Public Rights of Way Report - Chiltern Evergreen3

Transport and Works Act 1992Transport and Works (Applications and Objections Procedure) (England and Wales) Rules 2006CHILTERN RAILWAYS (BICESTER TO OXFORD IMPROVEMENTS) ORDERPublic Rights of Way Report

CONTENTS1 INTRODUCTION 12 LEGAL TESTS IN RESPECT OF EXTINGUISHMENT AND DIVERSIONOF RAIL CROSSINGS 33 POLICY CONTEXT FOR CHANGES TO PUBLIC RIGHTS OF WAY 74 THE CASE FOR MODIFICATIONS TO PUBLIC RIGHTS OF WAY 115 DESCRIPTION OF PUBLIC RIGHTS OF WAY AFFECTED 236 PROPOSED MODIFICATIONS TO RAILWAY CROSSINGS AND THEPUBLIC RIGHTS OF WAY NETWORK 317 IMPACTS OF THE CHANGES TO THE PUBLIC RIGHTS OF WAYNETWORK 41

1 INTRODUCTIONINTRODUCTION TO THE SCHEME1.1 The main purpose of the Chiltern Railways (Bicester to Oxford Improvements)Order, described as the Scheme, is to construct a new railway (including thereconstruction of the existing railway) between Bicester and Oxford togetherwith the construction or reconstruction of stations at Bicester Town, Islip,Water Eaton and Oxford. This will facilitate the operation of direct railwayservices between London, Marylebone, High Wycombe, Bicester Town andOxford.1.2 The Scheme involves constructing a short connecting line just south ofBicester, where Chiltern Railways’ London to Birmingham line crosses overthe Bletchley to Oxford line and upgrading the latter from just east of BicesterTown station to Oxford. This will include restoring the double track that wasremoved many years ago, and installing new signalling and safety systems toequip the line for 90 to 100 mph operation. Bicester Town and Islip stationswill be rebuilt and additional platforms provided at Oxford, whilst a newstation will be constructed near Water Eaton to serve Kidlington and NorthOxford.1.3 The Bicester to Oxford route was originally built between 1848 and 1851 andhas a large number (38 in total) of road, footpath, bridleway andaccommodation crossings along the section between Bicester and Oxford. TheScheme will result in a more frequent and faster service on the line than atpresent.1.4 In order to ensure the safety of rail users and footpath and bridleway usersalike, Chiltern Railways is seeking the necessary powers to close all but one ofthese crossings and to replace them with bridges, where appropriate, as partof the TWA Order application. This is to meet the current Network Rail [NR]and Office of Rail Regulation [ORR] guidelines that, wherever possible,crossings should be closed, combined with adjacent crossings and/or replacedwith a bridge.1.5 Of the current 38 at-grade crossings along the route, 17 are either publicfootpath or public bridleway crossings. The remainder are private occupationor accommodation crossings, generally for the use of local farms. Theseprivate crossings are not considered in this report except where they impactupon the Scheme’s proposals for public crossings. In addition, theconstruction of the short connecting line at Bicester will involve theconstruction of a new footbridge over the railway.ENVIRONMENTAL RESOURCES MANAGEMENT1CHILTERN RAILWAYS

PURPOSE AND SCOPE OF THE REPORT1.6 The effect of a development on a public right of way is a materialconsideration in the determination of applications for planning and otherpermissions. The Scheme will result in the need to close and divert a numberof rail level crossings, footpaths and bridleways. The powers to make changesto public rights of way are included in the Transport and Works Act (TWA)Order application. This report sets out in detail the proposed changes to thepublic rights of way network as a result of the Scheme.1.7 The purpose of this report is to assess the impacts of the changes to the publicrights of way network on users and landowners. There are a number of legaltests against which these changes are considered.STRUCTURE OF THE REPORT1.8 The report considers in:• Section 2 the policy context and legislative framework which sets out thelegal tests in respect of rail crossing extinguishments and diversions,notably Section 119A of the Highways Act 1980 and the Defra Rights ofWay Circular 1/09;• Section 3 the planning policy framework as it relates to public rights ofway;• Section 4 the case for modifications to the public rights of way, includingthe safety case, consideration of alternatives and the role of publicconsultation in the design process;• Section 5 a description of the public rights of way affected;• Section 6 a description of the proposed modifications to the public rightsof way;• Section 7 an assessment of the impacts of the proposed changes to thepublic rights of way and the extent to which the alternative public rightsof way will be ‘reasonably convenient’, drawing out an overall summaryand conclusions.ENVIRONMENTAL RESOURCES MANAGEMENT2CHILTERN RAILWAYS

2 LEGAL TESTS IN RESPECT OF EXTINGUISHMENT ANDDIVERSION OF RAIL CROSSINGSINTRODUCTION2.1 In order to construct the Scheme a number of rail crossings will need to beextinguished and public rights of way diverted. Powers to extinguish the railcrossings and divert the public rights of way will be taken through theTransport and Works Act Order. The tests set out in S119A of the HighwaysAct 1980 and Circular 1/09 are relevant in order to assess the impacts of thecrossing closures and public rights of way diversions.THE LEGISLATIVE FRAMEWORK AND LEGAL TESTSHighways Act, 19802.2 Section 119A of the Highways Act 1980 (inserted by the Transport and WorksAct 1992) gives the Secretary of State the power to extinguish a public right ofway over a crossing and over so much of the path, of which the crossing formspart, as appears requisite, and the power to create a new path required foreffecting a diversion. An Order can be made if it is ‘expedient to do so havingregard to all the circumstances’. Subsection 119A(4) (a and b) of the HighwaysAct 1980 sets out criteria which need to be met, namely:• “whether it is reasonably practicable to make the crossing safe for use by thepublic, and• what arrangements have been made for ensuring that, if the order is confirmed,any appropriate barriers and signs are erected and maintained.”Circular 1/09 Rights of Way [Version 2, October 2009]2.3 The Circular consolidates and amplifies advice and guidance on modifyingthe rights of way network in respect of new provisions in the Transport andWorks Act 1992. The Circular sets out Defra’s policy on public rights of wayand its view of the law. Whilst it does not take the place of legislation it seeksto give it an overview of it within a policy context.2.4 The Circular states that while other criteria are not specified in Section 119A ofthe Highways Act 1980, in addition to meeting the ‘safety case’, the new pathsneed to be:• “reasonably convenient to the public”; and• “authorities should have regard to the effect that the proposal will have on landserved by the existing path or way and on the land over which the new path orway is to be created”.ENVIRONMENTAL RESOURCES MANAGEMENT3CHILTERN RAILWAYS

• the effect that the diverted way will have on rights of way network as awhole;• the safety of the diversion, particularly where it passes along or across avehicular highway; and• the effect that the proposal will have on land served by the existing pathand on the land over which the new path is to be created.ENVIRONMENTAL RESOURCES MANAGEMENT5CHILTERN RAILWAYS

ENVIRONMENTAL RESOURCES MANAGEMENT6CHILTERN RAILWAYS

3 POLICY CONTEXT FOR CHANGES TO PUBLIC RIGHTS OF WAYINTRODUCTION3.1 The public rights of way affected by the Scheme fall within the administrativeareas of Oxford City Council and Cherwell District Council. Where policiesremain in force or have been saved they remain part of the development plan,with full effect. The position in relation to the relevant development plans isthat:• the Scheme falls within the Central Oxfordshire sub-region of the adoptedSouth East Plan (2009).• Cherwell Local Plan, adopted 1996, was updated by the Non-StatutoryCherwell Local Plan 2011 (2004) which has been approved by the Councilas interim policy and is the effective local plan for development controlpurposes. Work is underway in developing the Local DevelopmentFramework [LDF]. The Core Strategy Issues and Options Paper waspublished in February 2006 and the Bicester and Central Oxfordshire SiteAllocations Issues and Options Paper was published in May 2007.• Oxford Local Plan, adopted 2005, will remain in force until it is replacedby the City Council’s emerging Local Development Framework. TheCore Strategy (2008 ) and the 2009 Proposed Changes to the SubmissionCore Strategy has reached the examination stage (the Examination inPublic took place in June and July 2009) and can be given considerableweight.NATIONAL POLICYPlanning Policy Guidance 17: Planning for Open Space, Sport andRecreation, 20023.2 Paragraph 32 recognises that public rights of way are an importantrecreational facility, which local authorities should protect and enhance. Localauthorities should seek opportunities to provide better facilities for walkers,cyclists and horse-riders, for example by adding links to existing rights of waynetworks.Planning Policy Guidance 13: Transport, 20013.3 PPG13 advocates, in paragraph 76, that local authorities, as part of theirwalking strategy, should promote walking through such measures asencouraging more use of public rights of way for local journeys and helping topromote missing links in rights of way networks.ENVIRONMENTAL RESOURCES MANAGEMENT7CHILTERN RAILWAYS

REGIONAL POLICY3.4 The South East Plan, adopted 2009, recognises that the region has a well-usedpublic rights of way network which provides major opportunities for access tothe countryside. It goes to say that the network needs to be maintained andenhanced to enable people to enjoy the countryside and enhance greeninfrastructure networks. Policy C6 states that access to the countryside shouldbe encouraged, particularly by “maintaining, enhancing and promoting the PublicRights of Way system, and permissive and longer distance routes, to facilitate accesswithin, to and from the countryside for visitors and all members of the localcommunity”. Rights of Way Improvement Plans are seen as a key tool toachieve this.LOCAL POLICY CONTEXTCherwell Development Plan Policies3.5 Policy R4 of the Non-Statutory Cherwell Local Plan 2011 sets out the Council’sintention to safeguard and, where possible through the control ofdevelopment, enhance the existing rights of way network. The policy statesthat “development over public rights of way will not be permitted unless a suitablediversion can be secured which will not prejudice public rights”.3.6 The reasoned justification, in paragraph 7.42, states that a diversion will not beconsidered suitable if it is substantially less convenient to the public, or wouldbe detrimental to the public enjoyment of the route. Where a suitablealternative route is available, conditions may be attached to a planningpermission to ensure that the existing public right of way remains open untilthe diversion has been secured under public rights of way legislation.Oxford City Development Plan Policies3.7 Policy SR.9 of the adopted Oxford Local Plan (2005) seeks to safeguard,improve or add to the local footpath network. The draft Core Strategy policyC22 (as amended in the Proposed Changes to the Submission Core Strategy,April 2009) states that improvements to, or provision of, public rights of waywill be sought in accordance with policy CS18 on developer contributions.Oxfordshire Rights of Way Improvement Plan, Adopted February 20063.8 The requirement on County Councils to prepare Rights of Way ImprovementPlans [RoWIP] was introduced under s60 of The Countryside and Rights ofWay Act, 2000. The RoWIP covers the extent to which local rights of waymeet the present and likely future needs of the public and the opportunitiesprovided by local rights of way for exercise and other forms of open-airrecreation and the enjoyment of the authority’s area. The main aims of theRoWIP are that:ENVIRONMENTAL RESOURCES MANAGEMENT8CHILTERN RAILWAYS

• public rights of way are protected and well maintained;• there is a better joined-up network that meets the needs and demands ofusers whilst accommodating the interests of land managers, the naturalenvironment and cultural heritage;• there is a public rights of way network which enables access for all; and• there is a thriving countryside where residents and visitors are able tounderstand and enjoy their rights, in a responsible way.CONCLUSION3.9 The emphasis within policy at all levels is to protect and where possibleenhance the public rights of way network. The policy in the Cherwell Plan,derived from the Highways Act, that “a diversion will not be considered suitable ifit is substantially less convenient to the public, or would be detrimental to the publicenjoyment of the route” is the basis on which Chiltern Railways has approachedthe design and assessment of changes to the public rights of way network,included in the TWA Order application.ENVIRONMENTAL RESOURCES MANAGEMENT9CHILTERN RAILWAYS

ENVIRONMENTAL RESOURCES MANAGEMENT10CHILTERN RAILWAYS

4 THE CASE FOR MODIFICATIONS TO PUBLIC RIGHTS OF WAYINTRODUCTION4.1 This section of the report sets out the case for extinguishing the at-graderailway crossings and the factors that influenced the alternatives consideredand the preferred solutions which are proposed.CHILTERN RAILWAYS’ APPROACH TO PUBLIC RIGHTS OF WAY ISSUES4.2 Throughout the evolution of the Scheme, the design team has sought tominimise the impact on the public rights of way network, whilst seeking todeliver safety improvements associated with the Scheme. This has been thecase during the initial appraisal of alternative crossing options and later in thedesign of the Scheme as shown in the Planning Direction Drawings and theDeposited Plans and Sections which have been assessed in the EnvironmentalStatement.4.3 During the process of considering alternative crossings and identifyingdiversions, consideration was given to the tests in Sections 119A of theHighways Act 1980 and Circular 1/09 on Rights of Way.4.4 Where at-grade railway crossings are to be extinguished, either a replacementbridge is proposed and/or the creation of new public right of way in order toprovide a diversion to link back conveniently into the public rights of waynetwork.THE SAFETY CASE FOR CLOSING AT-GRADE CROSSINGSRail and Level Crossing Safety4.5 Britain’s railways are one of the safest transport systems in the world, and in2008 there were no fatalities for either passengers or railway workers in trainaccidents. The risk to travellers using the railway is much lower than for othermodes. Railway passenger and workforce fatality rates in Britain were alsolower than the European average over the four year period 2004-2007 (1) . Thelong-term trend shows that railway safety has improved greatly over theyears. The exception is public, non-passenger fatalities due to trespass,suicide and use of level crossings.(1) Rail Safety & Standards Board Annual Safety Performance Report 2008.ENVIRONMENTAL RESOURCES MANAGEMENT11CHILTERN RAILWAYS

