped by the BGS running from the western side of Station Road westwards into the Brent, but outside of the Crossrail site.

Baseline • Archaeological Interest Areas: one (c 100m to the north-west) resources incorporates medieval Hanwell village and the water mill by Hanwell Bridge (one of the construction compounds lies within this), and the second (c 150m to the south-west) a Saxon cemetery. Apart from the construction compound, the Crossrail works lie outside the Archaeological Interest Areas. • The south-west of the search area includes a Scheduled Ancient Monument (SAM LO133G) comprising the Hanwell Flight of locks on the Grand Union Canal and the boundary wall of St. Bernard’s Hospital. These resources are more than 750m outside the Crossrail site. • Great Western Railway: the site lies c 250m east of the eastern end of Brunel’s Wharncliffe Viaduct, which spans the Brent Valley. The viaduct is Grade I listed and dates to c 1836–38. It was widened in 1877. The track continues from the viaduct towards the station on an embankment, crossing an underbridge over Station Road. The 1868 Ordnance Survey map shows the original 1839 station located partly on the western half of this underbridge and partly on the embankment to the west, c 50m to the west of the proposed platform extensions. The present Hanwell Station lies 150m east of the original station and dates to 1875, when the track was widened. It is Grade II listed and is noted for its platform canopies and ornamental ironwork.

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• Burial Grounds: The site lies c 170m to the west of Hanwell cemetery, also known as the Kensington and Chelsea Cemetery (GLSMR 054118, BG001). The Crossrail works do not extend to the cemetery. • Moderate potential for medieval and post-medieval settlement and agriculture. Settlements include Drayton Green (c 900m north-east, GLSMR 054656), Ealing Dean (c 800m east, GLSMR 054657), Tickill (near Brent Bridge, GLSMR 054634) and the village of Hanwell, around 12th-century St Mary’s church, and encompassing several possible medieval house platforms (c 600m north-west GLSMR 050374). Rocque’s map of 1746 shows Hanwell around a triangular road layout, extending south towards the main Uxbridge Road and Brent Bridge, which is 18th-century, but incorporates part of the original medieval structure (GLSMR 211203). The railway passes just south of the historic village centre, through an area likely to have been agricultural land subject to gradual building development. Post-medieval levelling and cultivation soil were excavated c 950m south of the Crossrail site (GLSMR 054235, 052620, site code SGD01). • Low potential for redeposited Palaeolithic flint implements. Hand axes were recorded c 50m to the south; c 340m to the south-west and from a quarry known as Macklins Pit c 370m to the north. (GLSMR 050923, 050028, 050083). Only a single Mesolithic find, a tranchet axe, has been made within the search area (GLSMR 050144), and the river Brent alluvium does not extend to the Crossrail site; therefore there is minimal potential for Mesolithic remains. • Low potential for settlement and agriculture from the Neolithic to Saxon period. Although there is a good background potential on the terrace gravels generally, at present archaeological evidence is limited. Outside the search area, c 1200m to the south-west, crop marks dated to the Neolithic and Bronze Age are in a similar topographic location to the Crossrail site, on the slopes of the opposite (western) side of the Brent valley (GLSMR 050768). There is a Bronze Age hoard from the vicinity of Hanwell and Iron Age and Roman pottery and coins c 850m north-east of the Crossrail site (GLSMR 050887; 050231). Roman pottery was also found at St Mary’s Church (c 570m north-west, GLSMR 050288) although excavations closer to the Crossrail site revealed nothing of archaeological interest (site code HCH98). The Saxon village that became Hanwell is thought to be located c 350m north of the Crossrail site (GLSMR 054328). However, Saxon burials have also been recorded c 800m to the south-east (GLSMR 050337; 050431; 050433; site code ORH94). Current status The Crossrail site takes in the western end of Hanwell Visited ? of land station, where the tracks and platforms are on an Yes embankment at c 29–30m OD, whereas the proposed construction compounds are at street level (generally c 24m 195

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OD). The main station building is on the north of the railway, at ground level, with central island buildings on the embankment and a separate station entrance from the south, the three elements being connected via a subway (at ground level) through the embankment (the southern entrance has been bricked in). The area is generally built-up with suburban housing, though there is open land to the west around the river and the cemetery to the east, south of the track. Past impacts A quarried area (worked ground) is shown on BGS mapping c 120m south-west of the site, and the 1894 Ordnance Survey map shows gravel pits adjacent to the north-west.

Importance of • Moderate importance: non-listed remains of the Great Western the baseline Railway. Existing GWR structures comprise the Grade II listed resources station, dated to 1875, and the existing underbridge (any impacts on the listed station are dealt with in the Heritage and Townscape Technical Report). This comprises a series of brick arches and presumably is an original railway feature dated to 1839. Reasons: group value with other surviving components of the GWR, the most complete railway of its date in the world, which represents the primary phase of world railway development (DCMS 1999, 58); historical association with the GWR. Statutory protection for the Grade II listed station. • Kensington and Chelsea Cemetery (BG001). Reasons: statutory protection for burials (human remains can only be excavated after gaining a Home Office Licence or through a procedure detailed in the enabling Parliamentary Act). The Crossrail works do not extend to this site. • Moderate importance: moderate potential for medieval and post- medieval settlement and agriculture. Reasons: proximity to a historically documented settlement; contribution to published priorities (eg Museum of London 2002, 58). • Moderate importance: low potential for settlement and agriculture from the Neolithic to the Saxon period. Reasons: group value with evidence elsewhere on the Thames terrace gravels of regional importance for prehistoric and later rural settlement and land use; contribution to published priorities (eg Museum of London 2002, 87). • Low importance: low potential for redeposited Palaeolithic artefacts. Reasons: limited potential to contribute to published priorities. Impact Platform extensions, escape footbridge, three construction compounds and associated works. N.B. Impacts on the Grade II listed station, platforms, and footbridge are covered in the Heritage and Townscape Technical Report.

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• Platform lengthening: the northern and central (island) platforms would be lengthened by 65m, generally using spread footings into the embankment fill. However, where platform edges are adjacent to the embankment slopes, mini-piled foundations would be necessary, penetrating through the fill into the underlying terrace gravel. The impact of piling would remove completely any surviving archaeological remains, locally. Spread footings would have no impact. Benches for piling rigs would be set within the existing embankment and would have no impact. • Escape footbridge in the centre of the platform extensions, linked to steps down the railway embankment to Golden Manor Road. Piled foundations would be used for the footbridge piers and staircase supports. There would be no works at ground level. The impact of the piling would be to completely remove any archaeological remains within the footprint of each pile. • Services for the platform extensions, including drainage. Details of services and drainage will not be available within the timescale of the EIA, however, extent of ground disturbance is thought to be minimal. Such works could potentially have localised impacts which would partially remove archaeological remains, but only if they extend outside or beneath the embankment. • Construction compounds. Three compounds, all on the north side of the railway at general ground level: ○ Churchfields Gardens Worksite, located in Churchfields Gardens on railway land south of the footpath giving access to Manor Court Road/Alwyne Gardens. ○ Golden Manor Worksite, located at the foot of the embankment east of Golden Manor. ○ Hanwell Station Forecourt Worksite, located in front of the main existing station building. Mobile plant would be used and none of the plant would require an excavated foundation. Details of the impact of any footings or groundworks that may be required in the construction compound(s) will not be available within the timescale of the EIA, but if required works such as footings for accommodation etc, and possibly also preparatory ground reduction, are likely to partially remove potential archaeological remains. Magnitude of Low with potential for a significant impact impact before mitigation Additional Information about the nature, level and thickness of the deposits information beneath the existing railway embankment, and survival within the required ? proposed construction compounds, in order to refine mitigation measures.

