Environmental Update Report: Fenny Stratford to Kempston

This route section covers approximately 23km (14 miles) of the existing Marston Vale Line (MVL) between Saxon Street dual carriageway and Ampthill Road in Kempston. The MVL, which runs between Bletchley and Bedford, is currently used by London Northwestern Railway passenger trains and freight trains and includes nine existing stations.

Two alternative options for the stations along the MVL are being presented at this consultation.

Concept 1a (C1a) - Existing stations option

All nine of the existing stations could be retained with minor enhancements and upgrades as necessary.

Concept 2 (C2) - Consolidated stations option

The nine existing stations between Fenny Stratford to Kempston would be consolidated into four new stations (Woburn Sands, Ridgmont, Lidlington and Stewartby). The other five will be closed.

The initial environmental information in this route section is based on the Consolidated Stations Option as this would have potentially larger environmental impacts than the Existing Stations Option due to associated landtake, introduction of structures and activities.

The proposed works for the Consolidated Stations Option are summarised below:

• Existing stations at Woburn Sands, Ridgmont, Lidlington and Stewartby would be replaced by four new enlarged stations to accommodate East West Rail services.
• Five existing stations at Fenny Stratford, Bow Brickhill, Aspley Guise, Millbrook and Kempston Hardwick would be closed.
• Upgrading the existing single track to two track over about 1.7km (1 mile) approximately between Saxon Street and the A5.
• Improved or new access roads for track maintenance at various locations across the route section.
• Changes to level crossings in this area which would be: retained; upgraded; closed and diverted; closed and replaced by bridge crossings and associated diversions of rights of way; or closed without alternative provision.
• Installation of various drainage and water storage ponds (referred too as balancing ponds) along the route section.
• Various utility diversions including overhead power lines and below ground gas pipes.
• Upgrades to existing railway signalling, telecommunications and traction power facilities.
• Passing loops to allow faster passenger trains to overtake slower trains.

The proposed East West Rail passenger train service pattern between Bletchley and Bedford would be three trains per hour in each direction. Line speed would increase from 60mph to 75mph for passenger trains under the Consolidated Stations Option.

The existing railway runs east from Saxon Street and through Fenny Stratford station on a single track. An additional track, mostly within the existing railway corridor, is proposed as part of the project to accommodate the new East West Rail services. The new track would start just west of Saxon Street bridge and join the railway just east of the A5, from where it would then join the existing two-track alignment. To accommodate two tracks, the southern bridge that carries the railway over Saxon Street would be demolished and replaced with a wider bridge and the current level crossing on Simpson Road would be widened. The northern bridge over Saxon Street would remain. The railway embankment between Bletchley station and Saxon Street would also need to be widened on the south side of the railway. Between Saxon Street and Watling Street retaining walls may be required between the railway and commercial properties to the north and south to avoid impacts to existing buildings.

Under the Existing Stations Option, Fenny Stratford would be retained with minor enhancements including construction of a second platform.

Under the Consolidated Stations Option, Fenny Stratford station would be closed. The existing level crossing on Simpson Road would be widened to accommodate both tracks. East of the existing station, minor modifications to the existing Grand Union Canal bridge to allow for the additional track and additional structures would be required to support the two tracks over the River Ouzel and the A5.

Under the Existing Stations Option, Bow Brickhill station would be retained with minor enhancements.

Under the Consolidated Stations Option, Bow Brickhill station would be closed. The level crossing may need to be closed and replaced with a new highway overbridge to the east of the crossing.

Browns Wood footpath level crossing would be closed, with users diverted onto a new section of public footpath south of the railway to the Pony bridleway level crossing to the east. The Pony bridleway level crossing would be upgraded to include a miniature stop light to improve safety.

Under the Existing Stations Option, Woburn Sands station would be retained in its current location and the platforms extended for the EWR service.

