Author: william

Introduction

The EWR Co. 2021 non-statutory consultation includes a policy statement^[1] on noise and vibration in which we find the following statement. “Sometimes we will need to elevate the track, for instance when trains intersect with roads and cross land in a floodplain. However, where it’s practicable we will consider building the track low in the landscape. This can help reduce noise and has the benefit of reducing the impact on the landscape.” 

Although they recognise that it is good to build low in the landscape (and as we shall see, this is good for several more reasons than just noise and vibration), the circumstances where they elevate the railway occur frequently. This has resulted in proposals for the approaches to Cambridge, north or south, which can only be described as a desecration of the landscape in our precious green belt. Indeed, it is hard to overstate the hideous nature of the proposals that we have before us.

This post has been written with the guidance of experienced civil engineers and the hope is to help EWRCo. find a better solution. But it is also to explain to others what is possible and is achieved elsewhere in the world and so to set all our expectations a lot higher. CBRR have, as volunteers, looked at a low impact railway design for the northern approach, but have not done so for the southern approach.

But before we get into all that, we start with some important background.

Background: Number of Houses in Cambridgeshire to Double by 2050

The EWR project forms part of Whitehall’s OxCam ARC initiative as set out in their National Infrastructure Commission (NIC) report^[2] and confirmed in the recent OxCam Spatial Framework 2021 from the Ministry of Housing, Communities and Local Government (MHCLG)^[3]. The NIC report (p.28) envisages building 1 million homes in the Arc between now and 2050 and in particular 271,000 in an area approximating to Cambridgeshire. 

Since the area in the NIC report is not the same as the county of Cambridgeshire the percentage increase between the baseline date of 2014 and 2050 is harder to estimate from publicly available figures, however and Oxford Professor David Rogers has stated that it represents an 81% increase. The recent rate of housing growth will soon have to double to make that target by 2050. 

The average home in the UK generates over 50 tonnes of CO₂ in construction and emits a further 2.7 tonnes per year^[4].  That’s 26.7 million tonnes of CO₂ between 2014 and 2050 for construction and a rate of emission of 0.73 million tonnes / year after 2050 excluding any further construction. We cannot go on like this.

The population of the UK is forecast to grow by 16% by 2050 with the addition of 3 million homes. Therefore, the 1 million homes in the Arc is one third of the number for the whole UK and is concentrated in just 4.7% of the UK’s land area. The NIC report refers to this  “transformational” growth, way beyond anything needed to serve existing residents. We will be transformed into an urban sprawl from Oxford to Cambridge – see Figure 1. Who does this benefit? Not local residents. I suggest that local politicians consider who they are elected to represent. We do not want this.

The OxCam Arc plan is for Cambridgeshire to grow much, much faster than the UK average. The OxCam Spatial Framework plans to create 1.1 million new jobs. We are talking about a lot of people moving into the area. Everyone should be interested in the environmental impact of this and we recommend watching the talk given to the Friends of the Cam recently by the Oxford Professor of Ecology David Rogers who provided many of the insights above.^[5]

Our local environment and residents are in for some cruel and unusual punishment if the OxCam Arc goes ahead and EWR Co.’s project is a core part of it.

Yes, we need more houses and we need better transport for local commuters, but the plans for the OxCam Arc go way beyond that. Perhaps Whitehall have the scene in Figure 1 in mind for the whole OxCam Arc and Cambridge in particular. How long will even the green belt last?

Incidentally, how can anyone plan, propose, decide or even comment on the route of the railway when there is no plan for where these 271,000 additional houses are to be built?

Why talk about this in the context of a post about ‘low Impact design for railways’? Well, most of the Cambridge Approaches material is working on the premise that the EWR Central Section does have a sensible triple (profit, people, planet) bottom line case and, given that it will be built, we are looking at where might be the most sensible place for it to go based on available information. Put another way, we are addressing the proposition in front of us. However, we will just make two points.

• If there is a business case for the Bedford to Cambridge section it will be predicated on this massive housing growth and EWR Co. are therefore in no position at all to take the any moral high ground on CO₂ emissions.
• To encourage all these people to want to work in the area the railway needs to be attractive as specified in the Sponsors Requirements^[6]. The Great Wall, huge grade separated junctions and lots of 4-tracking in Cambridge are an appalling start on this.

Railway Engineering Structures – A Survey of the Options for Low Impact Design

Level crossings are no longer being built for safety reasons, so we are left with some of the more difficult choices in Table 1 above. EWR Co. have proposed a route involving long embankments, viaducts and rail-over-rail grade-separated junctions as part of the extensive 4-tracking as the new railway approaches Cambridge from the south or the north. As can be seen from Table 1, these are some of the structures with the most adverse impact from an environmental point of view. So why are EWR Co. proposing them?

EWR Co. have expressed concern about crossing flood plains and cite a recent landslide in Scotland as a reason to avoid them where possible. We assume that they are talking about the Stonehaven derailment in Aberdeenshire.^[7] This occurred in severe weather near a river crossing in quite hilly terrain where the land slipped. Landslips are often triggered by inadequately maintained drains. The flood plains to the north and south of Cambridge are in flat terrain and there are no river crossings on the northern approach proposed by CBRR. So, we fail to see the relevance of this incident to the Cambridge approaches. It would perhaps be more relevant to the Cam-crossing south of Harston as EWR Co.’s proposed route emerges from Chapel Hill and crosses the river on a high viaduct and embankment.