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Incorporated The generic data gathering and mitigation measures, as described in the mitigation incorporated mitigation, would be applied to this Crossrail site. DDBA and/or field evaluation would be required to establish levels of survival. The incorporated mitigation measures would constitute preservation- by-record. Residual None impact after incorporated mitigation Site specific None required mitigation Residual None impact after site specific mitigation Significance of Non-Significant Residual Impact Engineering Engineering Information provided by Crossrail sources ES Scheme Description Historical / 1km radius search of GLMSR and LAARC. Archaeological Greater London Industrial Archaeology Society (GLIAS) database v.2.65 Sources sources Basil Holmes (Mrs) 1896, The London Burial Grounds John Rocque 1746, A Map of the Cities of London and Westminster and Borough of Southwark 1822, 1868, 1880, 1891 and 1904 Ordnance Survey maps Researcher CHD, RC, Date 21/12/2004 PM, HK, JC

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4.18 Route Window W6

4.18.1 Site 5 West Ealing Station

Site name West Ealing Station Site no. 5 Route Section Western Window W6 Location West Ealing Station, Drayton Road, LB Ealing NGR 516390 180710 Proposed New station building and forecourt, platform alterations, footbridge Works with lifts, track works and one construction compound. Geology and The site is situated at the edge of an area of brickearth near the northern Topography extent of the Lynch Hill gravel terrace. The geology to the north consists of London Clay. The modern ground level rises gradually from south-west to north-east, sloping up from the River Brent c 1200m to the west and the Thames in the south. Modern ground level around the site is c 29–30m OD.

Baseline • There are no Scheduled Ancient Monuments within the search area. resources • There are no Archaeological Interest Areas within the search area. • Burial Grounds: track works associated with the Crossrail site are located c 175m north-east of Kensington and Chelsea (Hanwell) Cemetery (GLSMR 054118, BG001), but outside it. • Great Western Railway: the existing station (known previously as Castle Hill and Ealing Dean) is constructed on an overbridge comprised of a brick arch probably dated to 1879–84 (when the two Relief lines were added) on the northern side, and a concrete deck on brick abutments that probably represent the remnants of the original 1838 GWR bridge on the southern side. The station was added to the Great Western Railway in the late 1890s, when an intermediate suburban service was being developed. It consisted of a main entrance and ticket hall on the brick arch overbridge carrying Drayton Road, with stairs down to further buildings on a central island platform and to the south of the main line; where there were also sidings for a goods shed and coal depot, west of the station. The present railway junction to the west, between West Ealing and Hanwell stations, was added in 1903 when the GWR added a branch line north to Greenford. The proposed works lie outside the footprint of these original station structures, although fabric of the original platforms may survive within the existing platforms. • Moderate potential for medieval and post-medieval settlement and agriculture. The western extent of the Crossrail site lies within 100m of the medieval village of Ealing Dean, recorded from 1234 and shown as West Ealing on Rocque’s map of 1746 (GLSMR

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054657). The village of Drayton Green and the associated moated manor house were c 300m north of the site (GLSMR 054656, 050527). The railway passes between these settlements, through an area that was predominantly rural until the 19th century. Rocque’s map shows the Crossrail site as pasture and orchards. Post- medieval dumped layers were recorded in the south-west of the search area (GLSMR 054325, site code GVN97). • Low potential for settlement and agriculture from the Neolithic to Saxon periods. Although there is no direct archaeological evidence within the search area, the terrace gravels have a good background potential for agricultural land use of all periods. Crop marks to the west and limited Bronze Age evidence in the surrounding landscape suggest prehistoric occupation. The Uxbridge Road is thought to have been established in the Saxon period and burials c 900m south-west of the site, indicate Saxon settlement of the general area (GLSMR 050337, site code ORH97). • Low potential for Palaeolithic remains (GLSMR 050001, 050048, 050071, 050073, 050075, 050079, 050084, 050121–22, 050126, 050912, 050914, 050918, 050922, 052363, possibly site code PAH94). There is potential for in situ Palaeolithic remains at the base of the brickearth or within the Lynch Hill gravels. Current status The area around the site is largely residential, with some Visited ? of land light industrial buildings to the north and a business centre Yes on the former coal depot to the south. The station buildings are at the east of the site, on the Drayton Road overbridge. The railway has been terraced into gradually rising ground, forming a shallow cutting on the north side (where there are disused sidings) and a corresponding slight embankment on the south side. Past impacts Construction of the railway. BGS mapping also shows two areas of probable quarrying, one c 50m to the north of the site, the other also on the north side, c 100m to the east. The latter probably corresponds to a rectangular depression shown on the 1868 Ordnance Survey map, but is beyond the Crossrail site.

Importance of • Moderate Importance: existing overbridge. Reasons: group value the baseline with other surviving components of the GWR, the most complete resources railway of its date in the world, which represents the primary phase of world railway development (DCMS 1999, 58); historical association with Brunel and the GWR. The bridge is not statutorily listed. It would not be affected by the proposed Crossrail works. Below-ground remains of late 19th-century station structures would be of moderate importance. Surviving components of the original stations would be of low importance. • Moderate importance: low potential for settlement and agriculture from the Neolithic to Saxon periods, rising to moderate potential for the medieval and post-medieval periods. Reasons: local rarity; historical supporting data for later periods; contribution to

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published priorities (eg Museum of London 2002, 58, 81, 87). • Low importance: low potential for redeposited Palaeolithic or Mesolithic artefacts. Reasons: limited ability to contribute to the understanding of human societies in these periods. Any in situ evidence (although unlikely) would be of high importance. Impact New station ticket hall, with access from Manor Road and linked to platforms via a pedestrian overbridge with lifts. Possible emergency escape footbridge to the west. Platform extensions to the west and north, with associated works. Alterations to the permanent way. Temporary works include one construction compound and minor service diversions. • New ticket hall building on the north side of the railway, with forecourt and access from Manor Road. The impact of ground works for foundations, services etc cannot be fully determined at this stage of the design but these works may partially or completely remove any potential archaeological remains. Associated demolition of the garage at 57 Manor Road may also cause ground disturbance, particularly if buried structures such as fuel tanks need removal. However, survival is likely to reduce progressively northwards, due to existing truncation from the shallow terracing of the railway on that side. • New pedestrian overbridge linking ticket hall to platforms, including lifts and staircases. The impact of foundations, lift pits etc cannot be fully determined at this stage of the design but these works may partially or completely remove any potential archaeological remains, particularly on the south side where there may be better present survival of deposits. • Possible emergency escape footbridge over the tracks to the west, with stairs down to extended platforms. Foundations are expected to be concrete pads at a depth of c 1.2m below track level and the impact would either partially or completely remove any archaeological remains within their footprints, but to a lesser extent on the north side, as above. • Platform alterations. The island and northern platforms would be extended west by 65m. A new 50m-long bay platform for the Greenford branch line will be built on the north side of the station, over the disused sidings. Concrete strip footings would be used and there would be associated ground works for services; light standards and platform canopies. The impact of these works would be to wholly or partially remove any archaeological remains locally. They would also require the demolition of part of the old railway Milk Dock. Archaeological survival within the disused sidings may already have been reduced, as above.