4.6 Level crossings are now seen as the primary safety risk for railways. “The riskis from pedestrian and road user abuse. Since (1999) road users have caused moredeaths on the railway than the railways have” (1) . The rail industry has maintainedsafety improvements in many areas against a backdrop of increasingpassenger numbers. However, there has been a deterioration of publicbehaviour at level crossings, where there was an increase in the number ofpedestrian fatalities over that time period (2) .4.7 The overall improvement in rail safety has not been matched by that at levelcrossings. Whereas non-level crossing risk has declined by around 70% in thepast decade, level crossing risk has fallen by only around 25%. The risk topassengers from train accidents is now dominated by collisions with roadvehicles at level crossings. People’s behaviour at level crossings is the maincause of such accidents, and is an area in which the railway has limited control(3).4.8 Incidents at level crossings are now the third largest cause of fatality andinjury after suicides and trespass and the number is rising. In 2004 there weresix fatalities at level crossings. By 2008 this had risen to 12 (4) . In addition toactual accidents there are numerous ‘near misses’ where trains came close tocontact with road vehicles or pedestrians. Recent trends suggest that whilstthe number of near misses between trains and vehicles is improving, thatbetween trains and pedestrians is worsening (5) .4.9 Incidents involving road vehicles, farm equipment and large animals canresult in damage to the train and/or derailment, with consequent risk to traincrew and passengers, as well as a high risk of fatality or injury for the crossingusers. Incidents involving pedestrians are less likely to result in a trainaccident, but are very likely to kill the person. The high ratio of fatalities toinjuries is shown in Table 4.1.Table 4.1:Fatalities as a Proportion of Accidents at Level CrossingsFatalities as % of all accidents(excluding suicides)Year2004 2005 2006 2007 200848% 44% 55% 46% 44%Source: Rail Safety & Standards Board Annual Safety Performance Report 2008.(1) Len Porter, Chief Executive RSSB, quoted in Rail Magazine, 7-20 October 2009.(2) Rail Safety & Standards Board Annual Safety Performance Report 2008.(3) Rail Safety & Standards Board Annual Safety Performance Report 2008.(4) Rail Safety & Standards Board Annual Safety Performance Report 2008.(5) Paper to RSSB Board 13th December 2007 “Road-Rail Interface”.ENVIRONMENTAL RESOURCES MANAGEMENT12CHILTERN RAILWAYS

4.10 Crossing users particularly at risk include the young, the elderly and infirm,dog walkers and migrant workers who don’t understand the signs (1) . Mostlevel crossing fatalities occur on ‘passive’ crossings, where the responsibilityfor ensuring it is safe to cross lies mainly with the user (2) . This is despite thefact that these crossings are mostly in remote locations and carry by far thelowest volume of vehicles and pedestrian traffic. Table 4.2 shows the accidentrates for these crossings.Table 4.2:Accident Rates at Passive Crossings [% of total collisions and pedestrianfatalities at all crossings]Type of CrossingNumber and % ofLevel CrossingsNationally2008Number and % ofCollisions withRoad Vehicles1999-2008Number and % ofPedestrian Fatalities1999-2008All Level Crossings 6,542 169 63Passive Crossing withminiature warninglights eg Islip LevelCrossingOther PassiveCrossings (includingfootpath crossings)105 11 41.6% 6.5% 6.4%5,035 50 2077.0% 29.6% 31.8%Source: Rail Safety & Standards Board Annual Safety Performance Report 2008.4.11 Over 90% of level crossing risk in the past decade has resulted from eithererror or misuse. Typical examples include incorrect knowledge of operation,misjudging the time if takes for a train to reach the crossing, people drivingaround barriers, people crossing when the lights are red and people leavingmanually-worked gates open after use (3) .National Policy on Rail Safety4.12 National policy is to reduce the risk from level crossings wherever possible,preferably by closure and/or replacement. This is reflected in the policies ofthe three relevant safety bodies: the Office of Rail Regulation, the RailStandards & Safety Board and Network Rail.4.13 The Office of Rail Regulation is responsible for overall railway safety policyand guidance, and for the inspection and certification of new facilities. Itstates that rail companies should take all reasonable opportunities to removeor replace existing level crossings (4) .(1) Paper to RSSB Board 13th December 2007 “Road-Rail Interface”.(2) Rail Safety & Standards Board Annual Safety Performance Report 2008.(3) Network Rail “Our Approach to Managing Level Crossing Safety”.(4) Office of Rail Regulation “Policy on Level Crossings”, February 2007.ENVIRONMENTAL RESOURCES MANAGEMENT13CHILTERN RAILWAYS

4.14 The Rail Standards & Safety Board states that “Level crossings bring no benefitsto the railways. They bring several disadvantages, for example they are hazardous totrain-borne passengers … For this reason, the first and best solution to the problemsposed by level crossings is to close them” (1) .4.15 Network Rail owns and operates the national railway infrastructure, includinglevel crossings. It seeks where reasonably practicable to “close and /or divertcrossings, or enhance their safety through provision of improved safetyfeatures/equipment” (2) . In accordance with this, Network Rail has an ongoingnationwide programme to close level crossings. The total number of crossingswas 8,228 in 1999/2000, but had fallen to 6,542 by 2008. This equates to areduction of 21%, during which time the size of the rail network has increased.The number of passive crossings used by primarily private farm andaccommodation crossings has fallen by 34% over the same time period andfootpath crossings by 19%.Other Disbenefits of Level Crossings4.16 Whilst the overwhelming disadvantage of level crossings is their safety risk,there are other disbenefits as well. These include the nuisance value to localresidents of audible and visual alarms, delays for road users and pedestriansand delays to trains. Damage to crossing equipment caused by road users alsoresults in additional repair costs.Chiltern Railways Safety Case for Closure4.17 As demonstrated above, pedestrian and vehicular level crossings over therailway pose substantial hazards, particularly with the planned increase intrain speed and frequency. It is consistent with Chiltern Railways’ approachto safety management to remove safety risks where it is possible to do so.Chiltern Railways is proposing to introduce a service of two passenger trainsper hour in each direction, replacing the current passenger service of up to 13trains a day (approximately every 90 minutes) in each direction. In addition,freight services are expected to operate at existing levels in the short term.Maximum speeds on the line for passenger trains will rise up to 100 mph fromthe present maximum speed of 40 mph. Lower speeds will apply over certainsections of the route. If the East West Rail project goes ahead train frequencieswill rise further to a possible six trains per hour in each direction (fivepassenger trains and one freight train).4.18 There are currently 38 at-grade crossings of which 17 are public highway,footpath or bridleway crossings over the stretch of line between Bicester andOxford stations. The remainder are private crossings. The locations of the 17public level crossings are shown in Figure 4.1.(1) RSSB Paper T528. “Attitudes to, processes and funding for crossing closures”.(2) Network Rail “Our Approach to Managing Level Crossing Safety”.ENVIRONMENTAL RESOURCES MANAGEMENT14CHILTERN RAILWAYS

!(!(!(North of Gavray Drive [FP 129/3]Tubbs Lane [FP 129/3]London Road Level Crossing!(Langford Lane Level Crossing!(Merton Foot [FP 398/3]Wendlebury Foot [FP 398/2]!( !( !(Elm Tree Farm No. 1 [FP 398/6]Beebont Bridleway [BR 157/4]!(!( !( !( !(!(Yew Tree Farm [FP 318/2]Oddington Level CrossingIslip Foot [FP 318/7]Oddington No. 5 [FP 318/5]Islip No. 4 [FP 260/4]Oddington Foot [FP 318/6]!(Islip Level Crossing!(!(Water Eaton No. 5 [BR 229/5]Gosford and Water Eaton No. 4 [FP 229/4]!(Gosford and Water Eaton No. 10 [FP 229/10]KEY:!( Location of Rail Crossings.0 1.5KilometresCLIENT: SIZE: TITLE:The Chiltern RailwayCompany Ltd.ERMEaton HouseWallbrook CourtNorth Hinksey LaneOxford, OX2 0QSTelephone: 01865 384800Facsimile: 01865 204982SOURCE: Reproduced from Ordnance Survey digital map data. © Crowncopyright, All rights reserved. 2009 License number 0100031673.PROJECTION: British National GridA4 Figure 4.1Location of Public Right of WayRail CrossingsDATE: 20/10/2009 CHECKED: SLGDRAWN: KMDRAWING:APPROVED: IXGPROJECT: 0094441SCALE: As Scale BarREV:AtGrade_Crossings_P.mxd 0© ERM This print is confidential and is supplied on the understanding that it will be used only as a record to identify or inspect parts, concepts or designs and that it is not disclosed to other persons or to be used for construction purposes without permission.File: 0094441ChilternGIS_IG_LR\MXD\AtGrade_Crossings_P.mxd

4.19 Network Rail, as the operator of the country’s rail infrastructure has providedclear advice on the safety risk from at-grade rail crossings. In the publicationOur Approach to Managing Level Crossing Safety, Network Rail states thatthe “most effective way of reducing level crossing risk is to eliminate the crossingcompletely”. It recognises that closure of a public footpath or bridleway levelcrossing “may result in a requirement to provide an alternative route either in theform of a bridge over the railway, an underpass beneath the railway or through theprovision of a diversionary route to a nearby bridge, underpass or level crossing”.4.20 Network Rail guidance recognises that it can be difficult in some cases tomake a clear case for closure and/or diversion of a rail crossing based onsafety risk alone and that other factors must also be considered such asoperation or maintenance costs, operational performance and funding.“Management judgement also forms a key part of the decision process whenqualitatively the risk warrants something to be done but the case for closure and/ordiversion is not necessarily clear cut”. Chiltern Railways has exercised thatjudgement in the consideration of suitable alternatives to the at-gradecrossings and the development of a preferred solution for each of the crossingpoints. These national polices to reduce, and preferably eliminate, levelcrossing risk have formed the basis for Chiltern Railways’ proposals for theBicester to Oxford line.CONSIDERATION OF ALTERNATIVES4.21 The consideration of rail crossing alternatives has been an iterative processwhich took as its starting point a safety case which assumed that no at-gradecrossings would remain. Despite Chiltern Railways’ and Network Rail’sdesire to close all at-grade crossings, the London Road crossing in Bicester willremain open. Given the constraints at this location it has not been possible todesign a suitable bridge alternative. Instead the level crossing will beimproved to ensure it reaches required safety standards and minimises theclosure time for road users.4.22 At an early stage in the process a number of criteria were established in orderto prioritise the locations where replacement crossings should be providedand where diversions would be more appropriate. Consideration was givento the:• extent to which it provided a safe crossing;• level of usage and types of users;ENVIRONMENTAL RESOURCES MANAGEMENT16CHILTERN RAILWAYS

• proximity to other at-grade crossings where a combined solution could bedelivered;• length of diversion that would be created;• need to maintain key traffic movements and connectivity for residentsand businesses;• importance of the public right of way as a principal recreation route, suchas the Oxfordshire Way and bridleways;• desire to minimise the visual impact of any structures; and• extent to which cost would be disproportionate to the benefit gained.4.23 The consideration of alternatives was substantially influenced by the extent ofenvironmental designations in two principal locations, namely the highwayalignment at Langford Lane which seeks to minimise any impact on theAlchester Scheduled Ancient Monument and the Beebont bridleway/HoltsFarm accommodation crossing which seeks to minimise the impacts on theWendlebury Meads and Mansmoor Closes SSSI.4.24 Annex A sets out the alternatives that were considered at each of the existingcrossing points and provides the reasons why each was rejected in favour ofthe preferred solutions in each location.THE ROLE OF CONSULTATION IN THE CONSIDERATION OF ALTERNATIVESAND THE DESIGN PROCESS4.25 In accordance with best practice and guidance in Circular 1/09, interestedparties including the principal local authorities (Oxfordshire County Council,Oxford City Council and Cherwell District Council), Parish and TownCouncils, user groups, amenity organisations and landowners have beenconsulted by Chiltern Railways from an early stage in the preparation of theTWA application.4.26 An initial round of consultation was held in April 2009 consisting of publicexhibitions at Bicester, Oxford and Kidlington. Meetings were also held withthe local planning authorities, the highway authority and Parish and TownCouncils. Issues related to public rights of way were raised through feedbackforms or direct communication with members of the consultation team. Theresults of the consultation informed the design process and the developmentof the preferred solutions for the rail level crossings.ENVIRONMENTAL RESOURCES MANAGEMENT17CHILTERN RAILWAYS

4.27 A number of general comments were made about the public rights of waynetwork in the area and rail crossings, some of which were contradictory:• make all crossings as safe as possible;• keep all crossings and bridleways open;• close crossings wherever possible;• hazards to pedestrians should be considered carefully;• upgrade and retain all crossings but do not build expensive bridges; and• all crossings should be replaced with bridges.4.28 A number of more detailed comments were also received on individualcrossings. These are summarised below, dealing with crossings from north tosouth:• Tubbs Lane – Tubbs Lane crossing is important to and well used by localresidents and needs to be kept open and developed in a way that issensitive to the character of the area. The crossing needs to be accessiblefor disabled people, those riding bikes and pushing prams/pushchairs. Alandscaped path and crossing was suggested for Tubbs Lane.• Bicester London Road Level Crossing – problem of congestion as a resultof the frequency of the crossing being closed. Additional car parking wassupported as were traffic management measures to deal with separatetraffic flows associated with Bicester Village and rail users.• Langford Lane Level Crossing – needs to be retained and improved.• Oddington Level Crossing – needs to be retained and improved toprovide alarms to enable vehicles and horses to cross.• Islip Level Crossing – local residents, the Parish Council and theRamblers Association oppose the total closure of the crossing, but there isotherwise a divergence of views. There is support from some consulteesfor the crossing to be closed to eliminate a potential ‘rat run’, as mightoccur if the crossing were modernised with barriers which would be “up”unless a train is approaching. There is also some support for the crossingto be maintained for pedestrians and horse riders only, or to be replacedby a pedestrian and/or bridleway bridge at this location. The need tomaintain emergency service accessibility should the crossing be closedwas raised.• Gosford and Water Eaton Number 4 - needs to be retained.• Gosford and Water Eaton Number 10 – is a popular and well usedfootpath and forms part of the Water Eaton/Kidlington circular walk.• Aristotle Lane – this is a private crossing, which is used by allotmentholders to gain access to the plots on the west side of the railway. SomeENVIRONMENTAL RESOURCES MANAGEMENT18CHILTERN RAILWAYS

oppose closure of the crossing due to the perceived difficulty of using theparallel footbridge.4.29 Once a set of preferred solutions for the crossings had been designed a furtherround of consultation with the local authorities, Parish Councils andamenity/user groups was undertaken in August 2009. A list of thoseorganisations consulted in August 2009 is provided in Annex B. Responseswere sought on the proposed changes to the crossings and the public rights ofway network.4.30 The feedback can be summarised as:• North of Gavray Drive – support for footbridge crossing over the railwayat this location to maintain existing footpath across the site of the newconnecting line.• Tubbs Lane – support for Disability Discrimination Act compliant bridgewith ramps and steps in this location.• London Road Level Crossing – support for the improvements to the levelcrossing;• Langford Lane Level Crossing – support for new highway alignment androad bridge.• Elm Tree Farm Number 1 – support for diversion over the new LangfordLane road bridge.• Merton Foot – support for new footbridge in this location.• Wendlebury Foot– support for diversion of footpath to new footbridge atMerton Foot Crossing.• Beebont Bridleway – support for the diversion across the new dual farmaccommodation and bridleway bridge. A number of consultees raised thepossibility of keeping a cul-de-sac right of way to the nature reserve. Thebridge needs to be appropriate for horses with high sides. A diversiondirectly adjacent to the railway line for any distance would beundesirable.• Oddington Foot – opposition to the closure of the crossing and diversionvia the new road bridge at Oddington Level Crossing due to theimportance of this route linking two settlements and the length of theproposed diversion.• Yew Tree Farm - opposition to the closure of the crossing and diversionvia the new road bridge at Oddington Level Crossing due to theimportance of this route linking two settlements and the length of theproposed diversion.ENVIRONMENTAL RESOURCES MANAGEMENT19CHILTERN RAILWAYS