Under the Consolidated Stations Option, the existing Woburn Sands station would be closed and a new station to replace it constructed to the west of its current location. The station and car park would be located north of the railway within the area of the South East Milton Keynes Strategic Urban Extension proposal (SEMK). The existing level crossing at Station Road/Newport Road would remain open. The other four level crossings in this area would be closed:

• Woodleys Farm, a private track and level crossing would be closed with access to be discussed with the relevant landowners.
• Fisherman’s Path footpath level crossing would be closed and users diverted via Drayhorse Crescent south of the railway and the proposed new station access road north of the railway to Woburn Sands level crossing.
• Mill Farm footpath level crossing would be closed and users diverted via existing footpaths to Woburn Sands level crossing.
• Sewage Farm footpath level crossing would be closed and users diverted via a section of new footpath between Mill Farm and Sewage Farm crossings to the south of the railway to Woburn Sands level crossing, creating a circular walking route.

Under the Existing Stations Option, Aspley Guise station would be retained with minor enhancements.

Under the Consolidated Stations Option, Aspley Guise station would be closed. The level crossing on Salford Road would remain open. The other three level crossings in this area would be closed:

• Old Manor Farm footpath level crossing to the east of Aspley Guise would be closed with users diverted to the Aspley Guise level crossing along a new access track and footpath that would be built on the north side of the railway.
• Berry Lane level crossing, a private user-operated crossing located east of Old Manor Farm, would be closed and users diverted to Aspley Guise level crossing using the access track on the north side of the railway.
• Long Leys level crossing, a private farm crossing, would be closed and users diverted to Aspley Guise (Station Road) level crossing using the access track and footpath on the north side of the railway and via Berry Lane south of the railway.

Under the Existing Stations Option, Ridgmont station would be retained with minor enhancements and platform extensions.

Under the Consolidated Stations Option, Ridgmont station would be redeveloped, although the location is still to be determined. There are two options:

Option 1

• New station to the west of Bedford Road with station and car park located to the north of the railway.
• Level crossing to be retained.

Option 2

• Upgrade station in its current location with a new car park south of the railway.
• Station Road level crossing to be closed, with traffic re-routed.

The Bedford Borough Council Local Plan 2030 includes a proposal for a  waterway  between Bedford and Milton Keynes, which would run alongside the railway in this area. If Option 1 for the station is built, the proposed route of the waterway would need to be diverted around the station area.

The station option chosen would affect the level crossings in this area, so two options are still under consideration for Station Road level crossing. An access track between Berry Lane and Bedford Road would be constructed, and would provide access to the new western station, if chosen.

Three level crossings in the area would be closed:

• Husborne Crawley 6 footpath level crossing would be closed and users diverted via Ridgmont station footbridge (with station Option 1) or via Bedford Road (with station Option 2).
• Matey Boys level crossing, a private farm crossing, would be closed with no diversion.
• Husborne Crawley 10 footpath level crossing would be closed and the footpath extinguished north and south of the railway. An alternative route for existing users is available via Mill Road with users diverted via Ridgmont level crossing (with station Option 1) or via Ridgmont station footbridge (with station Option 2)

Depending on which option is selected for Ridgmont station, a passing loop is proposed with new tracks either side of the railway between Aspley Guise and Ridgmont stations. The chosen options for the passing loops are still to be determined.

Under the Existing Stations Option, Lidlington station and Millbrook station would be retained with minor enhancements and platform extensions.

Under the Consolidated Stations Option, Millbrook station would be closed and Lidlington station would be replaced with a new station east of its current location into an area of land to the north of the village that is part of the Marston Valley development. Access to the station would be from the north via a new road between Station Road and Marston Road.

There are seven level crossings in this area.  Three of them  would be closed with diversions provided to alternative crossings. These are each described below:

• Broughton End footpath level crossing and the adjacent Forty Steps footpath level crossing (both public rights of way; PRoW) would both be closed. Users would be diverted to the existing Playing Field footpath level crossing (via a new footpath between Forty Steps and Playing Field to the north of the railway), which would remain open and be upgraded with a miniature stop light system.
• The existing level crossing at Lidlington on Station Road/Church Street would remain open.
• Pilling Farm South footpath level crossing would be closed and the path diverted to the new Lidlington station footbridge.
• The level crossing on Marston Road is assumed to be closed by Network Rail with a new overbridge. If this does not happen, it would be kept open and upgraded to a full barrier crossing.
• Millbrook (Station Lane) level crossing by Millbrook station would remain open.