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• Reconfiguring tracks and remodelling the Greenford Branch junction, including slewing the Up and Down lines up to 1.5m over a length of c 200m, and a new double junction and crossover. This is unlikely to have an archaeological impact if within the present permanent way. • Diversion of services. Details of service diversions will not be available within the timescale of the EIA, however extent of ground disturbance is thought to be minimal. Such works could potentially have localised impacts which would partially remove archaeological remains. • Construction compound. The compound (West Ealing Station Worksite) would be located on the north side of the railway (in the western part of the disused sidings). Details of the impact of any footings or ground works that may be required in the construction compound (‘worksite’) will not be available within the timescale of the EIA, but if required works such as preparatory ground reduction and footings for plant, accommodation, etc are likely to partially or completely remove potential archaeological remains, although survival on the north side may be low, as above. Magnitude of Low with potential for a Significant impact. impact before mitigation Additional Levelled site survey and geotechnical data to improve the prediction of information archaeological survival. required? Incorporated The generic data gathering and mitigation measures, as described in the mitigation incorporated mitigation, would be applied to this Crossrail site. The incorporated mitigation measures would constitute preservation by record for resources. Residual None impact after incorporated mitigation Site specific None required mitigation Residual None impact after site specific mitigation Significance of Non-Significant Residual Impact Engineering Engineering Information provided by Crossrail Sources sources ES Scheme Description

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Historical / 1km radius search of GLMSR and LAARC. Archaeological Greater London Industrial Archaeology Society (GLIAS) database v.2.65 sources Basil Holmes (Mrs) 1896, The London Burial Grounds John Rocque 1746, A Map of the Cities of London and Westminster and Borough of Southwark 1822, 1868, 1880, 1891, 1894 and 1904 Ordnance Survey maps Researcher CHD, RC, Date 21/12/04 PM, JC

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4.19 Route Window W5

4.19.1 Site 6 Ealing Broadway Station

Site name Ealing Broadway Station Site no. 6 Route Section Western Window W5 Location Ealing Broadway Station, LB Ealing NGR 517940 180910 Proposed New ticket hall, new transfer bridge to platforms with new stairs, Works escalators and lifts. Platform extension with emergency escape bridge and refurbishment or installation of new canopies to platforms. Three construction compounds. Geology and The site is situated on the Lynch Hill Thames terrace gravels, c 200m Topography south of the northern edge of the terrace, beyond which is London Clay. A deposit of brickearth covers the gravel, but this has been truncated within the railway cutting. Modern ground level rises gradually from the south-west to the north-east, sloping up from the River Brent in the west and the Thames in the south. Street level around the site is between c 32–33m OD, the tracks within the cutting are around c 28m OD.

Baseline GLSMR find spots tend to be concentrated on the gravels (on which resources the Crossrail site lies) in the southern half of the search area, partly because this landscape was attractive for early settlement, but also reflecting the chance finds made during gravel quarrying. • There are no Scheduled Ancient Monuments within the search area. • An Archaeological Interest Area encompassing the location of Ealing Manor and medieval settlement lies c 50m to the south of the Crossrail site on the south side of Uxbridge Road. • Ealing station formed an integral part of the GWR. The original station building is no longer extant and very little of the original station layout survives other than platform 5/6 which originally appear to have formed the main platform on the south side of the station building. Platforms 1 and 2 are largely built of brick (capped with modern platform surface) and represent late 19th-century additions. • Moderate potential for surviving below-ground remains associated with the GWR station, such as footings of the original station building located on the north-east side of the tower in the area of the existing District Line train shed and tracks, and possible remains of the original platform contained within the fabric of platform 5/6.

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• Moderate potential for medieval and post-medieval agriculture, such as plough soils, a building shown on 18th and 19th-century maps, and possibly other occupation. The Crossrail site lies between the medieval villages of Ealing and Ealing’s Haven, where the Uxbridge Road (The Broadway) passes closest to the railway. Medieval pottery, including Surrey white ware, was excavated c 800m south of the site (GLSMR 050715), and a hoard of medieval coins was found c 200m west (GLSMR 050878). Post- medieval cultivation soils were recorded where Hanger Lane passes by the railway (c 400m east, GLSMR 052720), and on Montpelier Road (c 750m north, GLSMR 054739, site code MPR99). The proposed Haven Green Worksite, on the south side of Haven Green, is shown on Rocque’s map of 1746, and the Ordnance Survey map of 1822, as open (possibly common) land. A single building is marked in the centre of the southern area, outside the proposed location of the compound on the eastern side of the Green. • Low potential for in situ Palaeolithic material within the Lynch Hill gravels, for reworked or redeposited artefacts, and for isolated Mesolithic artefacts (GLSMR 050145, exact location unknown). There are numerous examples from the gravels within the search area, at least four within 200m of the Crossrail site. The fact that the railway is within a cutting means that any ground works are likely to disturb the gravels. (GLSMR 050047, 050049, 050056, 050074–82, 050085–88, 050899, 050912, 050914, 050918–22, 050104, 050107, 050112–13, 050121–22, 050001, 050006–7, 052363, 052869, site code PAH94). • Low potential for archaeological evidence from the Neolithic to the Saxon period. The only Neolithic evidence is a stone axe (c 400m south, GLSMR 050166). There is also only limited evidence of the Roman period, represented by the isolated find of a flagon handle (c 400m south-east, GLSMR 050301). Current status The whole station site is within a cutting, with the ticket Visited ? of land office above the tracks at ground level. The surrounding area Yes is fairly consistently built up with suburban residential properties, and retail premises. On the north-west of the station is Haven Green, a public park. The most southerly area of this park would be used as a temporary construction compound. Haven Green is currently at grade and could contain surviving archaeological deposits. Past impacts BGS mapping shows one area of worked ground c 250m to the north- west of the Crossrail construction compound, probably the result of quarrying, although the GLSMR mentions gravel quarries at an unknown location. The most extensive impact on the site has been caused by the railway cutting.

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Importance of • High importance: low potential for in situ Palaeolithic artefacts the baseline from the Lynch Hill gravels. Reason: national rarity of in situ resources Palaeolithic sites (much of the Palaeolithic material recorded in the vicinity was recovered from quarry pits during the 19th and early 20th centuries). Redeposited or isolated artefacts, including Mesolithic flints, would be of low importance. • Moderate importance: below-ground remains associated with the GWR. Reason: Ealing station forms an integral part of one of the most complete early railways in the world, selected parts of which (outside the site) are included on the ‘Tentative List’ of World Heritage Sites. Although surviving remains would potentially be of high importance, the original station building is no longer extant and very little of the original station layout survives. • Moderate importance: low potential for any archaeological evidence from the Neolithic to the Saxon period. Reasons: local rarity of archaeological evidence for these periods. • Moderate importance: moderate potential for medieval and post- medieval agriculture and occupation, including a mapped building on Haven Green. Reasons: historical supporting data; contribution to published priorities (eg Museum of London 2002, 58). • Low importance: known potential for late 19th-century brick-built platforms (platforms 1 and 2) Impact Within the existing railway cutting, the following would have a potential impact upon (probably redeposited) Palaeolithic remains within surviving deposits of the Lynch Hill gravel: piling for a new ticket hall and parts of the canopy roof and relocated signal and OHLE mast; possible piling for the new transfer overbridge, platform canopies and escape bridge; ground reduction for platform extension foundations. Possible additional impacts from new services and drainage, toilets and new station canopies. Outside the existing railway cutting, ground disturbance within construction compounds would potentially have an impact upon archaeological remains of all periods. Impacts within the existing railway cutting: • New ticket hall. The hall would be partly on the existing deck over the railway, while the eastern half would have a new raft structure above platform level supported on bored piles or CFA piles. The impact of the piling would be to completely remove any surviving Palaeolithic remains within the footprint of each pile. • New canopy roof. Columns and foundations for the canopy roof for the new station building (located above platform level) would use existing building support columns and proposed support columns (discussed above) and consequently there would be no additional impact.