Towards the bottom of Table 1 we see trench railways as a low impact solution. However, EWR Co. have concerns about these. We address their concerns in Table 2.

EWR Co.’s Analysis of the Northern Approach

EWR Co. flag that “A northern route would cross the newly upgraded A14 trunk road to the west of Girton, which at this location is an eight-lane dual carriageway. This would therefore require a substantial bridge structure. The prevailing low-lying land level mean that this structure would be a prominent feature in the surrounding landscape” see Technical Report Appendix F §1.1.4.

In §1.1.5 of the same report they go on to say: “An additional station could be provided at Northstowe, but the area is low-lying and forms part of a floodplain so the station and its approaches would necessarily be elevated. A junction with the existing West Anglian Main Line (WAML) would be located north of Milton and this too sits in a floodplain.”

As previously discussed they immediately assume that rail goes over road and flood plains need embankments. CBRR’s hugely experienced consulting engineers do not make any such assumptions.

CBRR’s Fen Crossing Proposal for the Northern Approach

In 2018, CBRR published some preliminary alignment notes for CBRR’s proposed route. After discussion with EWR Co. during 2018, CBRR revised their notes^[8]. The route proposal included a Fen Crossing section involving a trench railway so that, where necessary, the railway can have low impact as set out in Table 1.

To quote from their notes. For Map 6 “The highest ground along the route is north of Bourn Airfield where it is about +70mOD, and the line will need a cutting to limit the height to +65m. East of the station it leaves the A421/A428 alignment and drops steadily while heading north east to the east of Dry Drayton and passing below the A14 near the Cambridge Crematorium. By crossing below the A14 the impact on the crematorium will be reduced.”

For Maps 7 & 8 we find the following notes: “North-east of the A14 the line passes to the south-east of Oakington, where a station is proposed to serve Oakington and Northstowe. It then has to cross the fens for about 9km before joining the Cambridge – Ely line. For the fen crossing it is proposed to once again lower the alignment to below existing ground level and contain the line in a structural trench with walls up to flood protection level. This allows it to pass below the Oakington – Girton road, the guided busway, B1049 north of Histon, Landbeach road, and the A10 north of Milton. The advantages of keeping the line low are the reduced visual impact, the ease of building over-bridges, and the avoidance of new embankments which would cause continuing settlement for years after construction.”

EWR Co. have clearly missed the option of rail under road and trench railways in their write up of the northern approach, but they do follow the same route as CBRR in their analysis of the northern approach^[9].  They have also completely missed it for the southern approach. In terms of structures the only options they consider are embankments, viaducts and overbridges. They then conclude, correctly, that these have higher visual impact as we have said in Table 1.

It seems that EWR Co.’s analysis has missed an opportunity to reduce the environmental impact of the railway and this has led them to produce hideous proposals for approaches both northern and southern. One of their reasons to reject the northern approach is the hideous nature of their own design. This is completely invalid.

To get an initial impression of what the design of a trench railway would look like in context it is perhaps best to look at this fly-through of an Oakington / Northstowe Station as proposed by CBRR. 

Notice that right at the end of the video, it is practically impossible to see any evidence of the station. This fly-through has been created by a local game designer based on engineering drawings from CBRR.

Northstowe Station

EWR Co., misleadingly, describe the access to the proposed Northstowe station as follows: “The proposed station at Oakington for Northstowe is at the very southern end of the new town, south of Oakington village, nearly 5km away from the northern edge of Northstowe (roughly a one hour walk).” 

It is also worth seeing this in the context of Homes England’s plans for Northstowe when fully built out as we assume it would be when the EWR services would start in 2030 (see Figure 2).  We agree with EWR that the current settlement of Northstowe is some way from Oakington, but this rather misses the point that only 7% of the housing has currently been completed and that happens to be at the other end of the new town (Phase 1 in Figure 2). When fully built with phase 2 and phase 3, it will reach all the way to Oakington. We also point out that there are other ways to travel 5km than walking. Why don’t EWR Co. say this? 

Although the Sponsors requirements ask for a commuter railway and the EWR Co. traffic model says that 70% of journeys will be local, EWR Co. are proposing a solution which will serve very few people in the area at least initially. It’s for people that live in Cambourne and happen to work at the Biomedical Campus or central Cambridge. How many is that? There are other ways to meet that demand.

EWR Co. also point out that that Northstowe already has the guided busway and imply that it does not need any more public transport provision.

Note that the busway shown in Figure 2 has two stops. During a visit on the 11^th May 2021 we found this sign (see Figure 3) at the Longstanton stop to the north of the plan in Figure 2 and repeated on the front of the buses. Passenger numbers are reduced due to the pandemic and some social distancing is required on the buses, but Stagecoach are using all their buses and there is a currently a capacity shortage. We understand from bus users that the Cambridge buses are already full before they get to the Longstanton stop and this has been the case for years.