Under the Existing Stations option, a third platform would be required at Stewartby station to accommodate the two proposed services that would operate between Stewartby and Cambridge under this option. Because of this, under this option, Stewartby station may need to move from is existing location. Further work is required to confirm this. 

Under the Consolidated Stations Option, the existing Stewartby station would be replaced with a new station. The preferred location of the new station is still to be determined.

Option 1

• New station option north of Green Lane with the station and car park located to the east of the railway and access via Green Lane.

Option 2

• New station option north of Broadmead Road with the station and car park to the east of the railway and access via Broadmead Road.

The road and adjacent level crossing at Green Lane would remain open, as well as the level crossing further north at Wooton Broadmead (Broadmead Road).

Stewartby Brickworks level crossing, used as a PRoW and formerly by users of the brickworks, would close with no alternative provided.

Four passing loop options are proposed in the vicinity of Stewartby and Kempston Hardwick stations, with the preferred option still to be determined. The passing loop location would depend on the location of the new station

Although works along this route section are generally limited, the MVL passes some populated areas, including  Fenny Stratford ,  Woburn Sands ,  Aspley Guise ,  Lidlington  and the southern outskirts of Bedford in  Kempston .

In residential areas, the existing noise levels include a contribution from the existing railway, along with other infrastructure, including roads, industry and construction activities or general noise associated with local residential activities. The East West Rail service would use an existing line, so the railway and trains are a familiar aspect to people’s environment and experience. However, under the Consolidated Stations Option, new stations, line upgrades and other works would represent changes to sound and views that may need to be considered for mitigation if and where significant effects are envisaged. Noise mitigation may be required at Lidlington and Woburn Sands subject to the findings of the sound noise and vibration assessment.

The Transport Assessment will examine how changes to the nine stations  that currently serve people along this route section of the MVL will affect current and future passengers. The Consolidated Stations Option proposals are for replacement stations at  Woburn Sands ,  Ridgmont ,  Lidlington  and  Stewartby , with the new stations offering various improvements over those they would replace. Existing stations at  Fenny Stratford ,  Bow Brickhill ,  Aspley Guise ,  Millbrook  and  Kempston Hardwick  would close under this option.

The new stations would result in visual impacts. These would mainly affect residents and users of PRoW close to the new stations. The new stations, generally to be located on farmland, would be new features in rural views. In time, planting mitigation around the new stations and replacement planting along the line would screen the new structures. New access, public realm and lighting around the new stations would be designed to minimise their urbanising influence and impacts on night-time views. Proposals for extensive residential and commercial development along the route of East West Rail between Fenny Stratford and Kempston would, if implemented, give rise to new visual receptors and would change the character of existing views from rural to urban.

Although there is an opportunity to improve existing open space around  Caldecotte Lake , north of the railway, the potential for local concerns about impacts here would require close working with local stakeholders to help establish a design that includes suitable environmental mitigation. There is also an opportunity to enhance open space at Lidlington community woodland, south of the railway.

There are various proposals for the 30 level crossings along this route section that have been described previously in this section. The Transport Assessment will describe how the impacts from the different railway crossing solutions will affect local access. The potential new overbridge at Bow Brickhill would be a prominent new structure in views over the mainly rural landscape.

The passing loops would involve widening the rail corridor over a length of about 1km (0.6 miles). Potential impacts would affect local views through the expansion of the rail corridor and removal of existing trackside vegetation. There may be an increase in noise levels, although the close alignment of the passing loop alongside the main MVL would limit this. Planting along the railway corridor and other mitigation measures would greatly limit the risk of significant adverse effects.