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• New transfer bridge. This would link the entrance hall with platforms 1 to 6 and platforms via five flights of stairs, four escalators and five lifts. The transfer bridge would have pad footings on short-bored 4m-deep piles. Stair foundations would be mass concrete pads 1m deep. Escalators and lifts would have pit foundations on 3m-deep piles. The impact of the piling for the bridge would be to partially or completely remove any surviving Palaeolithic remains within the footprint of each pile. In addition, construction of bridge foundations and stair and lift foundations would require breaking out the western end of the platforms 1 and 2/3 and would impact upon the fabric of the original late 19th-century station platforms. • Eastern extension to platforms 1 to 4. Platform 1 (Down Main) would be extended by c 58m to the east at a width of 3m. Platforms 2/3 (combined Down Relief and Up Main) would be extended by c 37m to the east at a width of 9m. Platform 4 (Up Relief) would be extended by c 26m to the east at a width of 3m. Excavation for concrete pad foundations would extend a maximum of 1.2m below trackbed level. The impact would be to partially or completely remove any surviving Palaeolithic remains within the excavated areas, to the maximum depth of the ground excavation. • Platform canopies. Refurbished or new lightweight steel canopies to platforms 2/3 and 4. The base of the canopies would be supported by groups of 4 to 6, 4m-deep mini-piles. Construction of the new canopies on platform 2/3 would potentially impact minimally upon the fabric of platform 2, which is of late 19th- century date and in addition would partially or completely remove any surviving Palaeolithic remains within the footprint of each pile. • Emergency escape bridge. Located at eastern end of platforms 1, 2/3 and 4, the bridge would be founded on 5m-deep bored or CFA piles if insufficient space was available to excavate for spread footings. The impact of spread footings would be either to partially or completely remove any surviving Palaeolithic remains within their footprint. The impact of piled foundations would be to partially or completely remove any Palaeolithic remains within the footprint of each pile. • The existing signal at eastern end of Up Relief platform would be moved c 26m to the east. It is assumed that the base of the new signal would entail ground excavation to a maximum depth of 3m below ground level. The impact would be to partially or completely remove any surviving Palaeolithic remains within the excavated area. • The existing OHLE mast at eastern end of platform (Down Main) would be moved further eastwards due to the proposed platform extension. The mast would have a single pile foundation (without pile cap) at a minimum depth of 3m. The impact would be to partially or completely remove any surviving Palaeolithic remains

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within the footprint of the pile. • New platform lighting. It is assumed that the lighting columns would require relatively small footings 1–1.5m deep. Where the base of the column was set into existing platforms 1 and 2, it would impact upon the fabric of late 19th-century station platforms. Where the base is set into the ground and not into a platform, the impact would be to partially or completely remove any surviving Palaeolithic remains within the footprint of each column base. • New DDA-compliant public toilets to replace existing toilets on platform 4. It is assumed that these would have strip footings set within platform and would not entail any impact below track level. There would be no archaeological impact. • New and modified drainage and services for platforms and station. Details of the new and modified services and drainage will not be available within the timescale of the EIA, but they would potentially require breaking out the platforms 1 and 2/3 would impact minimally upon the fabric of late 19th-century station platforms. • Possible diversion of existing utilities, including a 0.6m-diameter Thames Water surface water siphon that crosses the site. Details of the impact of service diversions will not be available within the timescale of the EIA, but these are likely to partially or completely remove potential archaeological remains. • Alterations to existing platforms due to construction of fixed ticket barriers at the western ends of platforms 1 and 2 and possible platform reguaging. The impact of these works cannot be fully determined at this stage of the design, however it is anticipated that these proposals would minimally affect the fabric of late-19th- century platforms, if at all. • Ealing Broadway Forecourt construction compound (worksite), located in the station forecourt, lies over the cutting and would therefore have no impact. Impacts outside the existing railway cutting: • Construction compounds. Two of the three compounds are outside the cutting: ○ Haven Green Worksite, located in the southern part of Haven Green, to the northwest of the station ○ Ealing Broadway Station Worksite South, located in College Court south of Platform 1. Details of the impact of any footings or groundworks that may be required in the construction compounds (‘worksites’) will not be available within the timescale of the EIA, but, if required, works in the above worksites, such as preparatory ground reduction and footings for plant, accommodation, etc are likely to partially remove potential archaeological remains. 208

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Magnitude of Low, with potential for a significant impact impact before mitigation Additional Survey and geotechnical data, particularly to establish whether or not information Lynch Hill Gravel survives within the railway cutting, in order to refine required? the mitigation strategy. Incorporated The generic data gathering and mitigation measures, as described in the mitigation incorporated mitigation, would be applied to this Crossrail site. Initially, DDBA and/or field evaluation would be required to establish levels of survival, in particular in the Haven Green construction compound. The incorporated mitigation measures would constitute preservation by record. Residual None impact after incorporated mitigation Site specific None required mitigation Residual None impact after site specific mitigation Significance of Non-Significant Residual Impact Engineering Engineering Information provided by Crossrail sources Sources ES Scheme Description Historical / 1km radius search of GLMSR and LAARC. Archaeological Greater London Industrial Archaeology Society (GLIAS) database v.2.65 sources John Rocque 1746, A Map of the Cities of London and Westminster and Borough of Southwark Ordnance Survey 1st edition 25” map c 1874 Ordnance Survey 1” map, 1822 Ordnance Survey 6” maps 1874, 1880, 1891, 1894 and 1904 Researcher CHD, RC, Date 21/12/2004 JC

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4.20 Route Window W4

4.20.1 Site 7 Acton Station and Dive-under

Site name Acton Station and Dive-under Site no. 7 Route Section Western Window W4 Location Main railway line, Acton Freight Yard and Acton Main Line Station; extending eastwards for c 2km, from east of Ealing Broadway station to Horn Lane, LB Ealing. NGR 518250 180940 and 520500 181250 Proposed Substantial dive-under on permanent way to the west; extensive track Works works; new station building and footbridge; two construction compounds. Geology & The western half of the site is on the Lynch Hill terrace gravels (overlain Topography by brickearth of the Langley Silt complex) and the eastern part on London Clay. Topography within the search area consists of a general slope down from higher ground in the north-west, towards the Thames in the south- east. Modern street level reflects this, varying from c 30–31m OD in the west towards Hanger Lane, down to c 27–28m OD around the eastern freight yard and south of the station (corresponding to a former stream valley, see below) and rising again to c 33m OD east of Horn Lane over- bridge. The railway track bed is generally in a cutting at c 26–27m OD. The cutting is therefore shallow in the area of the station and eastern yard, increasing in depth to the east and west.