We then visited the Oakington stop at around 11am the first Cambridge-bound bus to arrive displayed a “bus full” sign and did not stop. Here is a video of it passing through. Also we could only find two car parking spaces at Oakington Station.

EWR Co. may have spoken to Cambridgeshire County Council about future plans for the busway, but they should realise that these plans are now the responsibility of the Mayor of the Peterborough and Cambridgeshire Combined Authority not of the County Council. Why don’t EWR Co. know this? Furthermore, the new Mayor has dropped the Cambridge Autonomous Metro. This means that the roadmap for the busway is in a state of flux.

What will the situation be like in 2050 if 271,000 more houses have been built in the Cambridgeshire area?

CBRR Trench Design

CBRR are proposing a particular design for their structural trench which makes it suitable for use in low lying areas in flood plains. Figure 4 shows a cross-section of this trench.

The main features are as follows:

• Trains run in a trench of neutral buoyancy so most of the time it neither tries to float or sink
• Flood walls on either side
• Inverted siphons to allow any flood waters to pass beneath the railway line
• ‘Green’ crossings about every 500m for any roads, PROWs or agricultural access

Trench Railways around the world

The designers of the CBRR proposal used a similar approach for the design of a section of the HS1 link near Dagenham which has since been implemented (see Figure 5)

The technique is used for the San Gabriel railway near Los Angeles in a place where there is an earthquake risk and where it won a Californian design award in 2019 (see Figure 6). The currently proposed central section of East West Railway does not look like it is about to win a design award.

The high-speed line between Brussels and Amsterdam also uses the same idea (see Figure 7). See for example this stretch on the approaches to a tidal river called Dordrecht Kil. As with the CBRR approach, the railway goes underneath. Note the water in the ditches on either side of the line – this is a really low-lying area. Dutch engineers know a thing or two about working in flood plains. EWR Co. imply that the precious green belt approaches to Cambridge do not warrant such a low impact design. Perhaps in Holland the government values the environment more than EWR Co. appear to.

Comparison of a Trench and an Embankment

In our previous post relating to the embankments of EWR Co.’s proposed Great Wall, we described the likely dimensions of such structures.

It is perhaps worth comparing the scale of the two side by side to show their cross sections.

This is shown in Figure 8 above. The trench is narrow, reducing land-take and facilitating crossings. It is also deep enough to hide the 4m high trains and any overhead line equipment. The embankment is just the opposite, and may even be worse if it needs a noise barrier on top. 

We talked about land-take in our earlier post about farming, but these embankments would be much worse due to the direct land-take and the difficulty of getting across them. We have spoken a local farmer who told us that his family had worked and developed their farm for 5 generations, but if this happened, it would all be over.

Other farmers have been estimating the effective loss of farm land due to uneconomically sized and shaped plots left by cutting fields indiscriminately. The land that would fall directly under the embankments are a small part of the total lost. The ease of crossing trenches is really important to farming. 

Conclusion

We have set out a variety of railway structures and ranked them in order of their impact from high to low. EWR Co. have proposed using high impact techniques for both their southern and northern approaches through the Cambridge green belt as though there was no alternative and to hideous effect.

During the current consultation, EWR Co. have objected to the use of low impact railway designs at all on the grounds of CO₂ emissions associated with their construction. They have not compared it with their own high impact proposals on those grounds. Nor have they even mentioned them in their analysis despite them having been published by CBRR for use where necessary and for all to see in 2018. 

Their comments seem to indicate a disrespect for the environment and for local residents. This is a shame on multiple levels, not least since we presume that one of the objectives of the OxCam Arc is to create an area will people will actually want to live. 

The fact that EWR Co. CEO Simon Blanchflower speaking on Radio Cambridgeshire recently said that he would not want the railway coming near the village where he lives, speaks volumes. It can be compared to the moment in 1992 when Gerald Ratner described one of his companies’ jewellery products as ‘crap’. This led to severe damage to Ratners’ business. But what will happen to the state-owned monopoly EWR Co.? How unpopular do their proposals have to be to have any effect?

We have presented some background to set the railway construction in the context of the OxCam Arc and its toxic assumption that a million homes will be constructed by 2050. This is so that the attempt by EWR Co. to take the moral high ground on climate change can be seen in context. If there is a case for the EWR, it is as part of the OxCam Arc with all that that entails.

CBRR’s experienced engineers have shown how where necessary, low impact design techniques can be applied to the northern approach. Although not described in this article a lot more could be done with a southern approach to reduce the impact with trenches, tunnels and putting the railway under roads, railways and rivers. The CBRR design sets the standard that we want to see in the green belt of Cambridge.

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^[1] Our approach to Mitigating the Impact of Noise and Vibration in Local Communities, Section entitled Low-impact route alignment.

^[2] “Partnering for Prosperity”, NIC Report 2018.

^[3] Planning for Sustainable Growth in the Oxford Cambridge Arc: An introduction to the Oxford-Cambridge Arc Spatial FrameworkFebruary 2021

^[4] What is the carbon footprint of a house?