• Oddington Level Crossing – support for the new road bridge in thislocation.• Islip Foot – diversion via new footbridge on the Oxfordshire Way isacceptable.• Oddington Number 5 – support for the footbridge in this location servingthe Oxfordshire Way.• Islip Number 4 – diversion via new footbridge on the Oxfordshire Way isacceptable.• Islip Level Crossing – the County Council, local residents, Islip ParishCouncil, Ramblers Association and Oxford Fieldpaths Society oppose theclosure of the crossing and support the retention of a footpath and/orbridlepath crossing at this location. It was also recommended thatstrategies for improving safety on the roads through Islip needed to beinvestigated.• Water Eaton Number 5 – support for dual farm accommodation andbridleway bridge in this location. The bridge needs to be appropriate forhorses with high sides. A diversion directly adjacent to the railway linefor any distance would be undesirable.• Gosford and Water Eaton Number 4 – two options were presented forthe diversion of the footpath in this location. The diversion along the A34and A4165 was favoured by the majority of consultee responses. TheRamblers Association favoured the alternative diversion along thesouthern side of the railway.• Gosford and Water Eaton Number 10 – support for a new footbridge inthis location.4.31 Detailed consultation was undertaken with Oxfordshire County Council’sCountryside Service Public Rights of Way Team, including a meeting inAugust 2009, when the preferred crossing solutions at that time werediscussed. In general the County found most of the preferred solutions anddiversions acceptable but raised concerns regarding the closure and diversionof two crossings in particular: Oddington Foot [FP 318/6] and Islip LevelCrossing. This is reflected in the Cabinet Report produced by OxfordshireCounty Council (1) which states that “many of the initial concerns regardingprovision of crossings and the length of diversions have been satisfactorily addressed”.The County Council notes that suitable provision has been made for theOxfordshire Way and for the Kidlington Circular Walk which run through thecorridor of the Scheme. Further mention is made of their concerns relating to(1) Item CA9 Cabinet Report – 15 September 2009 Chiltern Railways Evergreen 3 Project to Introduce a NewLondon Marylebone – Bicester – Oxford Train Service.ENVIRONMENTAL RESOURCES MANAGEMENT20CHILTERN RAILWAYS

the proposals for Oddington Foot and Islip Level Crossing.4.32 Since the meeting with the County Council and the consideration of theCabinet Report, Chiltern Railways has decided to provide a bridleway bridgefor pedestrians and horse riders at Mill Lane to replace the Islip LevelCrossing, which is to be closed. This addresses one of the main concernsraised by Oxfordshire County Council, alongside user groups and Islip ParishCouncil. Further modifications have also been made to the alignment of theBeebont bridleway diversion to minimise the impact on the adjacentresidential property.ENVIRONMENTAL RESOURCES MANAGEMENT21CHILTERN RAILWAYS

ENVIRONMENTAL RESOURCES MANAGEMENT22CHILTERN RAILWAYS

5 DESCRIPTION OF PUBLIC RIGHTS OF WAY AFFECTEDINTRODUCTION5.1 As Circular 1/09 (1) makes clear, public rights of way are a unique andvaluable resource which are enjoyed by the public principally for recreationalpurposes. Rights of way are recognised as a significant part of the Country’sheritage and a major recreation and transport resource. Oxfordshire has a2,602 mile public rights of way network of which 1,730 miles are footpath, 672miles are bridleways, 156 miles of restricted byways and 44 miles of bywaysopen to all traffic. The Oxfordshire RoWIP (2) states that, in places, the publicrights of way network is “disjointed, fragmented and obstructed”. The publicrights of way network in Oxfordshire is not planned and has evolved overmany years. The “distribution and density of the network differs widely betweendifferent areas of the county and especially for the different user type” (3) .DESCRIPTION OF AFFECTED PUBLIC RIGHTS OF WAY AND RAIL CROSSINGS5.2 There are 17 public railway crossings and one footpath which crosses thealignment of the new connecting line, north of Gavray Drive, that will beaffected by the Scheme. All of the rail crossings and public rights of way arelocated in the District of Cherwell. Table 5.1 lists the public rights of way thatwill be affected by the Scheme. A full description from the Definitive MapSchedule for each right of way is provided in Annex C. The locations of theaffected crossings are shown in Figure 4.1.5.3 In addition to the public rights of way affected, 21 private accommodationcrossings are also to be closed. This includes the Aristotle Lane Crossingcurrently used by allotment holders of the Trap Ground/Aristotle Laneallotments. As the crossing is to be closed Chiltern Railways is proposing tomake improvements to the neighbouring Aristotle Lane bridleway bridge toaccommodate wheelbarrows and to provide a new bridge link from theAristotle Lane bridge into the allotments. In addition, Chiltern Railways isalso seeking to obtain rights for allotment holders over the existing trackacross Port Meadow from the car park at Walton Well Road.(1) defra, Rights of Way Circular (1/09) Guidance for Local Authorities, October 2009.(2) Oxfordshire County Council, Oxfordshire Rights of Way Improvement Plan, February 2006, Para 38.(3) Ibid, paragraph 40.ENVIRONMENTAL RESOURCES MANAGEMENT23CHILTERN RAILWAYS

Table 5.1:Chiltern Railways Bicester to Oxford: Affected Public Rights of Way andRail CrossingsAffected Level Crossings and Public Rights of WayFootpath/Crossing NameFootpath Reference NumberNorth of Gavray Drive FP 129/3Tubbs Lane FP 129/3London Road Level CrossingHighwayLangford Lane Level CrossingHighwayElm Tree Farm Number 1 FP 398/6Merton Foot FP 398/3Wendlebury Foot FP 398/2Beebont Bridleway BR 157/4Oddington Foot FP 318/6Yew Tree Farm FP 318/2Oddington Level CrossingHighwayIslip Foot FP 318/7Oddington Number 5 FP 318/5Islip Number 4 FP 260/4Islip Level CrossingHighwayWater Eaton Number 5 BR 229/5Gosford and Water Eaton Number 4 FP 229/4Gosford and Water Eaton Number 10 FP 229/10BASELINE CONDITIONS5.4 This section of the report describes the character, condition and usage of theexisting railway crossings and the rights of way that cross them. The baselineinformation has been collated from a number of primary and secondarysources, including site visits between February and August 2009, a survey ofusers in June 2009 and September 2009, plus data from the Oxfordshire PublicRights of Way Definitive Map and Statement (2006).5.5 A survey of the number of rights of way users on the level crossings whereclosure and diversion has been proposed was undertaken on Sunday 14 June2009. The location and duration of the surveys is set out in Table 5.2. The fullresults of the surveys are set out in Annex D.ENVIRONMENTAL RESOURCES MANAGEMENT24CHILTERN RAILWAYS

Table 5.2: Details of the Pedestrian Surveys Undertaken, June 2009Crossing/FootpathType and Duration of CountLangford Lane Level Crossing Highway Full Day traffic and pedestrian countElm Tree Farm Number 1 Footpath Three hour pedestrian countWendlebury Foot Footpath Three hour pedestrian countBeebont Bridleway Bridleway One hour countOddington Foot Footpath Three hour pedestrian countYew Tree Farm Footpath Three hour pedestrian countIslip Foot Footpath Full day pedestrian countOddington Number.5 Footpath Full day pedestrian countIslip Number.4 Footpath Three hour pedestrian countIslip Level Crossing Highway Full day traffic and pedestrian countsWater Eaton Number 5 Bridleway Full day pedestrian countGosford and Water Eaton Number 4 Footpath Three hour countGosford and Water Eaton Number 10 Footpath Full day pedestrian count5.6 Additional surveys were carried out on the Beebont bridleway over three daysin September 2009.5.7 Each of the railway crossings and the relevant rights of way are described inturn, running from north to south along the alignment. Photographs of thecrossing points and adjoining rights of way are provided in Annex E.North of Gavray Drive [FP 129/3]5.8 This footpath crosses the land to the north of Gavray Drive [Photograph 1]linking the residential area south of Gavray Drive to north Bicester via anunderpass beneath the London to Birmingham railway line [Photograph 2]. Itis an unmade path which has been created by use of an informal grassed area.Evidence from the site visit suggests that the path is mainly used forrecreational purposes, such as dog walking, rather than as an access route intothe industrial area to the north of the London to Birmingham railway line oronward to the town centre.5.9 Outline permission has been granted for a residential development with landreserved for a railway chord on the land to the north of Gavray Drive. Themasterplan shows that the footpath is to be maintained through thedevelopment.Tubbs Lane Public Footpath [FP 129/3]5.10 The crossing at Tubbs Lane is gated [Photograph 3], forming part of a hardsurfaced path linking the residential area south of Gavray Drive to Bicestertown centre [Photograph 4]. From the site visit, and as evidenced by thephotographs, it is clear that this is a well used footpath and crossing whichprovides an important link to the town centre for local residents. During thesite visit there was substantial use by school children, people pushing pramsand buggies, alongside other pedestrian users. The footpath is shown on theENVIRONMENTAL RESOURCES MANAGEMENT25CHILTERN RAILWAYS

Sustrans National Cycle Route map as a cycleway as part of the SouthMidlands Cycle Route and there is evidence of high usage by cyclists.London Road Level Crossing5.11 This highway level crossing carries the B4100 which is a busy route intoBicester town centre from the south east. The crossing is controlled bybarriers and lights [Photograph 5]. The environment is poor for pedestrianscrossing the railway at this point with a narrow footway bringing them closeto traffic on the road [Photograph 6]. The present access to Bicester Townstation lies to the west of the level crossing.5.12 Currently, the road-facing elements of the level crossing are a pair of singlepole barriers on each side of the railway which, when lowered, close the fullwidth of the road and footways. There are also two sets of traffic signals (oneamber and two flashing red lights on each set) on each side of the railway.There is also an audible warning system for pedestrians. The crossing isoperated by the driver of any train that has to pass over the crossing. Thetrain stops at the railway signal adjacent to the crossing. The driver leaves thedriving cab and initiates the crossing closure sequence by means of a set ofcontrols located in a locked cabinet at the signal. Once the barriers are fullylowered, the signal protecting the crossing clears (ie changes from red togreen). The driver, having returned to the cab, observes the crossing andprovided that the crossing is clear, takes the train forward. Once the train isclear of the crossing, the barriers raise automatically.Langford Lane Level Crossing5.13 Langford Lane is a quiet rural lane which serves a few residential properties[Photograph 7], an equestrian business and provides a secondary access to theMoD Bicester depot. It is not a through route, terminating at a bridleway [BR295/4] [Photograph 8]. It does provide an important link for local residentsand business customers to/from the west and to facilities in Bicester.5.14 Survey data, for Sunday 14 June 2009, showed that 112 vehicles used the levelcrossing over an eight hour period, an average of 14 vehicles per hour, with 14pedestrians over the same time period.Elm Tree Farm Number 1 [FP 398/6]5.15 This is a rural and unmade footpath, crossing fields which link Wendlebury tothe Langford Lane bridleway. The level crossing is accessed by wooden stilesfrom both sides of the railway [Photograph 9]. Its main purpose is as arecreational route. Survey data for June 2009 showed there to be no users overa three hour period on a Sunday when recreational use was likely to berecorded.ENVIRONMENTAL RESOURCES MANAGEMENT26CHILTERN RAILWAYS

Merton Foot [FP 398/3]5.16 This is a rural and unmade footpath across agricultural land used forrecreational purposes. To the west of the railway, access to the existingcrossing is over a narrow wooden footbridge over a ditch and a stile[Photograph 10]. The footpath [FP 398/3] links to footpath FP 398/2 whichruns north to Wendlebury and west alongside the railway and under the M40to connect to footpath FP 398/4 which crosses the railway at Wendlebury Footcrossing.Wendlebury Foot [FP 398/2]5.17 This is a rural and unmade footpath across agricultural land close to the M40.Its primary purpose is for recreational use. Access to the existing crossing isvia stiles on both sides of the railway [Photographs 11 and 12]. The footpathlinks northwards via footpath FP 398/4 to the Beebont bridleway [BR 398/8]and eastwards under the M40 to the Merton Foot crossing via footpath FP398/2.5.18 The June 2009 surveyed showed there to be no users over a three hour periodon a weekend when high levels of recreational use should have occurred.Beebont Bridleway [BR 157/4]5.19 Beebont bridleway is one of two bridleways that cross the railway at-grade. Itis known locally by various other names such as the BBONT and BBOWTcrossing, but is referred to as the Beebont bridleway throughout this report.The bridleway crosses agricultural land either side of the crossing on adefined but unmade track [Photograph 13]. The bridleway connects Charltonon-Otmoorto the south and runs northwards as far the A34/M40 junction.Access to the rail crossing is gated on both sides [Photograph 14].5.20 The survey in June 2009 showed there to be no users, either pedestrian orequestrian, during the one hour survey over a weekend when levels ofrecreational use should be at their highest. Further surveys over a three dayperiod were carried out in September 2009. The surveys carried out duringthe week showed a total of two pedestrians and no horse riders over thewhole of the three days.Oddington Foot [FP 318/6]5.21 This is a rural and unmade footpath across agricultural land on both sides ofthe crossing. Its use is primarily recreational although originally it was a linkbetween two villages. The footpath connects Charlton-on-Otmoor to the eastand Weston-on-the-Green to the west. It also links into the Oxfordshire Way[FP 318/1] in the vicinity of Weston Woods. Access to the railway crossing isvia wooden stiles on either side [Photographs 15 and 16].5.22 The June 2009 survey showed there to be no users over a three hour periodover a weekend when levels of recreational use should be high.ENVIRONMENTAL RESOURCES MANAGEMENT27CHILTERN RAILWAYS