Baseline • There are no Scheduled Ancient Monuments within the search area. resources • There are Archaeological Interest Areas beyond the Crossrail site to the north, north-west and south-east of Acton station, covering two moated sites and the village of Acton, respectively. There is a further AIA that adjoins the western half of the Crossrail site; on the south side of the railway, around Lynton Road and Creffield Road, Acton (see under Palaeolithic resources, below). The Crossrail site extends into this AIA in a small area around the southern abutment of the Noel Road bridge. • Moderate potential for prehistoric and later remains (including palaeo-environmental evidence) within alluvial stream bed deposits from two former courses of the Stamford Brook, draining south towards the Thames. The westernmost stream crossed the railway near Noel Road bridge. The second branch ran down the west side of Horn Lane (through the present station) towards Acton High Street where, at King Street, it was found to contain medieval and post-medieval deposits (site code KSA88). • Low potential within the cutting, high elsewhere, for Palaeolithic flint tools, found extensively redeposited within the Lynch Hill gravels to the west (including within c 500m of the site: GLSMR 050892,

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050896, 050906, 050090, 050089, 050057, 050112). There are also localised in situ Palaeolithic remains within the gravels. Intact horizons, including a possible flint knapping work surface from the Levallois phase were found in gravel extraction in 1885 at Creffield Road, c 150m south of the Crossrail site (GLSMR 050109, 050114, 050146, 050916, 051105, site code CRA88). Within the railway cutting, the track bed is at an average of c 26.5m OD. Allowing for the underlying formation level, this suggests truncation to c 26m OD. As far as can be determined, the successive Palaeolithic horizons at Creffield Road lay between c 28.5m to 26.5m OD. It is therefore unlikely that any such remains survive within the present permanent way. The same applies to Mesolithic artefacts, a flintwork assemblage was found within the overlying brickearth at Creffield Road, which has been largely removed within the railway corridor (see Past Impacts, below). Although originally believed to have been deposited during the formation of the brickearth, it is now thought likely that the flintwork had sunk into the brickearth from an overlying land surface through bioturbation processes (Museum of London 2000, 52). • Low potential for settlement and agriculture from the Neolithic to Roman periods. Flints tentatively dated to the Neolithic have been found in the vicinity (GLSMR 050894, 050194). South of the Crossrail site, a Bronze Age hearth and a Bronze or Iron Age pottery sherd were found (c 150m: GLSMR 050008; CRA88) and Middle Bronze Age cremations in South Acton (c 1.3 km: GLSMR 050197). Most Roman evidence lies c 1.0–1.4 km south, at the edge of the Lynch Hill terrace, eg truncated pits indicating settlement (GLSMR 051133, site code ASC89). However, there is also a range of Roman artefacts within the search area, the closest being a lamp and seven silver coins c 150m south of the Crossrail site. (GLSMR 050254, 050252,). Although the evidence is limited, it is likely that the brickearth and gravel landscape around Acton was consistently farmed. • Low potential for medieval and post-medieval settlement and agriculture. The railway passes through a former rural landscape of scattered villages, manors and farms. The village of Acton was c 750m south, around the High Street and Horn Lane, with the hamlet of East Acton c 850m south-east (GLSMR 054364; 054653). There are two medieval moated sites north of the station and yard (both with AIA status and possibly manorial) – Friars Place Farm and an unnamed site at Westfields Road (GLSMR 050511: c 400m; 050510: c 250m). Rocque’s map of 1746 and the 1864 Ordnance Survey show few additional dwellings in the vicinity of the site. The closest were Hangar Lane Farm in the west (c 250m north), a farmstead at modern Gypsy Corner (c 450m north-east: GLSMR 052345, site codes GIP99, GYP93) and Friars Place (c 300m south-east of the station). It is unlikely that any of these small, nucleated settlements extended as far as the Crossrail site but there is a background potential for field systems, such as the ridge and furrow recorded c 1.5 km north-west (GLSMR 050772).

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Current The railway and station are situated in a cutting whose depth Visited ? status of land decreases through the freight yard and sidings to the north (see Yes Past Impacts, below). Much of the land surrounding the site is taken up by suburban housing although adjacent to the north, beyond the railway freight yard, are sports fields, a playground and allotments. Acton Main Line is a small suburban station at the east end of the site, accessed from a ticket office on the southern part of Horn Lane over-bridge. Although originally opened in 1868, the present structures appear to be of 20th- century date. Past impacts Truncation from the existing permanent way (principally the railway cutting and the freight yard to the north of it) is deepest in the western half of the site (c 3m deep on the southern side and up to 5m to the north). Here it has removed most of the brickearth (BGS mapping shows some (probably truncated) brickearth survival in the western part of the freight yard and in the southern face of the cutting). The latter has also increasingly cut into the underlying gravels. In this western area, the permanent way will have removed virtually all archaeological remains. In the eastern half of the site, the permanent way directly overlies London Clay, with less truncation (the cutting is c 2m deep, decreasing to c 1m in the former stream valley adjacent to the station). The late 19th-century Ordnance Survey map suggests less quarrying overall in this area, compared to further west. BGS mapping shows an area of ‘worked ground’ in the western end of the freight yard, north of the main line tracks, that extends for a distance of c 240m east of the Twyford Avenue Bridge. However, it also maps brickearth across this area, so the depth of truncation is uncertain. There is no evidence that ground below the existing railway was affected and boreholes in the vicinity show c 1m of made ground, indicating historic development rather than large-scale landfilling.

Importance of • High importance: low potential for in situ Palaeolithic remains from the baseline the Lynch Hill gravels or Mesolithic artefact assemblages within or resources above the overlying brickearth. Reasons: national rarity; contribution to published priorities (eg Museum of London 2002, 18) but likely poor survival quality within cutting. Redeposited artefacts would be of low importance. • Moderate importance: moderate potential for prehistoric and later remains within stream valley deposits of the former Stamford Brook. Reasons: survival quality (to be confirmed); possibly associated organic preservation and palaeo-environmental evidence. • Moderate importance: low potential for settlement and agriculture from the Neolithic to post-medieval periods. Reasons: landscape and topography/deposit type: the site spans the boundary between the fertile terrace gravels and the London Clay (marked by a stream valley) allowing land use to be correlated with changing topography (eg arable vs woodland economy); local rarity of archaeological evidence; historical supporting data for later periods; contribution to

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published priorities (eg Museum of London 2002: 18, 41, 58, 79 and 87). Impact Major construction ground works for the dive-under are within the existing railway cutting and so the archaeological impact would be minor. The associated track works (also within the permanent way) are shallow and unlikely to have an archaeological impact. Alterations to the station: new station building and footbridge, service diversions and two temporary construction compounds may have localised archaeological impacts, particularly in the former stream valley and where they extend beyond the existing railway cutting.