^[5] The Oxford-Cambridge Arc; An Environmental Catastrophe – Professor David  Rogers. 30 April 2021

^[6] Making Meaningful Connections Technical Report Appendix A §1.2

^[7] Stonehaven Derailment August 2020

^[8] CBRR Preliminary Alignment Notes May 2018, revised Sept 2018

^[9] Making Meaningful Connections, Technical Report Appendix F

We made an initial assessment of the Great Wall in our previous post on the subject. We have now had time to look at the proposal in a bit more detail and this post presents more of our analysis.

Height Profile and Distribution

The structure we describe varies in height along its length and also switches between being an embankment, a viaduct and a cutting. EWR Co. are picking statistics about The Great Wall which may make it seem smaller than it actually is. For example, some of it is at ground level (not much, but some). As it is not one continuous type of structure, the length of each individual section of embankment, viaduct or cutting obviously has a limited length. But one thing is clear: the length of the entire structure from Cambourne North Station to Hauxton junction is 17.4km. As you enter a cutting from an embankment, yes there will be a point where the level difference between the track and the local ground level is zero.

We prefer to present the data in a form that makes it easier to understand.

Figure 2 shows the height above local ground level in metres versus the distance along the track or “chainage” starting at EWRCo.’s proposed Cambourne North Station and ending at their proposed Hauxton Junction. The height is above 4m for 12 km out of the 17.4km from Cambourne north to Hauxton Junction. But the line is particularly high near houses in Highfields Caldecote, Little Eversden, Harlton, the two approaches to Haslingfield and wrapped around the south and east of Harston. 

Figure 3 shows the distribution of heights of the structure above local ground level. Specifically, it shows the length of track above a threshold level. For example, looking at figure 3, there would be just over 6km above a height of 8m.

Leaving out any overhead line equipment, trains are around 4m high. So, with a 4m high embankment or viaduct, it would be possible to see the top of a train above the 8m rooftop of a 2-storey house. 

Embankment Cross Section

CBRR have produced a cross-section of what a 10-metre high embankment would look like (see Figure 4).

The tracks are on a 10m wide platform. To reduce noise impact, we would expect acoustic barriers on either side of the track.  If we are lucky enough to get an electrified line then the Overhead Line Equipment (OLE) would be on top. Remember also that in most of this section the trains will be travelling at up to 100 mph.

Either side there would be slopes, usually at an incline of 1:3, making the width of a 10m high embankment 70m. These slopes would be too steep to be returned to farming. There would be security fences on either side of the embankment and culverts every so often to allow the passage of wildlife and people. 

Consider the school children making their way to Comberton Village College from The Eversdens. Will they divert and cycle down the busy A603? Will they pass through a 70m culvert on dark December afternoons? Will they get through the security fence and cross the tracks? There could be similar issues for young children from Newton to Harston primary school or from Harlton to Haslingfield primary school if there is no safe way to get across the Great Wall.

Much of the route will be on clay and a significant foundation will be necessary with piles beneath it to reduce settlement as shown in Figure 4. Consider the carbon emissions required to make these large structures and carry in the material to do so. The material from the destruction of Chapel and Money hills will not be enough.

Land Take

We have estimated that the total area of land required in this 17.4km section, taking viaducts to be just 10m wide and embankments and cuttings with 1:3 slopes. The width of the embankments can be calculated from their height profile and a 3m width allowance for security fences on either side. The result is an estimated 206.3 acres of land taken by this structure excluding any construction or maintenance roads on either side.

It would be interesting to get an estimate of the weight of material that would need to be transported to make these embankments.

As previously explained the farmland to the south of Cambridge is particularly important for food security when climate change induced sea level rises are considered. The author of that article has estimated that 44.5 acres of his land near Harlton will either be directly lost or become unfarmable – and that is just one farm. The effective land take is likely to be much-much higher than 206 acres. This is farmland that has been cultivated for generation after generation.

Before you reach the conclusion that it would be the same to the north – please consider the trench railway technology proposed by CBRR for the fen-crossing section of their proposal and their proposal is low in the landscape all the way from Cambourne North station into Cambridge.

Viaducts

We can get an idea of what a modern railway viaduct will look like from the recently constructed Hitchin Flyover (See figure 5). But bear in mind this is only 5m high and single track.

Composite Photograph of Highfields Caldecote

An Impression of the Environmental Impact

This post has so far focussed on the facts about the proposed Great Wall. We shared something about how we feel about it here and here.

Local residents Anna and Tom have prepared a video entitled “Muted By Covid” which shows part of the section of the proposed route between Harlton and Haslingfield on the ground.

The Northern Approach to Cambridge in the EWR Co. 2021 Consultation

In the light of their emerging preference for a route with a station to the north of Cambourne, EWR Co. have correctly decided to reconsider the northern approach to Cambridge. Their high-level assessment of the northern approach is presented in Appendix F of the Technical Document from page 44 onwards. In this post we focus on the top-level points paragraph-by paragraph that they make in section 1 of Appendix F. The EWR Co. text is repeated in italics for convenience.

1.1.1 This appendix reviews the potential for EWR to approach Cambridge using a northern alignment between Cambourne and Cambridge via Milton. EWR Co has considered this route in order to verify the decision taken to prefer Route Option E, which approaches Cambridge from the south. This is necessary because route alignments in Section E might serve a station to the north of Cambourne. Such a station could be broadly equidistant by rail from Cambridge station, serving which is an objective for EWR. This appendix considers whether a northern route into Cambridge could satisfy the objectives for the EWR project and the extent to which a northern route compares with the southern alignments considered in Section E, F and G of the Technical Report. 