Yew Tree Farm [FP 318/2]5.23 This is a rural and unmade footpath crossing arable land to the west[Photograph 17] and east of the rail crossing. Its principal use is likely to befor recreation. It links into the Oxfordshire Way [FP 318/1] to the west of therailway (west of Brookfurlong Farm). Access to the railway crossing is gatedon both sides [Photograph 18].5.24 The June 2009 survey showed there to be no users over a three hour periodover a weekend when levels of recreational use should be high.Oddington Level Crossing5.25 Oddington Lane is a quiet rural road which serves Barndon Farm, OddingtonGrange business complex and a small number of residential properties. It isnot a through route, but does provide an important link for local residents andbusinesses [Photographs 19 and 20]. To the east of the railway, the road iscrossed by and connected to a number of footpaths, which create a densenetwork in the area.Islip Foot [FP 318/7]5.26 This is a rural and unmade footpath crossing agricultural land to the west andeast of the rail crossing [Photographs 21 and 22]. Its primary purpose is forrecreational use. It links to the Oxfordshire Way [FP 318/5] immediately tothe west of the railway. Access to the rail crossing is via stiles on both sides.5.27 Survey data for June 2009 showed there to be only four users over an eighthour period over a weekend when levels of recreational use should be at theirhigh.Oddington Number 5 [FP 318/5]5.28 Oddington Number 5 forms part of the Oxfordshire Way, a 65 mile long pathlinking the north of Oxford with the Thames via the Chilterns. TheOxfordshire Way in this location crosses through agricultural land and is oneof the more important recreational routes within the County. The railwaycrossing is staggered at this point which requires people to walk along the railtrack for a short distance on both sides to reach the crossing point. Therailway is slightly raised at this point and access to/from the north is viashallow steps [Photograph 23].5.29 The June 2009 survey showed there to be no users over an eight hour periodon Sunday when levels of recreational use should be highest.ENVIRONMENTAL RESOURCES MANAGEMENT28CHILTERN RAILWAYS

Islip Number 4 [FP 260/4]5.30 This is a rural and unmade footpath crossing agricultural land to the northand south of the railway. Its principal use is likely to be for recreation. Thecrossing is accessed via wooden stiles from the footpath [Photograph 24].5.31 The June 2009 survey showed there to be no users over a three hour period ona Sunday when levels of recreational use should be high.Islip Level Crossing5.32 Islip Level Crossing on Mill Lane serves a small number of residentialproperties to the west of Islip village, all of which have an alternative highwayaccess via the nearby Kidlington Road. The crossing has manually operatedgates for vehicles and pedestrians which have to be opened by whoever isusing the crossing [Photograph 25]. These types of crossing have aparticularly poor safety record, mainly due to errors or abuse by members ofthe public. The railway is on a curve at this location and visibility along theline is poor. Mill Lane joins bridleway BR 260/1 to the south and links in withthe Water Eaton Number 5 bridleway [BR 229/5] further south west, close toMiddle Farm, Water Eaton.5.33 The June 2009 survey showed that 14 vehicles used the level crossing over aneight hour period, equating to less than two vehicles per hour. Over the sametime period, 37 pedestrians used the crossing, equating to around five usersper hour. There were no equestrian users.Water Eaton Number 5 [BR 229/5]5.34 Water Eaton Number 5 is one of two bridleways that cross the railway atgrade.The bridleway [BR 229/5] links Water Eaton Lane to the A4165 andconnects with the bridleway running from Water Eaton to Mill Lane at Islip[BR 229/9]. Access to the level crossing is controlled by wide metal gates onboth sides of the crossing [Photograph 26].5.35 The June 2009 survey showed there to be no equestrians using the crossingover an eight hour period, but a total of 39 pedestrians did so. This equates toaround five pedestrians per hour.Gosford and Water Eaton Number 4 [FP 229/4]5.36 The footpath links Kidlington to the north via Water Eaton Lane to WaterEaton to the south. The footpath crosses the A34 at-grade, a busy dualcarriageway, immediately to the north of the railway crossing. Access to thecrossing is controlled by metal gates on both sides [Photograph 27]. South ofthe railway the footpath continues across agricultural land to the east of theWater Eaton park and ride site.ENVIRONMENTAL RESOURCES MANAGEMENT29CHILTERN RAILWAYS

5.37 A site visit in July 2009 showed the footpath [FP 229/4] immediately south ofWater Eaton Lane, linking to the Gosford and Water Eaton Number 4 crossingfrom the north, to be inaccessible due to overgrown vegetation [Photograph28]. The inaccessibility of the path supports the evidence from the survey datathat the path is used infrequently, if at all. The June 2009 survey showed thereto be no users over a three hour period over a weekend when levels ofrecreational use should be high.Gosford and Water Eaton Number 10 [FP 229/10]5.38 The Gosford and Water Eaton Number 10 footpath forms part of the widerKidlington and Water Eaton Circular Route. To the east of the crossing, itpasses through the North Oxford Golf Club [Photograph 29]. To the west ofthe crossing the footpath continues through agricultural land to the slip roadinto the Peartree roundabout [Photograph 30].5.39 The June 2009 survey showed there to be one user in an eight hour periodover a weekend when levels of recreational use would be expected to be high.CONCLUSION5.40 The baseline information shows that most of the crossings have low levels ofusage, in particular the more remote rural footpaths that may only haverecreational users. In some cases, there were no users recorded over thesurvey period. The one exception was the crossing at Water Eaton Number 5where an average of five pedestrians per hour used the footpath over a day atthe weekend. As would be expected, higher levels of usage are experiencedon the crossings in urban locations, such as London Road and Tubbs Lane inBicester and those within rural settlements, such as Islip Level Crossing.Langford Lane provides an important link to a number of residential premisesand an equestrian business which accounts for higher level of use in thislocation.ENVIRONMENTAL RESOURCES MANAGEMENT30CHILTERN RAILWAYS

6 PROPOSED MODIFICATIONS TO RAILWAY CROSSINGS ANDTHE PUBLIC RIGHTS OF WAY NETWORKINTRODUCTION6.1 This section sets out in detail the proposals at each of the railway crossingsand intersections with public rights of way. It sets out a number of key designprinciples which underpin the approach taken by Chiltern Railways toproviding new public rights of way infrastructure.DESIGN PRINCIPLES6.2 The design of the new crossings and footpath diversions will follow a numberof key principles and commitments. These are that:• Signs will be erected at both ends of the extinguished or diverted pathsinforming potential users that the right of way has been closed ormodified, advising them of the alternative route.• Structures such as gates and stiles will be designed to British Standard5709 (2001) on Stiles and Gates but will not exclude opportunities forlocally distinct designs. As a principle, gates on bridleways will beeasily opened from horseback and on foot.• New signage and way markers will be appropriate and sympathetic tothe location and in accordance with standard colour coding as set out inthe Natural England booklet Waymarking Public Rights of Way (2008).• Lighting will be provided for the Tubbs Lane crossing in line withexisting provision. The London Road crossing in Bicester is already lit.Rural footpaths will not be lit.• Suitable fencing will be provided along the railway to preventpedestrian access onto the railway.• Rural footpaths through agricultural land will be unmade and notenclosed. Rural footpaths will retain an informal and natural character.• New paths in urban areas will be surfaced and designed to appropriatestandards as set in the departmental standard HD 39/01 FootwayDesign (DMRB 7.2.5) which covers both footways adjacent to a road andpedestrian-only footpaths which are separated from a public highway.• The new bridleway crossings will have a normal hard road surface suchas concrete or tarmac. The parapets will be at least 1.5 metres high.ENVIRONMENTAL RESOURCES MANAGEMENT31CHILTERN RAILWAYS

COMPLIANCE WITH THE DISABILITY DISCRIMINATION ACT (1995)REQUIREMENTS6.3 Chiltern Railways has had regard to the requirements under the Disabilityand Discrimination Act [DDA] which makes it unlawful for a service providerto discriminate against a disabled person. Where a replacement footbridge isbeing provided which is served by a surfaced path suitable for disabled usersthen a DDA compliant bridge with steps and ramped access will be provided.Where footbridges are served by unmade paths in remote rural locationswhere disabled access is not possible these bridges will have stepped accessonly.PROPOSED CHANGES TO RAIL CROSSINGS AND PUBLIC RIGHTS OF WAYNETWORK6.4 Table 6.1 summarises the proposed modifications for each crossing. A fulldescription of the proposed changes is given in the following sections.Table 6.1:Summary of Proposed Changes to Public Rights of Way Affected by theSchemeName of CrossingReferenceNumberTypePreferred Solution including PROWDiversionsNorth of Gavray FP 129/3 Public Footpath New footbridge over rail chord.DriveTubbs Lane FP 129/3 Public Footpath New DDA compliant footbridge.London Road LevelCrossingLangford LaneLevel CrossingHighway Highway Retain as public road crossing withsafety improvements.Highway Highway Close and create new highway linkcrossing railway on a new highwaybridge.Elm Tree Farm No 1 FP 398/6 Public Footpath Close and divert footpath to the newLangford Lane highway bridge.Merton Foot FP 398/3 Public Footpath New foot bridge.Wendlebury Foot FP 398/2 Public Footpath Close and divert to new footbridge atMerton Foot.Beebont Bridleway BR 157/4 Public Bridleway Close and divert to new farmaccommodation and bridleway bridgeto the south of Holts Farm.Oddington Foot FP 318/6 Public Footpath Close and divert to new highwaybridge at Oddington Level Crossing.Yew Tree Farm FP 318/2 Public Footpath Close and divert to new highwaybridge at Oddington Level Crossing.Oddington Level Highway Highway New highway bridge.CrossingIslip Foot FP 318/7 Public Footpath Close and divert to new footbridge atOddington No 5.Oddington No 5 FP 318/5 Public Footpath New footbridge.Islip No 4 FP 260/4 Public Footpath Close and divert to new Oddington No5 footbridge.ENVIRONMENTAL RESOURCES MANAGEMENT32CHILTERN RAILWAYS

Name of CrossingIslip LevelCrossing/Mill LaneReferenceNumberTypePreferred Solution including PROWDiversionsHighway Highway Close and divert road traffic viaexisting highways and construct DDAcompliant replacementfootpath/bridleway bridge.Water Eaton No 5 BR 229/5 Public Bridleway Close and divert to new farmaccommodation and bridleway bridgeto the north of Water Eaton No 5.Gosford and WaterEaton No 4Gosford and WaterEaton No 10FP 229/4 Public Footpath Close and divert to the west of A34linking to A4165 by steps.FP 229/10 Public Footpath New footbridge.6.5 The latest illustrative designs for the new road, footpath and bridlewaystructures are provided in Annex F. Annex G contains a set of figuresshowing in detail the proposed changes and diversions to the public rights ofway network.North of Gavray Drive [FP 129/3]6.6 A new stepped footbridge is to be constructed over the rail chord in order tomaintain access to footpath FP 129/3. The design of the footbridge is shownin drawing 5083471-RLS-BOX-CBR-08501 in Annex F. It will be a metalstructure with two flights of steps on either side of the bridge and a parapetalong the span crossing the railway. The footpath will remain un-surfaced.6.7 There are no footpath diversions required in this location as a new bridge isproposed.Tubbs Lane Public Footpath [FP 129/3]6.8 A new DDA compliant bridge is to be provided in the location of the currentcrossing. A possible design for the footbridge is shown in drawing 5083741-RLS-BOX-CBR-08512 in Annex F. This will provide a safe crossing for thelarge numbers of users in the area, including those pushing prams andbicycles and the mobility impaired.6.9 The bridge will be a steel ramp and stepped structure on steel pillars on eitherside of the railway. There is evidence of a significant number of cyclists usingthe existing crossing. The ramped structure will enable cyclists to continue tocross at this point although they will have to dismount to cross the new bridgein order to prevent conflict with other users. ‘Cyclists Dismount' signs areproposed at each end of the ramps.6.10 There are no footpath diversions required in this location as a new bridge isproposed. The bridge links back into the existing network footpaths.ENVIRONMENTAL RESOURCES MANAGEMENT33CHILTERN RAILWAYS

London Road Level Crossing6.11 The London Road Level Crossing is to be retained and improved as designstudies showed that it would be extremely difficult to provide a replacementbridge to meet the requisite highway alignment standards without extensiveland acquisition and property demolition. Any bridge would also havesignificantly adverse visual impact on and from the surrounding townscape.Whilst the number of crossing closures and the percentage of time in whichthe highway is closed, with the Scheme in place will be greater than now, thisis still lower than at other crossings across the rail network.6.12 The upgrade will not affect the presentation of the crossing to road users inthat the existing arrangement of barriers, traffic signals and audible warningswill remain unchanged. However, the crossing will be operated by a signallerat a remote location rather than by the train driver. The closure sequence willbe automatically initiated by the approach of a train. This will alert thesignaller by an audible alarm and initiate the road stop signals. A CCTVmonitor will switch on, presenting the signaller with a series of live views ofthe crossing and the signaller will start the barrier-lowering sequence. Oncethe barriers are fully lowered, the signaller presses a button to confirm that heor she has checked the CCTV monitors and observed that the crossing is clearof obstructions. The railway signals protecting the crossing are interlockedwith the crossing controls, and can only be cleared to green once the barriersare fully lowered and the signaller has operated the ‘crossing clear’ button. Aswith the current arrangement, the barriers raise automatically once the trainhas passed.6.13 The upgrade to the crossing will also include improvements to the footway inthe vicinity of the level crossing which will improve the environment forpedestrians crossing the railway at this location. Two additional pedestriancontrolled crossings are being proposed on London Road to facilitatepedestrian movements into Bicester Town station.6.14 The main advantages of the proposed system over the current one are reducedroad closure time each time a train passes it removes the need for the traindriver to operate the crossing and with it the need for every train to stopbefore passing over the crossing. It is estimated that the average closure timeper train movement will be around two minutes and therefore the maximumclosure time will average eight minutes per hour. The London boundplatform will be sited so that the crossing barriers can remain ‘up’ whilst atrain is standing in the station, thus minimising closing time.6.15 A full assessment of any road traffic impacts associated with the retention andimprovement of the level crossing is considered in the Traffic and Transportchapter of the Environmental Statement which accompanies the Transport andWorks Act Order.ENVIRONMENTAL RESOURCES MANAGEMENT34CHILTERN RAILWAYS