Acton dive-under and freight yard: • Dive-under comprises an 830m long box with bored pile walls, within which the track descends via ramps to a maximum depth of c 6m. The piles will range between approximately 8m and 14m in length (taken from drawing). Dewatering and/or the use of grout curtains may be required. Because the dive-under is within an existing cutting, its impact would be restricted to removal of any Palaeolithic remains within the gravels. • Raising of Noel Bridge, a modern 20th-century overbridge. The bridge deck may need to be jacked up to allow increased clearance for overhead electrification and a temporary footbridge installed during the works. There is no archaeological impact, unless additional foundation works to the abutments prove necessary. In this eventuality the impact would be minor, confined to any areas of truncated brickearth surviving north and south of the main line, and possible Palaeolithic remains in the gravels. • Trackworks: these would be extensive for the entire length of the site, principally on the main line but including slewed surface tracks into the southern part of the freight yard (north of the dive-under). There would also be new lines and junctions into the western part of the yard. Track re-laying and re-alignment would not involve significant ground disturbance and there would be no impact upon potential archaeological remains. The foundations for OHLE and signalling masts could affect archaeological remains locally, but any impact would be minor, due to the extent of truncation beneath the existing permanent way. • Works in the existing sidings. It is understood there may be impacts as yet undefined on archaeological remains across the area of the existing sidings, eg from works in a construction compound (worksite). • Services: both new and diverted services are likely for construction works to the dive-under, bridge and station. Although details would not be available in the timescale of the EIA, service trenches are likely to partially or completely remove potential archaeological remains. However, the impact would be restricted to potential Palaeolithic remains, and possibly Mesolithic remains in the brickearth, unless

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such works extend outside the existing permanent way. Acton Main Line Station: • Platform extensions. Platforms 2, 3 and 4 (serving the Up and Down Relief lines) would be extended westwards by 57m and 33m respectively (at 3m width) supported on concrete cross walls with spread footings resting on London Clay at a depth of c 1m. The impact would be to partially or completely remove any surviving archaeological remains locally (likely to be confined to occasional truncated cut features where the cutting is at its shallowest). There would be no impact from associated works such as light standards and lightweight platform canopies (20–30m in length) as these are unlikely to extend beyond the base of the platforms. • Details of the impact of service diversions will not be available within the timescale of the EIA, but these are likely to partially or completely remove potential archaeological remains (likely to be confined to occasional truncated cut features where the cutting is at its shallowest). • New ticket office and access bridge. New office south of (outside) the railway cutting, connected to the existing platforms by a new footbridge. The impact of the construction of the new ticket office and access overbridge cannot be fully determined at this stage of the design, but would potentially partially or completely remove any surviving archaeological remains, locally, particularly where such works were located outside the existing cutting. • Construction compounds. Two compounds comprising Acton Mainline Station Worksite West, located within the railway cutting between the station and the depot, and Acton Mainline Station Worksite, located at the corner of Horn Lane and Friary Road, on the south side of the station, outside the existing railway cutting. Details of the impact of any footings or groundworks that may be required in the construction compounds (‘worksites’) will not be available within the timescale of the EIA, but if required works such as footings for plant, access, accommodation and fencing, etc are likely to partially or completely remove potential archaeological remains. At Acton Mainline Worksite West, the impact is likely to be confined to occasional truncated cut features where the cutting is at its shallowest. Magnitude of Moderate with potential for a significant impact. impact before mitigation Additional Geotechnical investigations would help refine mitigation measures, information particularly with regard to any localised survival of stream bed deposits. required?

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Incorporated The generic data gathering and mitigation measures, as described in the mitigation incorporated mitigation, would be applied to this Crossrail site. Initially, DDBA and/or field evaluation would be required to establish levels of survival. The incorporated mitigation measures would constitute preservation by record for resources of moderate importance. Residual None impact after The incorporated mitigation measures would constitute preservation by incorporated record. mitigation Site specific None required mitigation Residual None impact after site specific mitigation Significance Non-Significant of Residual Impact Engineering Engineering Information provided by Crossrail sources ES Scheme Description Historical / 1km radius search of GLMSR and LAARC. Archaeological Greater London Industrial Archaeology Society (GLIAS) database v.2.65 sources Sources Basil Holmes (Mrs) 1896, The London Burial Grounds Museum of London, 2000 The Archaeology of Greater London John Rocque 1746, A Map of the Cities of London and Westminster and Borough of Southwark 1822, 1874, 1880, 1891 and 1904 Ordnance Survey maps Researcher CHD, RC, Date 21/12/2004 PM, HK, JC

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4.21 Route Window W3

4.21.1 Site 8 Old Oak Common Depot

Site name Old Oak Common Depot Site no. 8 Route Section Western Window W3 Location Old Oak Common, LB Ealing; LB Hammersmith and Fulham NGR 521710 182280 Proposed New stabling sidings and engineering depot. Works Geology & London Clay. Ground level in the general area slopes down from c 30– Topography 31m OD in the north-west to c 26 m OD in the south-east. However, the site is an existing railway depot, levelled at c 26–27m OD, and has therefore been terraced into the original topography to the north and west. This re-configuration can be seen on the 1914 Ordnance Survey and will have reduced the potential for the survival of earlier archaeological remains. There also seems to be a depression filled with probably modern material a short distance north of the mainlines, probably the result of land raising or levelling to terrace the depot.

Baseline • No Scheduled Ancient Monuments within the search area. resources • No Archaeological Priority Areas within the search area. • Moderate potential for late 19th and early 20th-century railway infrastructure. From c 1890 the site developed into a major railway depot. The 1894 Ordnance Survey shows West London Sidings on the southern side, along the GWR main line, but the majority of the site is still open ground. By the 1914 Survey there had been extensive railway development. It consisted of greatly expanded multiple sidings across the southern part of the site (Old Oak Common Sidings) with a substantial carriage shed against Old Oak Common Lane, in much the same location as the present structure. In the northern part of the site, separate lines accessed a very large former GWR locomotive shed and carriage sheds, in the area of the present EWS railway engineering works (GLIAS database v.2.65). • Low potential for medieval and later settlement and agriculture. Very little medieval occupation has been found in the vicinity. The exception is a moat (c 350m north of the site) not uncommon on the poorly drained London Clay and similar to the medieval moat at Friars Place Farm to the west (GLSMR 052258). Little else is known about this moat, and it had been filled in by 1890. The 1894 Ordnance Survey shows the site as still largely agricultural land, including Old Oak Farm on the western side, fronting Old Oak Common Lane.

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• Low potential for constructional evidence of the Grand Union Canal (Paddington Branch) opened in 1801. The canal and a later 19th-century footbridge border the Crossrail site to the north-east (GLSMR 054589, 054617) but evidence would only survive if outside the existing terracing for the depot. • Low potential for alluvial deposits from the easternmost stream of the Stamford Brook, the former course of which is preserved in the present borough boundary, which crosses the eastern part of the Crossrail site (GLSMR 051106). The stream channel was excavated just to the south, but had been cleaned out in the early 20th century, and contained no archaeological deposits (site code NPD88). • Low potential for Second World War defences. There were anti- aircraft artillery and rocket sites south of the GWR main line, in Wormwood Scrubs Park (GLSMR 300031, 300071) outside the Crossrail site. Current status The site is currently a major railway depot consisting Visited ? of land principally of extensive sidings (with the carriage shed and No associated buildings) to the south-west and the EWS engineering works to the north-east. Past impacts Repeated and extensive 20th-century railway development. The new Crossrail stabling would be located between the two principal facilities described above, in an area of existing sidings and engine sheds, where reconfiguration of land levels is apparent on the 1914 Ordnance Survey map. The second main Crossrail area would be within the buildings and track of the existing EWS railway works, where modern terracing has also occurred.