Desk-based research has identified agricultural land within the draft Order Limits in this route section. Most of this is expected to be Grade 3 (good to moderate quality land), which may be classified as best and most versatile (BMV) depending on future survey results. A large proportion of this agricultural land is identified within committed developments or is allocated for future development under local plan policy. Ongoing design development will take agricultural land and farm holdings into consideration to reduce impacts.

Under the Consolidated Stations Option, the project would require the permanent acquisition and temporary use of certain land and property. It is currently estimated that 61 residential properties would be subject to permanent acquisition or temporary use. These, as well as other potential permanent and temporary impacts, are summarised below:

•  Fenny Stratford  - Acquisition from one property on Watling Street (rear garden), temporary use from 20 residential properties at The Sidings on Simpson Road (parking spaces), demolition of two commercial units on Tavistock Street, and temporary loss of parking for five businesses.
•  Bow Brickhill  – Demolition to stables and loss of parking facilities for Red Bull Racing on Bradbourne Drive and a car park on Brickhill Street.
•  Woburn Sands  – Temporary use of one residential property on Summerlin Drive (rear garden).
•  Aspley Guise  – Permanent acquisition from one residential property (rear garden) and temporary use of ten residential properties on Salford Road (front gardens/driveways).
•  Ridgmont  – Temporary use of a café, and permanent acquisition from railway infrastructure including the existing station car park. The option to redevelop the existing station would require permanent acquisition from three commercial facilities including the station café and heritage centre.
•  Lidlington  – Permanent acquisition from two residential properties on Lombard Street (rear gardens) and temporary use of four residential properties at Sheeptick End (gardens).
•  Millbrook  – Temporary use of three residential properties on Station Lane (gardens), and acquisition from two commercial facilities.
•  Marston Moretaine  – Temporary use of 18 residential properties on Great Beanhills, Ford Piece and Great Holmes (car parking).
•  Kempston  – Acquisition from a joint residential and commercial property on Ampthill Road (rear garden and parking) and acquisition from one commercial property (parking).

EWR Co recognises the effects these impacts would have and will work with affected parties as the designs are further developed, to seek to agree measures to reduce the impacts of the proposals where possible and enter into agreements with property owners where property would need to be acquired or used. Further information is provided in the  Guide to Compulsory Acquisition and Compensation .

The construction programme would  be driven by the Fenny Stratford twin tracking and associated bridge works. The overall duration would be dependent on gaining access to the existing railway whilst reducing impact on current services. The main construction compound would be sited off  Tavistock Street  on the existing site of a builders’ merchant.

Otherwise, construction compounds would be mostly located at  new stations  or at locations requiring new or replacement structures. Works at stations could affect station users due to reduced parking and access, and careful management of these potential impacts would be necessary. The construction of the  passing loops  would also require a dedicated construction compound. Works would generally be quite limited and delivered relatively quickly, compared with sections of new line further east.

Construction heavy goods vehicles (HGVs) would take the shortest suitable route between compounds and the strategic road network. The majority of HGVs would use Bletcham Way to access the A5 in Bletchley or the A421 and A507 to access the M1 at junction 13 east of Bletchley. Some construction traffic at the eastern end of the section would access the A421 at  Beancroft Road  or  Woburn Road  using Bedford Road or Woburn Road.

All construction compounds between Fenny Stratford and Kempston are expected to generate low or medium levels of construction HGV traffic. However, tranquillity could be reduced due to the noise and activity generated by construction.

Work affecting road level crossings would mean traffic diversions would be required. The potential bridge replacement at Bow Brickhill (if required) would be built in advance of the level crossing closure where practicable. Where diversions are required, these would also be implemented prior to level crossing closure if practicable. PRoW crossings could be similarly affected and equally require similar management to allow for continuity of access.

To the south of the project, the elevated Greensand Ridge above the low-lying claylands supports characteristic heathland and woodland habitats around Wavendon and  Apsley Heaths . These are some distance from the project (closest point 1km) but form a significant habitat complex in the locality.