Langford Lane Level Crossing6.16 The level crossing at Langford Lane is to be closed. A new road is to beprovided to the south of the existing level crossing. The proposed alignmentand design of the road and the bridge over the railway is shown in drawing5083741-RLS-BOX-CBR-08543 in Annex F. The alignment of the road has beendesigned in order to avoid the Alchester Scheduled Ancient Monument whichcovers a large area in the vicinity of Langford Lane. This alignment wasdevised as a result of consultation with English Heritage who advised thatconstruction of a bridge and connecting highway within the area of the SAMwould be unacceptable.6.17 The new road will provide access to residential properties and the equestrianbusiness to the east of the railway. The new road will add an additionalkilometre to journeys for people who would otherwise have used theLangford Lane level crossing. Figure G1 in Annex G shows the alignment ofthe new road. Currently the distance between points A and B is 1.05kilometres on the existing road alignment. This increases to 2.05 kilometreswith the new alignment.6.18 There are no footpath diversions proposed.Elm Tree Farm Number 1 [FP 398/6]6.19 The current crossing at Elm Tree Farm Number 1 is to be closed along with ashort stretch of the footpath to the east of the railway [FP 398/6]. Walkers willbe diverted along a new footpath on the western side of the railway to thereplacement bridge for Langford Lane where there will be stepped access ontothe new road bridge. Pedestrians will cross the railway using the bridgebefore rejoining the footpath on the eastern side of the railway.6.20 The alignment of the new footpath and the proposed diversion is shown onFigure G1 in Annex G. Currently the distance between points C and D via theexisting footpath is 305 metres. With the proposed diversion this will increaseslightly to 405 metres.Merton Foot [FP 398/3]6.21 A new stepped footbridge is to be constructed over the railway in thislocation. The design of the footbridge is shown in drawing 5083741-RLS-BOX-CBR-08561 in Annex F. It will be a metal structure with two flights of steps oneither side of the bridge and a parapet along the span crossing the railway.ENVIRONMENTAL RESOURCES MANAGEMENT35CHILTERN RAILWAYS

6.22 There are no footpath diversions required at this location as a new bridge isproposed.Wendlebury Foot [FP 398/2]6.23 The current crossing at Wendlebury Foot is to be closed. Walkers will be ableto use the existing footpath to the west of the railway [FP 398/2] to go underthe M40 to use the new footbridge at Merton Foot crossing. A new path is tobe created to the east of the railway which walkers will use to rejoin thefootpath on the east of the railway [FP 398/2].6.24 The alignment of the new footpath and the proposed diversion is shown onFigure G1 in Annex G. Currently the distance between points E and F via theexisting footpath is 40 metres. With the proposed diversion this will increaseto 725 metres.Beebont Bridleway [BR 157/4]6.25 The current at-grade bridleway crossing at Beebont is to be closed andreplaced with a new dual purpose bridleway and farm accommodation bridgeto the south of Holts Farm. A section of the bridleway [BR 157/4] will beclosed between the points where a new bridleway is to be provided. Theproposed alignment and design of the farm accommodation and bridlewaybridge is shown in drawing 5083741-RLS-BOX-CBR-08576 in Annex F.6.26 The alignment of the new bridleway and proposed diversion is shown onFigure G1 in Annex G. The alignment of the bridleway diversion has beendesigned in order to avoid the Wendlebury Meads and Mansmoor Closes Siteof Special Scientific Interest (SSSI) which covers a large area to the north eastof Holts Farm. Riders will be diverted from the existing bridleway [BR 398/8]to a new bridleway that is to be created across a field to the east of the railwayand around the field edges to the west of Holts Farm. A new road bridge, fordual use, will carry the bridleway over the railway before it rejoins the currentalignment [BR 157/4] on Mansmoor Road.6.27 Currently the distance between points G and H via the existing bridleway is0.78 kilometres. With the proposed diversion this will increase to 1.67kilometres.Oddington Foot [FP 318/6]6.28 The current Oddington Foot crossing is to be closed. Walkers will be able touse the existing footpath to the east of the railway [FP 318/6]. A new path isto be created alongside the eastern boundary of the railway linking to a newhighway bridge at Oddington Level Crossing. There will be stepped accessfrom the new footpath to the elevated bridge level.ENVIRONMENTAL RESOURCES MANAGEMENT36CHILTERN RAILWAYS

6.29 The alignment of the new footpath and the proposed diversion is shown onFigure G2 in Annex G. Currently the distance between points I and J via theexisting footpath is 0.69 kilometres. With the proposed diversion this willincrease to 2.42 kilometres.Yew Tree Farm [FP 318/2]6.30 The current crossing at Yew Tree Farm is to be closed. Walkers will be able touse the existing footpath to the east of the railway [FP 318/2]. A new path isto be created alongside the eastern boundary of the railway linking to a newhighway bridge at Oddington Level Crossing. There will be stepped accessfrom the new footpath to the elevated bridge level.6.31 The alignment of the new footpath and the proposed diversion is shown onFigure G2 in Annex G. Currently the distance between points K and L via theexisting footpath is 0.56 kilometres. With the proposed diversion this willincrease to 1.27 kilometres.Oddington Level Crossing6.32 The level crossing at Oddington is to be closed and a new highway bridge is tobe provided around 150 metres to the east of the current alignment. Thealignment and design of the road and the bridge over the railway is shown indrawing 5083741-RLS-BOX-CBR-08591 in Annex F. Access will be maintainedto residential properties and Oddington Grange Business Park.6.33 There are no public footpath diversions necessary.Islip Foot [FP 318/7]6.34 The current Islip Foot crossing is to be closed. Walkers will be able to use theexisting footpath to the east of the railway [FP 318/7]. A new path is to becreated alongside the eastern boundary of the railway linking to a newfootbridge at Oddington Number 5 [FP 318/5].6.35 The alignment of the new footpath and the proposed diversion is shown onFigure G2 in Annex G. Currently the distance between points M and N viathe existing footpath is 160 metres. With the proposed diversion this willincrease to 660 metres.Oddington Number 5 [FP 318/5]6.36 The current footpath crossing at Oddington Number 5 is to be closed andreplaced with a stepped metal bridge. The alignment and design of the bridgeis shown in drawing 5083741-RLS-BOX-CBR-08581 in Annex F. The bridgedesign reflects the staggered alignment of the crossing at this point. It will bea metal structure with two flights of steps on either side of the bridge and aparapet along the span crossing the railway.ENVIRONMENTAL RESOURCES MANAGEMENT37CHILTERN RAILWAYS

6.37 There are no footpath diversions required at this location as a new bridge isproposed.Islip Number 4 [FP 260/4]6.38 The current footpath crossing at Islip Number 4 is to be closed. Walkers willbe diverted along the existing Oxfordshire Way footpath [FP 318/5] to use thenew footbridge at Oddington Number 5. A new footpath is to be createdlinking the Oxfordshire Way [FP 318/5] with the existing Islip Number 4footpath [FP 318/8] to the west of the railway along field boundaries. Thealignment of the new footpath and the proposed diversion is shown on FigureG2 in Annex G.6.39 Currently the distance between points O and P via the existing footpath is 1.20kilometres. With the proposed diversion this will increase to 1.59 kilometres.This is an increase of 0.39 kilometres with the diversion in place.Islip Level Crossing6.40 The current level crossing at Islip, on Mill Lane, is to be closed. Access will bemaintained to properties on Mill Lane via Mill Street and Kidlington Road butthere will be no through traffic. Access across the railway for road vehicleswill be via the existing Kidlington Road.6.41 Although the survey results showed that the number of pedestrians and horseriders using the level crossing were low, a new footpath and bridleway bridgeis to be provided around 125 metres to the north of the current level crossing.As the bridge would replace an existing surfaced road it will be DDAcompliant with ramps on a 1:20 gradient. The location of the bridge andramps has been chosen to minimise visual impact and land severance and toavoid wildlife habitats. The alignment and design of the footpath andbridleway bridge over the railway is shown in drawing 5083741-RLS-BOX-CBR-08592 in Annex F.6.42 There are no public footpath diversions necessary. A new section of footpathand bridleway will be created to link the new bridge to the existing highwayon either side of the level crossing on Mill Lane. The bridge and links fromMill Lane will be created as a public bridleway.6.43 Currently the distance between points Q and R along the existing road is 430metres. With the proposed diversion this will increase to 583 metres. This isan increase of 153 metres.ENVIRONMENTAL RESOURCES MANAGEMENT38CHILTERN RAILWAYS

Water Eaton Number 5 [BR 229/5]6.44 The current bridleway crossing at Water Eaton Number 5 is to be closed andreplaced with a new dual purpose bridleway and farm accommodation bridgeto the north east of the existing crossing. A short section of the bridleway [BR229/5] will be closed between the points where a new bridleway is to beprovided. The alignment and design of the farm accommodation andbridleway bridge is shown in drawing 5083741-RLS-BOX-CBR-08595 in AnnexF.6.45 The alignment of the new bridleway and proposed diversion is shown onFigure G3 in Annex G. Riders will be diverted from the existing bridleway[BR 229/5] to a new bridleway that is to be created to the east of the currentalignment. A new road bridge, for dual use, will carry the bridleway over therailway before the bridleway rejoins the existing bridleway to the north westof Middle Farm.6.46 Currently the distance between points S and T via the existing bridleway is0.74 kilometres. With the proposed diversion, this will decrease slightly to0.55 kilometres.Gosford and Water Eaton Number 4 [FP 229/4]6.47 The current footpath crossing at Gosford and Water Eaton Number 4 is to beclosed. Walkers will be diverted from the existing footpath [FP 229/4] fromWater Eaton Lane to a new footpath which will run alongside the northernedge of the A34 within the field. Stepped access will be provided to the A4165where walkers can use the existing footway alongside the road.6.48 The alignment of the new footpath and the proposed diversion is shown onFigure G3 in Annex G. A large section of footpath is proposed to be closedfrom the south of the A34 to the termination of the footpath where it joinsfootpath FP 229/9.6.49 Currently the distance between points U and V via the existing bridleway is1.27 kilometres. With the proposed diversion this will increase slightly to 1.42kilometres.Gosford and Water Eaton Number 10 [FP 229/10]6.50 The current footpath crossing at Gosford and Water Eaton Number 10 is to beclosed and replaced with a stepped metal bridge. The alignment and designof the bridge is shown in drawing 5083741-RLS-BOX-CBR-08561 in Annex F.The bridge will be a metal structure with two flights of steps on either side ofthe bridge and a parapet along the span crossing the railway.6.51 There are no footpath diversions required at this location as a new bridge isproposed.ENVIRONMENTAL RESOURCES MANAGEMENT39CHILTERN RAILWAYS

CONCLUSION6.52 In summary there are 11 closures of public rights of way crossings where therewill need to be diversions made from the existing public rights of waynetwork through the creation of new road, footpath and bridleway links.These public rights of way are at:• Langford Lane Level Crossing;• Elm Tree Farm Number 1 [FP 398/6];• Wendlebury Foot [FP 398/2];• Beebont Bridleway [BR 157/4];• Oddington Foot [FP 318/6];• Yew Tree Farm [FP 318/2];• Islip Foot [FP 318/7];• Islip Number 4 [FP 260/4];• Islip Level Crossing;• Water Eaton Number 5 [BR 229/5]; and• Gosford and Water Eaton Number 4 [FP 229/4].6.53 In Section 7, the report considers the extent to which these proposeddiversions meet the tests set out in legislation as to whether the diversion is‘reasonably convenient’ to the public.ENVIRONMENTAL RESOURCES MANAGEMENT40CHILTERN RAILWAYS

7 IMPACTS OF THE CHANGES TO THE PUBLIC RIGHTS OF WAYNETWORKINTRODUCTION7.1 This section considers the impacts of the proposed changes to the public rightsof way network on members of the public generally, to persons whoseproperties adjoin the existing and proposed public rights of way and anyimpacts on the land served and crossed by the right of way.7.2 The tests which are being relied on in the assessment of impacts of publicrights of way as a result of the Scheme are:• whether it is reasonably practicable to make the crossing safe for use bythe public,• the arrangements being made for ensuring that appropriate barriers andsigns are erected and maintained;• whether the diversion is reasonably convenient to the public takingaccount of length of diversion, difficulty of walking and purpose of theroute;• the effect that the diverted way will have on rights of way network as awhole;• the safety of the diversion, particularly where it passes along or across avehicular highway; and• the effect that the proposal will have on land served by the existing pathand on the land over which the new path is to be created.7.3 When considering the length of the proposed diversion, a distance of 1.0kilometre or more is deemed to be significant to walkers.CONSIDERATION OF THE TESTS7.4 In respect of the tests, the first two relate to whether it is reasonablypracticable to make the existing crossing safe for use by the public, and thearrangements being made for ensuring that appropriate barriers and signs areerected and maintained. These are common to all of the proposed changes tothe public rights of way network and are dealt with together. In respect of allthe other tests, these are considered on a case by case basis in the subsequentsections.ENVIRONMENTAL RESOURCES MANAGEMENT41CHILTERN RAILWAYS