Importance of • Moderate importance: moderate potential for late 19th and early the baseline 20th-century railway infrastructure. Reasons: group value of major resources railway depot and works, forming a later phase in the development of the GWR network. • Moderate importance: low potential for medieval and later settlement and agriculture. Reasons: local rarity of archaeological evidence for land use on the London Clay. • Moderate importance: low potential for features associated with the Grand Union Canal. Reasons: group value with other canal infrastructure, historical supporting data and potential to contribute to published priorities eg (Museum of London 2002, 81). Not expected to be present within the Crossrail site. • Moderate importance: low potential for WWII defences. Reasons: Historical supporting data and associations, outside the Crossrail site All of the pre 19th-century resources would be of low importance where surviving remains are heavily damaged or fragmented by later construction.

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• Low importance: low potential for archaeological deposits within the channel of the Stamford Brook. Reasons: poor survival quality. The deposits were probably removed during 20th-century re-cutting. Impact The site is terraced into the natural slope and it is likely that this and subsequent construction in the depot have truncated or removed most deposits earlier than the 20th century. Archaeological survival may be better in the south and east of the site. New Crossrail stabling sidings for 24 trains in central area (between carriage shed and present EWS buildings); new EWS depot to replace existing; route control centre, crew accommodation; carriage washer; new access road; carriage-level walkway; new track drainage. Construction compounds within Old Oak Common Yard. • New stabling for 24 Crossrail trains: construction of new sidings (including excavation for multiple track; track drainage; permanent access road from Old Oak Common Lane with retaining wall; OHLE and lighting masts; raised carriage level walkways; carriage washing facility in south-east of site; new and diverted services; and works in construction compounds). The overall impact will be to remove any localised survival of archaeological deposits (principally any historic railway infrastructure) within the footprints of the works. • New and diverted services, and new multiple tracks into the depot and works in construction compounds. The overall impact will be to remove any localised survival of archaeological deposits (principally any historic railway infrastructure) within the footprints of the works. Magnitude of Low with potential for a significant impact impact before mitigation Additional Survey data from any geotechnical investigations (particularly depth of information terracing) in order to refine mitigation measures. required? Incorporated The generic data gathering and mitigation measures, as described in the mitigation incorporated mitigation, would be applied to this Crossrail site. Initially, DDBA and/or field evaluation would be required to establish levels of survival. The incorporated mitigation measures would constitute preservation by record. Residual None impact after incorporated mitigation

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Site specific None Required mitigation Residual None impact after site specific mitigation Significance of Non-Significant Residual Impact Engineering Engineering Information provided by Crossrail sources ES Scheme Description Historical / 1km radius search of GLMSR and LAARC. Archaeological Greater London Industrial Archaeology Society (GLIAS) database v.2.65 Sources sources Basil Holmes (Mrs) 1896, The London Burial Grounds John Rocque 1746, A Map of the Cities of London and Westminster and Borough of Southwark 1822, 1874, 1880, 1891 and 1904 Ordnance Survey maps Researcher CHD, HK, Date 21/12/04 JC

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4.21.2 Site 91 Ladbroke Grove to Westbourne Park track works (NB Site 91 Ladbroke Grove to Westbourne Park track works extends into Route Windows W3 to W1)

Site name Ladbroke Grove to Westbourne Park track Site no. 91 works

Route Section Western Window W1 W2 W3 Location Existing main line, beginning c 450m west of Mitre Bridge (Scrubs Lane) and extending eastwards for c 3km to the Great Western Road bridge. NGR 522122 182224 to 524925 181764 Proposed Extensive track works within the existing permanent way. Works Geology and London Clay. Modern ground level in the general area (outside the Topography permanent way) varies between c 26–29m OD on the north side of the existing railway cutting (rising to the east) to c 25–23m OD on the south side (rising to the west) of the cutting. The cutting is c 2.5–6.0 m deep on the northern side, becoming progressively deeper towards the east. Baseline Within the permanent way, there are: resources • No Scheduled Ancient Monuments • No Areas of Archaeological Importance • No known resources • No potential resources of high importance • Low potential for evidence of the Great Western Railway, opened in 1838. The West London Railway, opened in 1844, crosses the GWR just west of Scrubs Lane (TQ225823). It originally passed under the Grand Union Canal to the immediate north in a tunnel and crossed the GWR at grade, although following an accident in 1855, the line re-opened with the bridge over the canal and railway. The bridge was replaced in 1907–8 by a steel truss overbridge. The adjacent Scrubs Lane Road bridge has been described as ‘an impressive riveted bowstring truss of some 180ft (54m) span’ (GLIAS database). The existing overbridges carrying Ladbrook Grove (TQ240822) and Goldborn Road to the east, are early 20th- century steel truss bridges. • Low potential for alluvial deposits within former stream channels such as Counter’s Creek, the course of which is marked by the present borough boundary, crossing the main line c 375 m east of Mitre Bridge (RW W2).

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• Low potential for evidence of medieval and later agriculture. The area was largely fields until Kensal New Town was founded to the north, in the mid 19th century. However, such remains are unlikely to have survived truncation from the cutting. Current status Railway track within the permanent way within a cutting. Visited ? of land No Past impacts Excavation of railway cutting is likely to have completely removed potential archaeological remains, with the exception of potential 19th- century railway infrastructure and any deep deposits within stream beds.

Importance of • Moderate importance: low potential for evidence of the Great the baseline Western Railway, opened in 1838. Reasons: poor survival quality. resources Few if any original features are expected survive within the present permanent way. Features heavily disturbed by previous works would be of low importance. • Moderate importance: low potential for alluvial deposits within former stream channels such as Counter’s Creek, the course of which is marked by the present borough boundary, crossing the main line c 375 m east of Mitre Bridge (RW W2). Reasons: poor survival quality. Archaeological investigation to the west (see Site 8) suggests that these streams were re-cut in the 20th century. Features heavily disturbed by previous works would be of low importance. • Low importance: low potential for evidence of medieval and later agriculture. Reasons: limited contribution to published priorities. The area was largely fields until Kensal New Town was founded to the north, in the mid 19th century. However, such remains are unlikely to have survived truncation from the cutting. Impact Potential impacts from track works, new signalling masts, and alterations to services and drainage, and construction compounds, all within the permanent way. However, given the extent of existing truncation from both the cutting and the existing trackbeds, drainage, etc, these impacts would be minimal, confined to possible remains of 19th-century railway infrastructure and possible deposits within deep stream channels. The impact of associated OHLE masts is dealt with under Route Wide Impacts (see above). • Track works. Tracks would be slewed/repositioned, entailing excavation to include removal of concrete bases to a depth of 0.5m below proposed sleeper level. Impact: minimal, these works have a low potential to completely or partially remove any surviving archaeological remains, if present. • Signalling masts may be a maximum of 3m deep. Impact: minimal, these works have potential to completely remove any surviving archaeological remains, if present.