EWR Co. correctly say that a station at Cambourne North would be broadly equidistant from Cambridge Station with a southern route or a northern route. However, we know that Cambridge is not intended to be the final stop for EWR services; the plan is that it will extend to Norwich via Ely and Ipswich via the Cambridge to Newmarket line.  

EWR Co. do not insist that passenger trains via Bletchley have to go in and out of Milton Keynes, nor do passenger trains from Bicester to Winslow have to go in and out of Aylesbury.  In the same way, passenger trains between Cambourne and Waterbeach do not all have to go in and out of Cambridge. Taking the northern approach the Cambourne Waterbeach link is 12 km shorter than going via the southern route and the three large new towns to the north and west of Cambridge become well connected. 

1.1.2.  The approach to considering this that EWR Co has taken is first to consider if a change in circumstances that could affect the decision not to prioritise northern routes into Cambridge has taken place. It has concluded that routeing via a Cambourne North station is such a change. It has then looked at other new and more detailed factual information available to it in order to establish if the decision would be different had that information been known at the time. To do this, EWR Co has considered a northern route from Cambourne North. 

Cambridge Approaches (CA) have been considering this issue for several months and have used broadly the same southern approach that EWR Co. are now proposing for their preferred alignment 9 in their comparisons. The CA comparisons are presented here and here.

1.1.3.  The selection of a preferred route option in 2020 following the previous public consultation was based on an assessment of how the various options performed against a combination of fifteen Assessment Factors, which included transport user benefits as well as capital and operating costs, and against the overall programme objectives for EWR. The decision to enter Cambridge from the south was based on engineering, operational, economic, and environmental reasons. This appendix considers how a route approaching Cambridge from the north would perform in relation to the same topics. 

The methodology used by EWRCo. in their previous assessment is set out in §5.4 and §5.21 of their Preferred Route Option Report. It is clearly not an exact science, however among the “second set” factors listed in §5.21 and still not correctly addressed in this report are: 

1. “Short distance passenger services and connectivity to support commuting into key employment hubs (current and future)”
2. “Consistency with plans for the location of local settlements”
3. “Satisfying existing and future freight demand (as anticipated by the freight industry) where affordable.”

We make no comment about whether these factors were important for choosing between options A to E, but they are definitely important when choosing the route into Cambridge to the north or south.

There are significant new towns to the north, and a development void to the south. Freight can bypass Cambridge to the north but will have high residential impact to the south. The local transport services to the north would be greatly helped by a northern approach.

1.1.4 In engineering terms, a northern route from Cambourne to Cambridge is feasible, although it would be complex and expensive to consent, construct and operate. A northern route would cross the newly upgraded A14 trunk road to the west of Girton, which at this location is an eight-lane dual carriageway. This would therefore require a substantial bridge structure. The prevailing low-lying land levels mean that this structure would be a prominent feature in the surrounding landscape. 

The idea at the railway would cross the A14 here with a bridge is not the only option. It is surprising that EWR Co. do not mention CBRR’s notes on the preliminary railway alignment.  They would have found that under Map 6 it states “East of the station it leaves the A421/A428 alignment and drops steadily while heading north east to the Dry Drayton and passing below the A14 near the Cambridge Crematorium. By crossing below the A14 the impact on the crematorium will be reduced”. The notes have been available on the CBRR website for years and the impressive CVs of the consulting engineer designers of this route are given at the end of the document. They have designed railways around the world.

It is not only the impact on the crematorium that will be reduced, but also the visual impact on the whole area. In EWRCo.’s statement on mitigating noise and vibration we find the following statement “Sometimes we will need to elevate the track, for instance when trains intersect with roads and cross land in a floodplain. However, where it’s practicable we will consider building the track low in the landscape.”

CBRR based their proposal on the design by one of their engineers which was used on HS1 at the tunnel portal approach structure near Ripple Lane, west of Dagenham: with the trench deep enough, roads crossing the railway need climb no higher than the top of the trench’s flood wall.  CBRR are not the only people proposing, or indeed using, trench railways as a solution for low environmental impact railways including those crossing in flood plains. Consider for example the section of this high-speed railway from Brussels to Amsterdam where the track is in a trench before passing under a tidal river – see Figure 2. It is not clear why EWRCo. have not considered this approach. There are many examples around the world; the San Gabriel trench railway recently won a design award in California. We don’t think that the currently proposed Great Wall is likely to win many design awards. 

1.1.5.  An additional station could be provided to the near Oakington, south-east of Northstowe, but this area is low-lying and forms part of a floodplain so the station and its approaches would necessarily be elevated. A junction with the existing West Anglia Main Line (WAML) would be located north of Milton and this too sits in a floodplain. This location was also granted outline planning permission for the proposed Cambridge Sports lake. 