Whether it is Reasonably Practicable to Make the Crossing Safe for Use bythe Public7.5 The consideration of crossing alternatives in each location has been driven bythe need to provide safe passage across the railway. As stated in Section 4,Chiltern Railways has adopted the approach that the most effective way ofreducing level crossing risk is to eliminate the crossing completely, asendorsed by Network Rail. This can be achieved either by provision of a newbridged crossing or the creation of diversionary route to another safe crossingpoint. In considering alternative crossing solutions, one of the main criteriaused was whether it provided a safe crossing alternative. This was consideredtogether with other criteria including operation and maintenance costs andoperational performance and funding levels. In all cases the crossing of therailway has been made safe.Arrangements Being Made for Ensuring that Appropriate Barriers andSigns are Erected and Maintained7.6 Chiltern Railways will ensure that all appropriate barriers and signs areerected and maintained. The elements of the development for which deemedplanning consent is being sought through the Transport and Works Act Orderincludes “the installation of full barriers, traffic lights and CCTV at the London Roadcrossing” and the “erection of necessary boundary fencing, lighting and signage”.7.7 Chiltern Railways has proposed a draft planning condition to be attached tothe Planning Direction (Condition 4) in relation to the provision of securityfencing to this effect. The condition states that development shall notcommence until details of all permanent boundary fencing or other means ofenclosure have been submitted to and approved by the local planningauthority.7.8 Chiltern Railways will be responsible for erecting the necessary signs andbarriers required as part of the construction process. The responsibility for themaintenance of the barriers and signs within the rail corridor will transferwith ownership to Network Rail or the local authority, by agreement, oncompletion of the works.CONSTRUCTION IMPACTS ON PUBLIC RIGHTS OF WAY USERS7.9 The Chiltern Railways (Bicester to Oxford Improvements) Order contains aprovision that requires that during construction the existing at-grade crossingswill be kept open until the permanent replacement and/or diversion havebeen constructed in the vicinity.ENVIRONMENTAL RESOURCES MANAGEMENT42CHILTERN RAILWAYS

7.10 At well used crossings such as Tubbs Lane, where construction work isintended to be progressed adjacent to the existing at-grade crossing, theproject may have to deploy ‘level crossing banksmen’ to ensure safe passageof the public across the construction site. The final programming of theseactivities will be concluded during the final consultation stages immediatelyprior to commencing construction.Tubbs Lane Public Footpath [FP 129/3]7.11 Given the high level of usage of the Tubbs Lane crossing the constructionimpacts are described separately. Greater detail on the extent of constructionactivities in the Tubbs Lane area is contained in the Environmental Statementwhich accompanies the Transport and Works Act Order application. It is fullyappreciated that the new bridge proposed for Tubbs Lane is located in aheavily populated residential area and special measures will be incorporatedinto working methods to ensure disturbance caused by essential constructionactivities is minimised.7.12 At Tubbs Lane, where the construction of the bridge will affect the currentfootpath to the west of the railway connecting to Launton Road, a diversionwill be provided to the rear of commercial properties alongside the railway,east of the existing crossing.Conclusion7.13 Given the commitment to retain the current at-grade crossings untilpermanent provision is available in the vicinity and/or a diversion has beenprovided there will be no significant impacts on the public rights of way usersin terms of access and convenience and the tests are met. Other impacts of theconstruction activities on users, such as noise and dust, are discussed in detailin the Environmental Statement which accompanies the Transport and WorksAct Order application.PERMANENT IMPACTS ON PUBLIC RIGHTS OF WAY USERSLangford Lane Level Crossing7.14 The level crossing at Langford Lane is to be closed and a new roadconstructed to provide access to residential properties and the equestrianbusiness. The new road alignment will add an additional kilometre to thepresent journey. For the majority of road users, people in cars, the additionalkilometre is not significant and is reasonably convenient. The new road willretain its rural character.ENVIRONMENTAL RESOURCES MANAGEMENT43CHILTERN RAILWAYS

7.15 The survey in June 2009 showed a small number of pedestrians used thecrossing (14 in an eight hour period) and no horse riders. Despite thepresence of the equestrian business to the east of the railway, large numbers ofhorse riders using the crossing were not expected as the main connection tothe bridleway network [BR 295/4] is also to the east of the railway.7.16 An overriding concern in developing the alternative route has been to avoidimpacts on the Alchester Scheduled Ancient Monument which has had to bebalanced with the requirement to meet the ‘reasonably convenient’ test. Theproposed highway alignment achieves this.7.17 The proposed diversion does not impact on the connectivity of the publicrights of way network or its enjoyment by users. The proposed diversionprovides a safer route for users as it removes the need to cross the railway atgrade.7.18 The road alignment will require land take from a number of fields though willnot lead to a change in the overall rural character and agricultural use in thearea. The full implications of land take issue are considered in theEnvironmental Statement which accompanies the Transport and Works ActOrder.7.19 The primary purpose of Langford Lane is to provide road access to a numberof properties. Despite a few pedestrian users it does not form part of thepublic rights of way network, with which it has little connectivity. As such adiversion of one kilometre is not considered to be significant for its primaryusers, people in cars. Given the overall low level of pedestrian and equestrianuse, the proposed diversion does provide an acceptable alternative to thecurrent crossing and is, therefore, reasonably convenient under the tests.Elm Tree Farm Number 1 [FP 398/6]7.20 The Elm Tree Farm crossing is to be closed and walkers diverted along a shortsection of new footpath along the western side of the railway before using astepped access on the new Langford Lane highway bridge. The proposeddiversion is only an additional 100 metres in length and is not significant forwhat are predominately recreational users. It is considered to provide areasonably convenient alternative for walkers. The diversion will be alongnew unmade footpath along field boundaries. In this respect there will be nochange in the difficulty of walking, the recreational purpose of the route or theenjoyment of the walker.7.21 The diversion will not impact on the connectivity of the network as a wholeand provides a safer route for users. It removes the need to cross the railwayat-grade.7.22 The diversion will result in the extinguishment of a short length of cross-fieldpath to be replaced by a short section of unmade path along a field margin.The proposed diversion is beneficial to the owners of the agricultural landoccupied by the existing footpath.ENVIRONMENTAL RESOURCES MANAGEMENT44CHILTERN RAILWAYS

7.23 In these respects it is considered that the proposed diversion of the Elm TreeFarm footpath [FP 398/6] meets the tests and provides an acceptablealternative to the current crossing.Wendlebury Foot [FP 398/2]7.24 The Wendlebury Foot crossing is to be closed and walkers diverted along anexisting section of footpath along the western side of the railway to the newMerton Foot footbridge before travelling back along a new footpath on theeastern side of the railway. The proposed diversion is only an additional 685metres in length and is not considered a significant diversion forpredominately recreational walkers. It is reasonably convenient to the public.The diversion will be along existing and new unmade footpaths along fieldboundaries close to the railway, going under the M40. In this respect therewill be no change in the difficulty of walking, the enjoyment experienced bywalkers or the recreational purpose of the route.7.25 The diversion will not impact on the connectivity of the network as a wholeand provides a safer route for users. It removes the need to cross the railwayat-grade. The diversion will result in the creation of a short length of pathalong the railway and on the field margin.7.26 In these respects it is considered that the proposed diversion of theWendlebury footpath [FP 398/2] meets the tests and provides an acceptablealternative to the current at-grade crossing.Beebont Bridleway [BR 157/4]7.27 The proposed bridleway diversion over the dual use bridge at Holts Farm willonly lengthen the bridleway by around 890 metres and can be consideredreasonably convenient compared to the present bridleway. A diversion of thislength is not considered to be significant for horse riders. The length of thediversion has been determined by the need to avoid any impact on theWendlebury Meads and Mansmoor Closes SSSI in the vicinity of Holts Farm.7.28 The dual use farm accommodation and bridleway bridge will be a rampedstructure with a road surface such as concrete. The bridge will have parapetsof at least 1.5 metres in order to keep horses and riders safe. As such the easeof use of the proposed diversion will be maintained. The level of use byvehicles accessing Holts Farm will be low and not detrimental to the use of thediversion as a bridleway.7.29 The proposed diversion will not impact on the connectivity of the network asa whole and provides a safer route for users. It removes the need to cross therailway at-grade and the alignment of the replacement bridleway is furtheraway from the railway than at present.ENVIRONMENTAL RESOURCES MANAGEMENT45CHILTERN RAILWAYS

7.30 The diversion will result in the replacement of a section of the existingbridleway, the alignment of which is either along segregated unmade track oralongside hedgerows. The new bridleway around Holts Farm will be similarin character to the existing bridleway and the enjoyment of users will be notaffected.7.31 Much of the proposed diversion will be along existing field boundariesthough there will be a section across fields. The impact will be positive on theland served by the existing bridleway. Where the new bridleway is to becreated there is a section where existing use of fields may be affected. Anoverriding concern in respect of developing the alternative route has been toavoid impact on the SSSI which has had to be balanced with the requirementto meet the ‘reasonably convenient’ test. The route of the proposed bridlewayalignment achieves this.7.32 In these respects it is considered that the proposed diversion of the Beebontbridleway [BR 157/4] meets the tests and provides a reasonably convenientalternative to the current crossing.Oddington Foot [FP 318/6]7.33 The Oddington Foot crossing is to be closed. A footpath diversion will becreated along a new footpath to the east of the railway. The footpath willcross the railway using the new Oddington highway bridge. This results in adiversion of 1.73 kilometres. This is the longest of the diversions proposed asa result of the Scheme and is considered to be significant.7.34 The proposed diversion will not impact on the connectivity of the network asa whole. The footpath [FP 318/6] is considered by Oxfordshire CountyCouncil to be an important route linking the settlements of Charlton-on-Otmoor and Weston-on-the-Green. Despite it being seen as an importantroute, survey data for June 2009 showed there to be no users over a three hourperiod on a Sunday, when levels of recreational use should have been at theirhighest.7.35 Ease of walking will be unaffected as the diversion will be provided as anunmade field path as is the current footpath. The proposed diversionprovides a safer route for users since it removes the need to cross the railwayat-grade. The environment for walkers will change along the section of newfootpath running adjacent to the railway. This may impact on walkers’ levelof enjoyment on this section but on the whole the footpath retains its ruralcharacter and function as a recreational route.7.36 The diversion will result in the extinguishment of a substantial length of crossfield paths to be replaced by a long section of unmade path along the railwaycorridor which forms a field boundary. The proposed diversion is beneficialto the land served by the existing footpath and has little impact where the newpath is being created on a field margin.ENVIRONMENTAL RESOURCES MANAGEMENT46CHILTERN RAILWAYS

7.37 Although the length of the diversion is significant, being over a kilometre [1.73kilometres], it is considered that given the recreational nature of the route andthe low level of usage, it does provide an acceptable alternative to the currentcrossing and is, therefore, reasonably convenient under the tests.Yew Tree Farm [FP 318/2]7.38 The Yew Tree Farm crossing is to be closed and the footpath diverted via anew footpath along the eastern boundary of the railway. The footpath willcross the railway using the new Oddington highway bridge. This results in adiversion of 710 metres and is reasonably convenient to the public who areprimarily recreational walkers.7.39 Ease of walking will be unaffected as the diversion will be provided as anunmade field path as is the current footpath. The environment for walkerswill change along the section of new footpath running adjacent to the railway.This may impact on walkers’ level of enjoyment for a short while on thissection, but overall the footpath retains its rural character and will stillfunction as a recreational route for walkers.7.40 The proposed diversion will not impact on the connectivity of the network asa whole. The proposed diversion provides a safer route for users as itremoves the need to cross the railway at-grade.7.41 The diversion will result in the extinguishment of a substantial length of crossfield path, to be replaced by a short section of unmade path along the railwaycorridor which forms a field boundary. The proposed diversion is beneficialto the land served by the existing footpath and has little impact where the newpath is being created on a field margin.7.42 In these respects it is considered that the proposed diversion of the Yew TreeFarm footpath [FP 318/2] meets the tests and provides an acceptablealternative to the current crossing.Islip Foot [FP 318/7]7.43 The current Islip Foot crossing is to be closed and the footpath diverted alonga new footpath alongside the eastern boundary of the railway linking to a newfootbridge at Oddington Number 5 [FP 318/5]. This results in an increase of500 metres which is not considered a significant diversion for predominatelyrecreational walkers. The proposed diversion is reasonably convenient to thepublic. Ease of walking will be unchanged as the diversion will be providedas an unmade field path as is the current footpath. The short section of newfootpath alongside the railway should not impact on the overall enjoyment ofwalkers using this still ostensibly rural and recreational route.7.44 The proposed diversion will not impact on the connectivity of the network asa whole. The proposed diversion provides a safer route for users since itremoves the need to cross the railway at-grade.ENVIRONMENTAL RESOURCES MANAGEMENT47CHILTERN RAILWAYS