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• Drainage and services. Details of possible alterations to services and drainage will not be available within the timescale of the EIA. However, it is likely that the impact of these works would be to completely or partially remove any surviving archaeological remains, if present. • Construction compounds. No construction compounds would be located outside permanent way. Mobile, rail mounted cranes would be used. There would be minimal impact from works within the compounds, although any deeper ground works have potential to completely or partially remove any surviving archaeological remains, if present. Magnitude of Low, with minimal potential for a Significant impact impact before mitigation Incorporated Levels of truncation and survival in base of the cutting would be mitigation required to in order to refine the mitigation strategy. Residual None impact after The incorporated mitigation measures, if required, would constitute incorporated preservation by record, and are likely to be limited to an mitigation archaeological watching brief. Site specific None required mitigation Residual None impact after site specific mitigation Significance of Non-Significant Residual Impact Engineering Engineering Information provided by Crossrail sources ES Scheme Description Sources Historical / A search of GLSMR and LAARC for the c 2.9km long route. Archaeological Greater London Industrial Archaeology Society (GLIAS) database v.2.65 sources Researcher PM, HK, JC Date 21/12/2004

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4.22 Route Window W2 (NB Site 91 Ladbroke Grove to Westbourne Park track works extends into RW W3 to W1, see RW W3, above)

4.23 Route Window W1 (NB Site 91 Ladbroke Grove to Westbourne Park track works extends into RW W3 to W1, see RW W3, above)

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4.24 Cumulative Impacts The historic remains of the Great Western Railway, in the Western Route Section (Route Windows W1 to W25), form part of the most complete railway of its date in the world, which has considerable historical associations with , and the primary phase of world railway development (DCMS 1999, 58). Although the historic elements of the GWR affected by the Crossrail scheme are not amongst the selected parts included in the Tentative List of World Heritage Sites (those being proposed for World Heritage Site status), the List does draw attention to the contribution made by lesser structures to the value of the whole GWR.

As part of the assessment of the historical railway aspects of the proposed scheme, Crossrail has commissioned a specialist appraisal of the importance of the GWR bridges. The results of that work have been taken into account in this assessment (see Appendix 2).

In order to determine the severity of impacts upon the (unlisted) GWR bridges, MoLAS adopted the assessment methodology used by Alan Baxter & Associates in their assessment of built heritage resource (statutorily listed buildings). The MoLAS assessment methodology was designed primarily to assess likely severity of impacts upon below ground archaeological remains, and it was felt that the Alan Baxter & Associates methodology was more appropriate for assessing the severity of impacts upon the GWR bridges. This has also ensured that there is consistency between disciplines.

The Crossrail proposals include the demolition of nine bridges which incorporate substantial surviving elements of the original 1838 Brunel period structures. They also include subsequent extensions which demonstrate the historical development of the railway, each constituting a single historic entity. These bridges are individually of moderate importance, with the exception of the Wexham Road bridge which is of low importance, but when considered as parts of the GWR as a whole, the group is of high importance.

The bridges affected are:

Bridge MoLAS Site No. Route Window Leigh Road Bridge 15 W20 Wexham Road Bridge (low importance) 20 W18 Middlegreen Road Bridge 21 W17 Trenches Bridge 22 W17 St Mary’s Road Bridge 22 W17 Dog Kennel Bridge 24 W15 Thorney Lane Bridge 25 W14 Kingston Lane Bridge 28 W12 Old Stockley Road Bridge 29 W12

The individual impacts could be mitigated by preservation by record (recording to the appropriate level from those specified by RCHM(E) 1996). 224

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However, no form of preservation by record would adequately compensate for the cumulative loss of historic fabric over a significant length of a railway, the importance of which lies in its completeness and collective value. Preservation by record would thus only have a very minor mitigating effect on the cumulative impact of this group of demolitions.

The loss of a number of these bridges would, therefore, cumulatively represent a Significant impact on the overall historic fabric of the GWR, a proposed World Heritage site. The proposals entail the complete or substantive loss of every surviving Brunel period over-line structure over a 13km section of railway.

As an alternative to demolition, track lowering would require a more extensive work area and would result in additional works including at each site some or all of track drainage, additional utility diversions, underpinning works to bridge foundations and construction of retaining walls. Track lowering at certain bridges would affect other rail infrastructure such as Dolphin Junction and Iver Station platforms. These works would cause severe disruption to the operational railway for the period of construction. Consequently, track lowering is not considered an appropriate solution for the retention of these bridges, although measures to retain a limited number of them will continue to be reviewed.

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5 Appendix 1: Site specific assumptions

Acton Station W4 The bases of the new platform canopies are unlikely to extend beyond the base of the platforms. Acton Dive-under W4 Assume that the whole of the land within the safeguarded limits will potentially be impacted by construction. Within the Acton freight yard, work will mainly be track realignments. The location of the proposed vehicle crossing point has not yet been determined – depth of disturbance for this will not exceed 0.5m. Ealing Broadway Station W5 Foundations for the proposed lightweight steel canopies to platforms 2/3 and 4 will be c 250mm diameter and 4m deep. The piles for the emergency escape bridge at the eastern end of platforms 1, 2/3 and 4 will be in groups of 4–6 and will be c 300mm in diameter and 5m deep. The replacement public toilets on platform 4 will be single storey with strip footings through made ground to the same depth as existing track level. Hanwell Station W7 Access for piling rigs requires the creation of benches in the embankment – these benches will all be within the existing embankment. The escape bridge near the western end of the extended platforms will not require any groundworks outside the existing embankment. The footings for the platform extensions will be mini-piles rather than full-sized ones. Southall Station W9 The new station building and footbridge will have piled foundations. The refurbishment of the ticket office will not affect the fabric of the historic building. Hayes and Harlington W10 The station canopy will have piled Station foundations. Stockley Flyover W11 The walls of the eastern deck structure will have strip foundations. The eastern 150m lengths of the twin approach ramps will have retaining walls of precast L-section units. The temporary bridges in the area of the western deck structure and Dagenham

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Motors will have timber crib foundations. Old Stockley Road Bridge W12 The strengthening of the existing bridge piers and abutments would require some limited excavation prior to the placement or casting of bedstone. Horton Kingston Lane W12 The ground anchors will be driven from Bridge existing ballast level and will be narrow diameter. The new bridge will be fully supported on the existing abutments and will not require additional piling. Iver Station W14 On the north side of the station, the realignment of the existing access road to the north will be achieved by extending the cutting northwards into the higher ground here. Dog Kennel Bridge W15 The construction of the bankseats and bearing plinths will potentially cause some impacts on ground at either side of the bridge. Landscaping behind the abutments following demolition would result in some limited ground disturbance, as would the regrading of ground here during demolition. Langley Station W16 The proposed lightweight steel canopies to platforms 2/3 and 4 will be founded within the platform structure. The new and modified platform drainage will be within the platform structure. Footings for the ticket barrier and entrance canopy will be c 0.5m deep. Church Lane Bridge W17 For the proposed ring beam required to tie the abutment back to the wing walls, assume excavation to extend 0.25m beyond the ring beam in all relevant dimensions. For the temporary access bridge, assume 1m maximum depth of footings. Wexham Road Bridge W18 The southern worksite will require removal of embankment material to grade level. Stoke Poges Yard Sidings W19 All track alterations will be within existing ballasted track area. Stoke Poges Lane Bridge W19 Assume some impact as a result of possible ground improvement measures at the base of the lifting trestles. The small retaining walls along the road shoulder on either side of the bridge will be wholly on the raised part of the embankment and would not be piled. Assume some impact as a result of groundworks in the sides of cutting to 227

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facilitate the strengthening of the bridge abutments Farnham Road Bridge W19 For the cable trough, assume this will be mainly above ground level, with no footings. Leigh Road Bridge W20 There will be some potential impact as a result of the proposed landscaping around the bridge abutments.

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