Firstly, only 700 of the planned 10,000 houses in Northstowe have been built. These additional houses will bring the development right up to Oakington. Why don’t EWR Co. know this?  Why are they talking about people walking for an hour to get to the station? The new town of Northstowe will be the largest new town in England since Milton Keynes and current plans will make it bigger than Ely. It is also likely that in future local plans Northstowe will grow further. The Cambridge Autonomous Metro (CAM) is a possible solution (to supplement the existing, at capacity, guided busway), but it currently lacks funding. Why are EWR Co. referring to the County Council plans to develop the busway – isn’t this now the responsibility of the Combined authority? Why don’t EWR Co. know this?

Secondly, trench railways work in flood plains. Going back to the notes produced by CBRR we find the following under Maps 7 & 8: 

“North-east of the A14 the line passes to the south-east of Oakington, where a station is proposed to serve Oakington and Northstowe. It then has to cross the fens for about 9km before joining the Cambridge – Ely line. For the fen crossing it is proposed to once again lower the alignment to below existing ground level and contain the line in a structural trench with walls up to flood protection level. This allows it to pass below the Oakington – Girton road, the guided busway, B1049 north of Histon, Landbeach Road, and the A10 north of Milton. The advantages of keeping the line low are reduced visual impact, the ease of building over-bridges, and the avoidance of new embankments which would cause continuing settlement for years for years after construction. After crossing the A10 the line bends to the south and rises to the level of the main Cambridge – Ely line which it joins once at the correct level. The line continues south south-west to Cambridge North Station.”

So, the station would not need to be elevated at Oakington. 

Thirdly, why do EWR Co pay such attention to the proposed sporting lake at Milton? It did not have planning permission or funding at the time it was mentioned in Chapter 16 of the Preferred Route Option Report in January 2020. It does not have either now. If it did get planning permission then the railway could slide underneath it in a trench as proposed by CBRR in Map 8b of their notes on the preliminary railway assessment.

1.1.6.  The route into Cambridge would be via the WAML, a two-track line which would need to be upgraded to a four-track line to accommodate the additional EWR services. The WAML corridor between Milton and Cambridge is much more constrained than a southern approach with properties against the railway boundary and multiple highway crossings with adjacent properties. This would necessarily require demolition of residential and commercial property and the widening or replacement of several substantial structures, including the A14 bridge at Milton, and a new bridge over the River Cam. Cambridge North station would also need to be modified to accommodate the additional lines. In addition, the road bridges carrying the A1303 Newmarket Road, Coldhams Lane and Mill Road in Cambridge would all need to be replaced and widened to accommodate the extra tracks. 

EWR Co. assert that the WAML would need to be 4-tracked. This would clearly be a significant project, comparable in scale to the 4-tracking required from Shepreth Branch Junction to Cambridge Station with the southern approach. But where is the evidence that the 4-tracking is required?

It is up to EWRCo. to fully present their justification of this important assertion. In doing so they should consider the following:

1. Is the opportunity being missed to rationalise the many independent rail services that will all be passing between Cambridge South, Cambridge and Cambridge North stations in 2030, especially in the light of the demise of rail franchises? We count 7 different passenger services at the moment, without EWR Co.
2. Britain is already changing from line-side signalling to in-cab signalling. This allows signallers to talk to trains continuously rather than only at fixed points. This will vastly improve line capacity. Thameslink through central London was planned to allow 24 trains per hour rather than the usual rule of thumb of 10 trains per hour. EWR Co. are specifying this in cab signalling for their new trains.
3. Does the benefit of the 4 tph clock-face timetable really outweigh the costs of creating more tracks through Cambridge [and presumably other cities along the EWR]? If this feature triggers 4-tracking,EWR Co. should consider waiting for better signalling before introducing it.
4. With a southern approach to Cambridge and EWR Co.’s current assumptions about 4-tracking to the north of Cambridge, will the 4-tracking from Cambridge to Milton not be necessary anyway for extending EWR’s services further east – or is this considered out of scope? That would be short sighted and would not meet the Sponsor’s Requirements (Technical Report Appendix A §1.6)
5. Given the uncertainties on passenger demand does it make sense to commit to extra tracks through Cambridge for this project? Anthony Browne MP expects that post Covid, people will continue to work at home 2 days per week leading to a 40% reduction in passenger demand long-term.
6. Much play is made of a detailed assessment of the property acquisitions that would be needed with the “NA2” section into Cambridge.  Although the southern approach is EWR Co.’s preferred route, the assessment does not go into as much detail about the property acquisitions it needs or might need.  It does not, for example, explain what the property acquisition impact might be of EWR Co’s current conclusion that the line does not need additional tracks between the new Harston Junction and the existing Shepreth Junction proves “on further investigation in coming design phases” (paragraph 11.1.2 Technical Report) to be incorrect.  This gives the consultee a biased impression in favour the southern approach. 
7. A similar argument can be made as above for possible bridge work for 4-tracking the Shepreth Branch line on a southern approach. If their future investigation is incorrect, the cost consequences of a possible mistake would be far greater than 4-tracking the NA2 section, with modifications required to bridges including crossings of the M11, the Cam, the Newton Road, the B1368, the road between Little Shelford and Hauxton and the A1301 in Great Shelford.
8. The pre-Covid 2018 baseline rail traffic used in the assessment in Appendix F shows that there is a lot less traffic to the north of Cambridge than to the south. There is a major cost saving opportunity available for this section if NA2 were not to require 4-tracking.
9. Given the overloaded nature of Cambridge Station identified above and the need to integrate with local transport schemes EWR Co. should consider having some passengers changing at Cambridge North or South onto existing services (or the CAM, which is proposing to link the three railway stations) rather than adding to the congestion at Cambridge Station. If London allowed all trains to pass directly through or go straight into the centre, the central district would be nothing but railways. It is reported that nearly 12 million passengers per year use Cambridge Station (with over half a million interchanges) while less than 1 million use Cambridge North (with less than 2,000 interchanges). Is the solution really to expand Cambridge Station?
10. If EWR does not take a northern approach, neither the CAM nor EWR is proposing to link Cambourne or towns west of it directly to the northern part of Cambridge.  This seems a major omission, especially as an improved A428 between Black Cat and Caxton Gibbet) may encourage people to drive this route.
11. Transport now accounts for 40% of the UK carbon budget and after the coal-fired power stations have been closed down, future carbon targets will press further on transport construction.  Are unnecessary works in 4-tracking Cambridge really justified and when will EWRCo. publish their carbon assessment?