7.45 The diversion will result in the extinguishment of a short length of cross fieldpath. The proposed diversion is beneficial to the land served by the existingfootpath. The new footpath is to be created alongside the railway on the fieldmargin and there will be little impact on land use.7.46 In these respects it is considered that the proposed diversion of the Islip Footfootpath [FP 318/7] meets the tests and provides an acceptable alternative tothe current at-grade crossing.Islip Number 4 [FP 260/4]7.47 The Islip Number 4 crossing is to be closed and walkers will be diverted alongthe existing Oxfordshire Way footpath [FP 318/5] to use the new footbridge atOddington Number 5 and connect to a new to the west of the railway. Theproposed diversion to the new footbridge at Oddington Number 5 is only anadditional 390 metres in length and not considered significant. The diversionwill be reasonably convenient to the public. The diversion will be alongexisting and new unmade footpath across fields or along field boundaries. Inthis respect there will be no change in the difficulty of walking or therecreational purpose of the route. The character of the route will remain ruraland the enjoyment of walkers will be unaffected.7.48 The proposed diversion will not impact on the connectivity of the network asa whole. The proposed diversion provides a safer route for users as itremoves the need to cross the railway at-grade.7.49 The diversion will result in the extinguishment of a substantial length of crossfieldpath which connects to Brookfurlong Farm. This is to be replaced by theuse of an existing footpath and a shorter section of unmade path along a fieldboundary. The proposed diversion is beneficial both to the land served by theexisting footpath and where the new path is to be created. The creation of thenew footpath diversion and closure of the cross field footpath was devised inconsultation with the Public Rights of Way team at Oxfordshire CountyCouncil.7.50 In these respects it is considered that the proposed diversion of the IslipNumber 4 footpath [FP 260/4] meets the tests and provides an acceptablealternative to the current at-grade crossing.Islip Level Crossing7.51 The closure of the Islip Level Crossing to pedestrians and horse riders willnecessitate a short diversion along a new bridleway off Mill Lane and thenover a new bridleway bridge. The diversion is an additional 150 metres inlength. Given the low use made of the crossing and its primarily recreationalnature for walkers and riders it is considered that a diversion of this length isreasonably convenient and not significant.7.52 The proposed diversion will not impact on the connectivity of the publicrights of way network as a whole as it will allow walkers and riders toENVIRONMENTAL RESOURCES MANAGEMENT48CHILTERN RAILWAYS

continue to use Mill Lane, along a new section of public bridleway, in order toconnect back into the public rights of way network further afield. The newcrossing provides a safer alternative to current provision in that it removes theneed to cross the railway at-grade. The enjoyment of users will not beaffected.7.53 Where the new bridleway is to be created there is a short section whereexisting use of fields may be affected. To the south of the railway thealignment of the new bridleway and bridge will affect a strip of agriculturalland adjacent to the railway. On the other side, to the north, the bridlewaywill transect the south east corner of a large field.7.54 In these respects it is considered that the proposed diversion of the Islip LevelCrossing to a new bridleway and bridleway bridge meets the tests andprovides a reasonably convenient alternative to the current at-grade crossing.Water Eaton Number 5 [BR 229/5]7.55 The proposed bridleway diversion over the dual use bridge at Water EatonNumber 5 results in a shortening of the distance of the route by 185 metresand can be considered to be more convenient than the present bridleway.7.56 The dual use farm accommodation and bridleway bridge will be a rampedstructure with a road surface such as concrete. The bridge will have parapetsof at least 1.5 metres in order to keep horses and riders safe. As such the easeof use of the proposed diversion will be maintained. The diversion will retainits use as a bridleway and footpath. The level of use by the farm traffic will below and not detrimental to the use of the diversion by horse riders. The levelof enjoyment of riders using the bridleway is not expected to be affected.7.57 The proposed diversion will not impact on the connectivity of the bridlewaynetwork as a whole. There will be an improvement for users as it provides amore direct and shorter route than at present. The proposed diversionprovides a safer route for users in that it removes the need to cross the railwayat-grade.7.58 The diversion will result in the replacement of a shorter length of bridlewayclose to the existing alignment. As such the impact on the land served by theexisting bridleway and where the new bridleway is to be created is neutral.7.59 In these respects it is considered that the proposed diversion of the WaterEaton Number 5 bridleway [BR 229/5] meets the tests and provides a moreconvenient alternative to the current at-grade crossing.Gosford and Water Eaton Number 4 [FP 229/4]7.60 The Gosford and Water Eaton Number 4 crossing is to be closed and walkerswill be diverted from the existing footpath from Water Eaton Lane to a newfootpath which will run alongside the northern edge of the A34 and thenalong the A4165 where walkers can use the existing footway alongside theENVIRONMENTAL RESOURCES MANAGEMENT49CHILTERN RAILWAYS

oad. The proposed diversion is only an additional 150 metres in length and isreasonably convenient to the public. There will be an improvement in ease ofwalking as a part of the route will use existing surfaced pavement alongsidethe A4165 compared to the existing situation where the whole of the route ison unmade rural footpaths.7.61 The diversion will provide an opportunity for people to use the route not onlyfor recreational purposes but also as an access to the new railway station atWater Eaton Parkway.7.62 The proposed diversion will not impact on the connectivity of the network asa whole. The proposed diversion provides a safer route for users. It removesthe need to cross both the heavily trafficked and dualled A34 and the railwayat-grade.7.63 The diversion will result in the extinguishment of a substantial length of crossfield paths to be replaced by a short section of unmade path along a fieldmargin plus the use of an existing pathway. The proposed diversion isbeneficial to the land served by the existing footpath. There will be littleimpact on the land where the footpath is to be created as it is on a field.7.64 In these respects it is considered that the proposed diversion of the Gosfordand Water Eaton Number 4 footpath [FP 229/4] meets the tests and providesan acceptable alternative to the current at-grade crossing.CONCLUSION7.65 Overall the integrity of the public rights of way network in the area ismaintained. Where at-grade crossings are being closed either a replacementbridge crossing or diversion to a nearby bridge have been proposed. All‘through’ routes are being retained, albeit by a diversion in some cases.7.66 Given that the primary use of the public rights of way network in the area isrecreational, diversions which result in small increases in distance are notconsidered to be inconvenient to the public. This is reinforced by the lownumber of users that have been shown to use the footpaths and bridleways inthis area.ENVIRONMENTAL RESOURCES MANAGEMENT50CHILTERN RAILWAYS

Annex ALevel Crossings OptionsAppraisal, September 2009

Name:Tubbs LaneOS Grid Ref: SP 59059 22430Railway Ref.:Type:Function:Usage:Proposal:Alternativesconsidered andreasons for dismissal:OXD 19m 14chPublic FootpathLinks residential area to town centre, public open space and nursery.Well used by members of the public including significant numbers with pushchairs and young children.Close crossing and provide footbridge at crossing site.1. Retain and upgrade crossing – not acceptable due to volume of pedestrian and train movements over crossing.2. Close crossing and right of way without replacement – not acceptable due high usage.3. Close crossing and divert right of way via alternative crossing point – not acceptable due to high usage and inconvenience ofroute via alternative crossing point (London Road).Key considerations in determining proposal:4. Close crossing and provide bridge at alternative location – no suitable alternative location available.5. Close crossing and divert right of way via new subway – not desirable due to perceived security and ambience issuesassociated with subways and because of flooding risk necessitating installation and maintenance of pumped drainage system.Railway engineeringand operations:Land and property:Planning:Ecology:Crossing located on curve - relatively poor visibility of approaching trains. Use of train horns within built up area as additionalmitigation undesirable. Bridge is preferred option on safety grounds, especially in view of volume and type of use. Stream crossesrailway in culvert close to crossing site.Crossing located adjacent to residential properties. Impact of any bridge structure needs to be mitigated. Areas of third party landrequired for bridge structure. Possible impact on public open space.Due to proximity of housing to crossing site, footbridge on same site would overlook adjacent residential properties.Gavray Drive Meadows 500m to east - a bridge is unlikely to directly or indirectly impact. Adjacent stream examined anddeterrmined that a bridge would not have an adverse impact.ENVIRONMENTAL RESOURCES MANAGEMENT CHILTERN RAILWAYSA1

Name:London Road Level CrossingOS Grid Ref: SP 58747 22027Railway Ref.:Type:Function:Usage:Proposal:Alternativesconsidered andreasons for dismissal:OXD 19m 30chPublic Road (B4100) (TMO)Main road route into Bicester Town Centre from southeastHeavy vehicular usage; moderate pedestrian usageRetain and upgrade crossing (re-equip as CCTV crossing)1. Provide bridge on existing road alignment - not possible due to adverse impact on adjacent residential and commercialproperties2. Provide bridge on alternative alignment - not desirable due to length of new highway required, size of structures, visual impacts,amount of third party property required.Key considerations in determining proposal:3. Close road - not possible as only vehicular route into Bicester from southeastRailway engineeringand operations:Land and property:Planning:Ecology:Proximity to Bicester Town station (in terms of signalling control of crossing). Proximity of nearby commercial and residentialproperties and resultant impact on highway alignment for any bridge option. Would require significant lengths of new highway.Bridge options would therefore be costly.Bridge options would impact heavily on adjacent properties and would require significant acquisition of third party land (which wouldincur significant costs).Significant visual impact of bridge options (due partly to required highway routing) and resultant impact on adjoining land uses.Retention of crossing will result in cars queuing on London Road and potential noise disturbance from crossing warning alarms.None.ENVIRONMENTAL RESOURCES MANAGEMENT CHILTERN RAILWAYSA2

Name:Langford Lane Level CrossingOS Grid Ref: SP 57564 20336Railway Ref.:Type:Function:Usage:Proposal:Alternativesconsidered andreasons for dismissal:OXD 20m 52chPublic Road (AOCL)Minor unclassified road providing only means of access to small number of residential / agricultural properties and riding stables.Also provides access to presently disused entrance to MOD siteLight vehicular, equestrian and pedestrian.Close crossing and divert road clear of adjoining Scheduled Ancient Monument and over new bridge to be located close to site ofpresent Elm Tree No. 1 foot crossing.1. Close crossing and provide new bridge on or close to alignment of existing road – not possible due to impact on ScheduledAncient Monument and adjoining residential and equestrian properties.2. Retain crossing and upgrade (to CCTV crossing) – not possible due to impact on signalling design on approach to BicesterTown station and because of proposed arrangement for rail access to MoD Bicester.Key considerations in determining proposal:3. Close crossing and divert road via new bridge on Bicester side of Scheduled Ancient Monument – difficult to achievesatisfactory engineering solution due to watercourses and waterlogged ground. Also, significant impact on equestrian propertyand impacts would require acquisition of Crown Land.4. Close crossing and provide new road from Merton road – substantially longer route to affected properties from Bicester / A34which would affect the equestrian business. Result in the loss of a public bridleway..5. Close crossing and provide new route via MoD site – unable to secure rights through MoD [Crown] land.Railway engineeringand operations:Land and property:Planning:Poor highway alignment on both sides of crossing. Adjacent stream and culvert. Overhead power cables parallel and adjacent torailway on north west side.Former crossing keeper's cottage (now residential) immediately adjacent to crossing. Third party land required for bridge options.Access to properties on south east side of railway to be maintained.Visual impact of bridge structure. Noise impact of crossing warning alarms. Any bridge solution would need to consider impact onENVIRONMENTAL RESOURCES MANAGEMENT CHILTERN RAILWAYSA3

nearby archaeological site (Roman settlement).Ecology:Wetland 200m to southwest. Installation of bridge unlikely to disturb wetland and associated birds.ENVIRONMENTAL RESOURCES MANAGEMENT CHILTERN RAILWAYSA4

Name: Elm Tree Farm Number 1OS Grid Ref: SP 56996 19516Railway Ref.:Type:Function:OXD 21m 21chPublic FootpathPublic footpath (recreational use).Apparent historic use as means of access between two parcels of agricultural land in common ownership.Usage: Very limited pedestrian use - footpath approaches difficult to negotiate. No apparent use of private rights - no means of vehicular /animal access due to unbridged ditch adjacent to crossing.Proposal:Alternativesconsidered andreasons for dismissal:Close crossing and divert right of way via new bridge provided in lieu of Langford Lane crossing.1. Close crossing and provide footbridge at same location – cannot be justified due to proposal for alternative nearby bridge2. Retain crossing and provide formal crossing surface – undesirable due to increased safety risk associated with increased speedand frequency of rail traffic.Key considerations in determining proposal:3. Close crossing without provision of alternative route – impact on public footpath network unacceptable.Railway engineeringand operations:Land and property:Planning:Ecology:Retention of crossing undesirable from safety point of view. Access difficulties for bridge construction.Land either side of crossing in common ownership. NB: same ownership as at Elm Tree Farm No. 2. Footbridge might requiresmall areas of third party land either side of railway. Diversion of footpath would require acquisition of rights on both sides ofrailway but would result in closure of section of public footpath on northwest side of railway.Potential visual impact of bridge option.Badgers known to be in vicinity of crossing. Solution to take account of impact.ENVIRONMENTAL RESOURCES MANAGEMENT CHILTERN RAILWAYSA5

Name:Merton FootOS Grid Ref: SP 56292 18526Railway Ref.:Type:OXD 22m 01chPublic FootpathFunction:Usage:Proposal:Alternativesconsidered andreasons for dismissal:Close crossing and provide footbridge at crossing location.1. Close crossing without replacement – unacceptable impact on public footpath network2. Retain and upgrade crossing - undesirable due to increased safety risk resulting from increased speed and frequency of trains.3. Close crossing and divert footpath via bridge proposed adjacent to Manor Farm crossing – length of diversion consideredexcessive in relation to function of path within local public footpath network.Key considerations in determining proposal:Railway engineeringand operations:Land and property:Planning:Ecology:Retention of crossing undesirable from safety point of view. Access difficulties for bridge construction.Land unregistered on both sides of railway. Areas of third party land required for bridge construction.Potential visual impact of bridge option.Wendlebury Ponds adjacent. Stand-off from ponds required to avoid potential impact of bridge structure.ENVIRONMENTAL RESOURCES MANAGEMENT CHILTERN RAILWAYSA6

Name:Wendlebury FootOS Grid Ref: SP 56133 18265Railway Ref.:Type:Function:Usage:Proposal:Alternativesconsidered andreasons for dismissal:OXD 22m 17chPublic FootpathPublic footpath (recreational use).Appears reasonably well used.Close crossing and footpath to southeast of railway. Route is duplicated by Public Bridleway that currently crosses railway atBeebont crossing (see below).1. Retain and upgrade crossing - undesirable due to increased safety risk resulting from increased speed and frequency of trains.2. Close crossing and divert footpath via proposed footbridge at Merton foot crossing – longer diversionary route than thatproposed for some journeys.Key considerations in determining proposal:3. Close crossing and provide footbridge on site of crossing – Visual impact of additional structure cannot be justified givenproximity to other proposed new bridges.Railway engineeringand operations:Land and property:Planning:Ecology:Retention of crossing undesirable from safety point of view. Access difficulties for bridge construction.Small areas of third party land potentially required for footbridge construction.Potential visual impact of bridge option is slight due to proximity to motorway bridge.No obvious impact.ENVIRONMENTAL RESOURCES MANAGEMENT CHILTERN RAILWAYSA7