The majority of the route section beyond Woburn Sands passes through a predominantly arable and commercially farmed landscape. There is a patchwork of semi-natural habitats present in this landscape, with networks of small areas of broadleaved woodland east of Woburn Sands and north-east of Lidlington, the latter associated with the extensive  Millbrook vehicle testing centre .

Immediately north of the Millbrook vehicle testing centre several county wildlife sites straddle the existing line, including Stewartby Lake, Rookery Clay Pit, Coronation Pit, Quest Pit and the Kempston Hardwick Pit. These comprise a characteristic post-industrial landscape which has been restored to form a collection of important wildlife sites immediately adjacent to the project.

There is a variety of semi-natural habitats in the low-lying claylands along the route section that are suitable for a range of species associated with ancient woodland, grassland and wetland sites. These may be important for waterbirds, great crested newt, water vole and otter. In the wider farmed landscape, brown hare and badger are likely to be present and a number of bat species are located in the buildings and trees in this landscape and within the built-up areas, as well as foraging over the numerous waterbodies.

The crossings of the Grand Union Canal and River Ouzel east of Bletchley, Broughton Brook alongside the M1, and  Elstow Brook  on the outskirts of Bedford are each associated with high flood risk Flood Zone 3, as is the county wildlife site complex around  Stewartby Lake . Records of otter and water vole are associated with these water features.

There are at least three Water Framework Directive (WFD) surface water catchments in this route section, namely Elstow Brook, Broughton Brook, and Ouzel (US Caldecotte Mill).

Surface and groundwater bodies adjacent to this route section are vulnerable to changes in ecology, water quality and other hydrological and hydrogeological characteristics. However, given the extent and nature of the proposed works, and that the project follows the existing railway, the potential for impacts and effects is limited.

The project would intersect ditches and aquifers that are integral to the broader network of water bodies safeguarded and assessed under the WFD, with at least three WFD surface water catchments potentially impacted in this route section. Assessments will be undertaken to demonstrate that the project would not deteriorate the status of any WFD element or prevent the attainment of surface water and groundwater body objectives. Necessary mitigations could include riparian planting and reinstatement of natural bed and bank materials. Additional mitigation measures may also be required where the route intersects or passes close to former landfill sites, such as at Stewartby

Direct impacts on ancient woodland and other key habitats located adjacent to the project would be avoided. Protection from indirect impacts on the network of ancient woodlands, and other retained habitats (including HPI), will be a key consideration for design and mitigation proposals, including management through the draft CoCP to address risks of water and air pollution, as well as mitigating against habitat fragmentation and disruption of habitat connectivity. The need for habitat replacement areas would be determined as part of the EIA.

To ensure legal compliance with relevant wildlife legislation, appropriate mitigation strategies for legally protected species found to be present will be developed in consultation with Natural England as the ecology baseline for the project evolves.

The introduction of new stations (under the Consolidated Stations Option) and railway corridor would not fundamentally change the character of the landscape in this route section as they would be situated along an existing railway corridor. The existing railway has a fairly discreet presence in the landscape, being mainly at grade and the railway corridor lined by vegetation. Removal of vegetation would make the railway infrastructure more prominent but new and replacement planting would gradually reintegrate it into the landscape. Careful design of the public realm and consideration of lighting at the new and expanded stations, and of new bridges and of road realignments would limit urbanising effects on the landscape by day and night.

Planting and landscaping either side of the railway would include woodland, grassland, scrub and hedgerow. At  Fenny Stratford  improvements are proposed to the existing open space at Caldecotte Lake, to the north of the railway. The implementation of balancing ponds in Fenny Stratford, Bow Brickhill, Woburn Sands, Ridgmont, Lidlington and Stewartby would provide opportunities for woodland and grassland habitat creation. Proposals for new stations at  Woburn Sands  and  Stewartby  (Option 1) would include woodland, grassland and scrub habitat creation. Scrub and hedgerow habitat would be created surrounding the proposed  Brickhill Road  overbridge. Further woodland creation is proposed to the north of the railway at  Millward Drive Park  in Fenny Stratford,  Bow Brickhill , south of  Lidlington , and trackside at  Stewartby .