1.1.7.  Economically and operationally, a northern approach to Cambridge does not provide the same level of benefits as a southern approach and is less able to satisfy the overall objectives of EWR. In comparison with services entering Cambridge from the south, which in all our assessments are assumed to call at the new Cambridge South station that is being developed to serve the heart of Cambridge’s internationally significant Life Sciences cluster in the south of the city en route, the Northern approach would be slower and more complicated. This is because, using assumptions common to both scenarios, if the EWR services entered Cambridge from the north they would need to pass through Cambridge station in order to then turn back at the new Cambridge South station, which would need to be modified. 

§1.1.7 contains more assertions without supporting evidence. Figure 4 is a map from a Cambridgeshire County Council prepared in connection with the Greater Cambridge Local Plan showing the many major employment sites around Cambridge. It is clear from the map that there are many more employment areas served by a northerly approach than one from the south. The Addenbrooke’s / Biomedical Campus site is number 26 on the map and, independently of the EWR Co. project, will be served by Network Rail’s Cambridge South Station. Cambridge is blessed with internationally significant companies in its Science Parks near to Cambridge North Station (ask yourself why that station was built before Cambridge South).

If not serving Cambridge South directly is a problem, isn’t not serving Cambridge North directly equally a problem? If EWR does go on to serve Cambridge North – as suggested in §1.1.10 (quoted below) – EWRCo. need to explain why this will not trigger a 4-tracking requirement.

On closer examination the argument in §1.1.7 is not a distinguishing assessment factor.

1.1.8.  Furthermore, services on a northern approach utilising the EWR lines to travel further east to Norwich and Ipswich could not do so without reversing manoeuvres at Cambridge station and without the construction of further infrastructure to enable these onward journeys. This would add time to journeys and increase operational complexity. To travel eastwards from the north, without calling at Cambridge station and therefore avoiding the reversing move, a new railway chord would need to be constructed at Coldham’s Common or Ely. This would not meet the Project Objectives as Cambridge station would not be called at. However, future freight on the Newmarket Line could use the chord to avoid Cambridge station. Furthermore, although the length of railway for a northern route and southern alignments is similar (the northern route is approximately 600m longer) journeys approaching Cambridge station from the north would take longer due to any extra time spent at a stop the new Oakington station for Northstowe station. If this intermediate station is omitted, then journey times would be approximately the same as for services approaching from the south. 

In researching the rail passenger services currently passing through Cambridge to the north we notice that there is an hourly service from Birmingham and another from Norwich. Both of these services terminate at Stansted airport. There is clearly significant demand to get to Stansted and it is reasonable to assume that this market demand would also be there for EWR passengers. With the southern approach, passengers would either have to change at Cambridge [South] to get to Stansted or EWR trains would have to reverse out to get there. This is not the case for a northern approach. Why is this situation materially different from these points about Norwich?

The services provided in the Project Objectives should be demonstrated to prove they meet market demands: rigid control of projects from central government does not have a great track record of producing what customers actually want[1] . EWR Co. should publish more results from their transport model, which we understand to their surprise show that 70% of the demand is for local trips. (see East West Railway Project Update 2 December 2020).

If the demand is mostly local, it is surprising, to say the least, that adding a stop at Northstowe, the largest new town in England since Milton Keynes (and one which only has an already overloaded[2]  guided busway) does not benefit the business case for the railway. A stop a Northstowe would greatly benefit employment throughout Cambridge, allowing people living in more affordable housing to travel easily to their places of work. If it is true, perhaps all stations except Oxford and Cambridge should be removed so that the projected 18,000 end-to-end journeys per year can be served uninterrupted. But that would be less than one person per train. 

While on the subject of Milton Keynes, it is clear that there will be trains between Oxford and Milton Keynes, but not whether there will be trains between Milton Keynes and Cambridge.  It looks as though the link is with Bletchley.  Either that or every train journey between Oxford and Cambridge will reverse from Milton Keynes back to Bletchley. Perhaps EWR Co. could clear that one up.

EWR Co. please publish more of the transport model – and the business case.

1.1.10.  Although stopping at Cambridge North would connect existing and planned employment sites and housing to the route, a northern approach forgoes the opportunity to directly connect the new Cambridge South station, and planned growth around it, to the route with fast, reliable east-west public transport. A southern approach is better aligned with the local and national economic and strategic ambition to support Cambridge’s internationally significant Life Sciences cluster. In addition, it would be possible for services approaching Cambridge from the south to continue beyond Cambridge station and serve Cambridge North if required. 

Please provide a reference to the local and national economic and strategic ambition to support Cambridge’s internationally significant Life Sciences cluster over and above other high-tech sectors in Cambridge. Also, please explain why many of the sites in the Life Sciences cluster that are not located in vicinity of Cambridge South are less important? Consider for example this set of life sciences companies on the Cambridge Science Park.

Of course, it is beneficial for the EWR to serve Cambridge North directly and, as previously mentioned, this would, by EWR Co.’s logic, trigger 4-tracking on the section of the line to the north of Cambridge Station for a southern approach. This problem is a symptom of the lack of effective integration of the EWR project with local transport projects. Rail passengers going to London do not all expect to get directly to the centre of the city without changing to local transport. Cambridge is starting to show the same problems and the solution is not to add more railway tracks and freight trains through the centre.  It is also a result of the fact that EWR Co’s responsibilities end at Cambridge Station and they don’t look beyond that point unless it suits their argument to do so.

This assessment of the economic impact of the railway on the Cambridge economy might also benefit from closer collaboration with the local experts from Greater Cambridge Shared Planning who do not seem to have been involved in this assessment.  And while EWR Co are speaking to them, they might wish to explain why §2.3.10 appears to be trying to pre-empt decisions on the location of housing growth which are a matter for the relevant local authorities not EWR Co.

1.1.11.  A qualitative assessment of capital costs for a northern route has been completed and the extent and complexity of the structures, poor/wet ground conditions between Oakington and Milton, loss of residential and business properties, and modifications to the railway and existing stations are expected to make this solution more expensive than the southern alignments proposed by EWR Co given that the alignment lengths are similar for each approach. 

We find the idea of a qualitative assessment of capital costs an interesting one.  This assessment is based on the unjustified 4-tracking assumptions we have referred to above. Again, if the EWR is trying to get good connectivity to Cambridge then a solution for all three Cambridge stations and onwards to the east is required.

It also utterly fails to address the issue that the Shepreth Branch line would cost significantly more to 4-track than a northern approach if, as previously mentioned, their track demand assumptions are incorrect for this line. Our studies show that leaving 2-tracks on the SBR places severe constraints on the EWR timetable to say the least.

1.1.12.  The considerations above relate primarily to engineering, operations and economics.

Such a the top-level assessment should also include environmental and residential impacts. Why have EWRCo. still not performed a strategic environmental assessment? (Saying that legally you don’t have to is not a defence). This approach will lead only to mitigation of environmental damage rather than avoiding it in the first place.  The barbastelle bat is one of the UK’s rarest mammals. There are only six known maternity sites in England, including the Wimpole and Eversden Woods, and all are designated as SACs.  The Wimpole and Eversden Woods site is the only one of these sites in Cambridgeshire.  Why do EWR Co think that their impact on it can be mitigated?  There is nothing to support this assumption.

1.1.13.  The route that EWR Co has considered is not designed to the same level of detail as the southern alignments. However, the design level is sufficient to enable a comparison to be made. That design is also sufficient for high level environmental comparisons to be made.

Not entirely true. The assessment of the unjustified 4-tracking to the north is explained in considerably more detail (37 pages, pp. 64-101 in Appendix F)  than the extensive 4-tracking required to the south (4 sparse pages, pp.415-418 in the Technical Report) which concludes with the statement in §11.9.8 “preliminary designs for this section of the Project are being developed and will be introduced as part of a further Statutory Consultation in due course.” We can only conclude that this style of presentation is to exaggerate the case for the southern approach beyond what the facts will sustain.

EWR Co’s statements in their ‘high level environmental comparisons’ are riddled with errors. Examples include EWR Co’s assertion that the N approach would be within 500m of built-up areas of Caldecote, Dry Drayton, Hardwick and Horningsea. In fact, it would pass within about 800m of Caldecote and 1300m of Hardwick. While it is within about 450m of Horningsea, that village is already next to the WAML (and future combined track). EWR Co also talk about impacts on Madingley Hall and the American Cemetery. This is totally misleading – Madingley Hall is about 1.3km away and existing trees would prevent views to the path of the CBRR route. The American Cemetery is 2.4km away and the viewpoint faces a different direction to the CBRR route.

1.1.14.  This appendix demonstrates that an alignment approaching Cambridge from the north remains less attractive than a southern approach into the city, reinforcing the previous conclusion that a southern approach to Cambridge should be preferred and the case for the proposals described in Chapters 9, 10 and 11 of this Technical Report. 

We leave it to the reader to decide whether EWR Co. have done this. Needless to say we do not think so.

If you agree that we are entitled a fair consultation on a northern approach in parity with the southern approach please sign the petition. You will be joining 10,000 others in doing so.

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