Name:Beebont BridlewayOS Grid Ref: SP 55744 17694Railway Ref.:Type:Function:Usage:Proposal:Alternativesconsidered andreasons for dismissal:OXD 22m 51chAccommodation and public bridlewayAccommodation and public bridlewayPublic bridleway between Charlton-on-Otmoor and Wendlebury. Possible accommodation rights.Close crossing and divert public rights of way via proposed new bridge south of Holts Farm crossing. Provide new access rights viacombination of existing and new access tracks from Wendlebury to Weston-on-the-Green road.1. Close crossing and provide new bridge at crossing site – not possible due to SSSI (objections raised by Natural England).2. Close crossing and divert right of way via new bridge at another crossing location to northeast of current crossing– presence ofSSSI means that none of the neighbouring crossings northeast are suitable for construction of a bridge.Key considerations in determining proposal:3. Retain and upgrade crossing - undesirable due to increased safety risk resulting from increased speed and frequency of trains.4. Bridleway Bridge to north of Holts Farm and Holts Farm access via Oddington Grange – part of access road in Flood Zone 3and part of new bridleway in SSSI5. Access bridge close to Holts Farm - cost and impacts on landowner.Railway engineeringand operations:Land and property:Planning:Ecology:Retention of crossing undesirable from safety point of view.Areas of third party land required for bridge options. Potential diversions of bridleway rights over farm land, and close to farmhouse. Bridleway diverted via a bridge at an alternative crossing site.Potential visual impact of bridge – especially when taken in combination with other nearby crossings.SSSI and nature reserve in the vicinity of crossing - bridge installation would need to demonstrate no impact on SSSI.ENVIRONMENTAL RESOURCES MANAGEMENT CHILTERN RAILWAYSA8

Name:Oddington FootOS Grid Ref: SP 54960 16661Railway Ref.:Type:Function:Usage:Proposal:Alternativesconsidered andreasons for dismissal:OXD 23m 35chPublic FootpathPublic footpath (recreational) - links Charlton-on-Otmoor and Weston-on-the-GreenAppears reasonably well used.Close LC and footpath to northwest side of railway. Provide link to new Oddington OB (24m 07ch) on southeast side of railway.(Existing public rights of way provide necessary links on northwest side).1. Replace with footbridge at site of crossing – low levels of usage and proximity to proposed bridge to replace Oddington AOCLmean that cost and visual impact of separate structure cannot be justified.2. Retain and upgrade crossing - undesirable due to increased safety risk resulting from increased speed and frequency of trains.Key considerations in determining proposal:3. Close full length of footpath without direct replacement – undesirable impact on rights of way network (walkers to / fromCharlton-on-Otmoor would need to walk via busy road to reach alternative route across railway).Railway engineeringand operations:Land and property:Planning:Ecology:Retention of crossing undesirable from safety point of view. Access difficulties for bridge construction.Footbridge might require small areas of third-party land. Diversion of footpath via Oddington Grange crossing would requireacquisition of rights over third party land.Potential visual impact of bridge.No obvious impact.ENVIRONMENTAL RESOURCES MANAGEMENT CHILTERN RAILWAYSA9

Name:Yew Tree FarmOS Grid Ref: SP 54523 16242Railway Ref.:Type:Function:Usage:Proposal:Alternativesconsidered andreasons for dismissal:OXD 23m 65chPublic FootpathPublic footpath (recreational) - links Oddington and Weston-on-the-GreenAppears little used.Close LC. Provide footpath link to new Oddington OB (24m 07ch) on southeast side of railway. Close FP to northwest of railway.(Existing footpath network provides suitable links on northwest side).1. Replace with footbridge at site of crossing – low levels of usage and proximity to proposed bridge to replace Oddington AOCLmean that cost and visual impact of separate structure cannot be justified.2. Retain and upgrade crossing - undesirable due to increased safety risk resulting from increased speed and frequency of trains.Key considerations in determining proposal:3. Close full length of footpath without direct replacement – undesirable impact on rights of way; link to Oddington bridge alreadybeing provided in connection with Oddington Foot CrossingRailway engineeringand operations:Land and property:Planning:Ecology:Retention of crossing undesirable from safety point of view. Overhead electricity cables nearby. Access difficult for bridgeconstruction.Footbridge might require small areas of third-party land. Diversion of footpath via would require acquisition of rights over third partyland.Potential visual impact of bridge.No obvious impact.ENVIRONMENTAL RESOURCES MANAGEMENT CHILTERN RAILWAYSA10

Name:Oddington Level CrossingOS Grid Ref: SP 54184 15919Railway Ref.:Type:Function:Usage:Proposal:Alternativesconsidered andreasons for dismissal:OXD 24m 10chPublic Road (AOCL)Very minor unclassified road providing access to number of residential / agricultural / commercial properties. Also used byrecreational equestrian and pedestrian traffic using local footpath / bridleway network.Lightly usedClose LC and provide new overbridge at approx. 24m 07ch together with associated highway works to link to existing road.1. Provide bridge on alignment of existing road – not feasible due to proximity of residential property adjacent to current crossing.2. Retain and upgrade crossing - undesirable due to increased safety risk resulting from increased speed and frequency of trains.3. Close crossing without replacement – not feasible as road over crossing provides only means of access to several properties.Key considerations in determining proposal:Railway engineeringand operations:Land and property:Planning:Ecology:Retention of crossing undesirable from safety point of view. Overhead electricity cables nearby. Former crossing keeper's cottage(now residential) immediately adjacent to road and crossing.Former crossing keeper's cottage (now residential) immediately adjacent to crossing. Third party land required for bridge options.Access to properties on northwest side of railway to be maintained.Visual impact of bridge structure, especially on crossing keeper's cottage. Noise impact of crossing warning alarms.No obvious impact.ENVIRONMENTAL RESOURCES MANAGEMENT CHILTERN RAILWAYSA11

Name:Islip FootOS Grid Ref: SP 53876 15626Railway Ref.:Type:Function:Usage:OXD 24m 30chPublic FootpathPublic footpath (recreational)Appears very lightly used.Proposal: Close crossing and provide new footpath link on southeast side of railway to new bridge proposed at site of Oddington No. 5crossing. (Existing footpath network provides suitable link on northwest side of railway).Alternativesconsidered andreasons for dismissal:1. Replace with footbridge at site of crossing – low levels of usage and proximity to proposed bridge to replace Oddington No. 5crossing mean that cost and visual impact of separate structure cannot be justified2. Retain and upgrade crossing - undesirable due to increased safety risk resulting from increased speed and frequency of trains.Key considerations in determining proposal:3. Close full length of footpath without direct replacement – although an alternative route exists via the proposed Oddingtonbridge, the alternative route is via public road. Although the public road is lightly used, the impact on footpath users isconsidered less desirable than the proposed solution.Railway engineeringand operations:Land and property:Planning:Ecology:Retention of crossing undesirable from safety point of view. Access difficulties for bridge construction.Small areas of third party land potentially required for footbridge construction.Potential visual impact of bridge.Badgers known to be in vicinity of crossing. Solution to take account of impact.ENVIRONMENTAL RESOURCES MANAGEMENT CHILTERN RAILWAYSA12

Name:Oddington Number 5 CrossingOS Grid Ref: SP 53713 15457Railway Ref.:Type:Function:Usage:Proposal:Alternativesconsidered andreasons for dismissal:OXD 24m 44chPublic FootpathPublic footpath (recreational) - part of Oxfordshire Way, links Islip to Weston-on-the-GreenAppears relatively well used.Close crossing and provide footbridge with steps (no ramps) at crossing site.1. Replace with footbridge at site of nearby adjacent crossing – of the nearby crossings, this crossings sees the highest levels ofuse (due to it being part of the Oxfordshire Way). Therefore, it would be less desirable to place the bridge at another site.2. Retain and upgrade crossing - undesirable due to increased safety risk resulting from increased speed and frequency of trains.Key considerations in determining proposal:3. Close full length of footpath without direct replacement – this would have an unacceptable impact on the local footpath network.Railway engineeringand operations:Land and property:Planning:Ecology:Retention of crossing undesirable from safety point of view. Access difficulties for bridge construction. Existing crossing is heavilyskewed.Small areas of third party land potentially required for footbridge construction.Potential visual impact of bridge.No obvious impact.ENVIRONMENTAL RESOURCES MANAGEMENT CHILTERN RAILWAYSA13

Name: Islip Number 4OS Grid Ref: SP 53209 14988Railway Ref.:Type:Function:Usage:Proposal:Alternativesconsidered andreasons for dismissal:OXD 24m 75chPublic FootpathPublic footpath (recreational) - links Islip to Weston-on-the-GreenAppears lightly used.Close crossing and footpath on both sides of railway. Alternative route available via existing footpath network and proposed bridgeat Oddington No. 5 crossing.1. Replace with footbridge at site of crossing – low levels of usage and proximity to proposed bridge to replace Oddington No. 5crossing mean that cost and visual impact of separate structure cannot be justified.2. Retain and upgrade crossing - undesirable due to increased safety risk resulting from increased speed and frequency of trains.Key considerations in determining proposal:3. Close crossing and provide new sections of footpath to link to Oddington No. 5 – new sections of footpath cannot be justifiedgiven proximity of suitable existing alternative routes.Railway engineeringand operations:Land and property:Planning:Ecology:Retention of crossing undesirable.Small areas of third party land potentially required for footbridge construction.Potential visual impact of bridge.Badgers known to be in vicinity of crossing. Solution to take account of impact.ENVIRONMENTAL RESOURCES MANAGEMENT CHILTERN RAILWAYSA14

Name:Islip Level CrossingOS Grid Ref: SP 52107 13904Railway Ref.:Type:Function:Usage:Proposal:Alternativesconsidered andreasons for dismissal:OXD 25m 72chPublic RoadPublic roadLimited vehicular use; light pedestrian and reported occasional equestrian use.Close road – create a new bridleway link to a new bridleway bridge to the east of Mill Lane.1. Upgrade crossing (re-equip as CCTV crossing or AHB crossing) – undesirable due to likely increased road use and impact ofaudible warnings on adjacent residential property. CCTV crossing would impact on signaller workload. Cost of re-equipingcrossing difficult to justify given current levels of use and proximity of alternative route.Key considerations in determining proposal:2. Close road but retain crossing for footpath / bridleway use – undesirable due to increased safety risk resulting from increasedspeed and frequency of trains.3. Replace with road bridge (on existing road alignment) – not possible due to proximity to residential properties. Also, likely toresult in undesirable increase in traffic using Mill Lane. Cost and environmental impacts difficult to justify given levels of use.4. Replace with road bridge (on alternative alignment) – difficult to find acceptable alternative alignment given constraints ofadjoining residential property, Islip Conservation Area and flood plain. Also, likely to result in undesirable increase in trafficusing Mill Lane. Cost and environmental impacts difficult to justify given levels of use.5. Close crossing and road and provide footbridge – footbridge would be required to be accessible to wheelchair users and othermobility impaired persons, resulting in the need for long ramps. Ramps would have considerable visual impact and wouldrequire the purchase of adjoining private land.Railway engineeringand operations:Land and property:Retention of crossing undesirable. Crossing located close to curve with poor visibility. Current means of protection obsolete forpublic roads. User-operated gates deter use.Former crossing keeper's cottage immediately adjacent to crossing and road. Garden of residential property adjacent to crossingand road on opposite corner.ENVIRONMENTAL RESOURCES MANAGEMENT CHILTERN RAILWAYSA15

Planning:Ecology:Potential visual impact of bridge, especially on crossing keeper's cottage. Suitable alternative route for vehicular traffic exists. Noteexisting crossing equipped with "Whistle" boards which have result in train noise.Badgers known to be in vicinity of crossing. Solution to take account of impact.ENVIRONMENTAL RESOURCES MANAGEMENT CHILTERN RAILWAYSA16

Name: Water Eaton Number 5OS Grid Ref: SP 50736 12717Railway Ref.:Type:Function:Usage:Proposal:Alternativesconsidered andreasons for dismissal:OXD 27m 02chAccommodation and public bridlewayAccess to Middle Farm and public bridleway.Well used by equestrian, pedestrian and agricultural trafficClose crossing and divert bridleway and accommodation rights via new bridge to northeast of crossing site (at 26m 67ch). Newaccess tracks to be provided as necessary to link with existing routes. (New bridge also provides for accommodation rights overexisting Northfield Bridge, which is to be demolished)1. Replace crossing with overbridge (i.e. carrying private road / bridleway over the railway) on similar alignment to existingcrossing – railway is elevated at this point meaning bridge would have significant visual impact. Also, water bodies adjoiningcrossing site would need to be partially infilled resulting in adverse impact on ecology and flood storage capacity. Optiontherefore dismissed.2. Replace crossing with underbridge (i.e. bridge carrying private road / bridleway beneath the railway) on similar alignment toexisting crossing – in order to provide adequate clearance to the underside of the bridge, the ground level beneath the structurewould need to be significantly below surrounding ground levels. This would result in significant risk of flooding that would bedifficult and costly to mitigate. Underbridges, especially those with low levels of use, are also generally not liked by the generalpublic on grounds of perceived security risks.3. Retain and upgrade crossing - undesirable due to increased safety risk resulting from increased speed and frequency of trains,especially given poor visibility from the crossing towards Oxford.4. Close crossing and divert bridleway and accommodation rights via alternative route over existing bridge at Northfield farm – thiswould result in a lengthy diversion. Also, existing Northfield Farm track is particularly narrow making it unsuitable for certaintypes of farm machinery. The clearance beneath the existing bridge is inadequate for future railway requirements necessitatingits demolition.5. Close crossing and divert bridleway via alternative route over existing bridge at Northfield farm. Upgrade alternative accessroute to Middle Farm in lieu of accommodation rights – although the proposition in terms of accommodation rights is feasible,the bridleway diversion would be lengthy and the existing Northfield Farm bridge needs to be replaced due to insufficientclearance beneath the bridge (see above).ENVIRONMENTAL RESOURCES MANAGEMENT CHILTERN RAILWAYSA17

Key considerations in determining proposal:6. Close crossing without replacement – unacceptable impact on bridleway network. Impact on private rights could be mitigatedby upgrades to alternative access routes.Railway engineeringand operations:Land and property:Planning:Ecology:Retention of crossing undesirable on safety grounds. Crossing close to curve so poor visibility in Oxford direction. Railwayelevated but not sufficiently to accommodate necessary height of underbridge at existing field level. Water-filled ditches on bothsides of railway and land locally water-logged to Oxford side.Bridge would require significant areas of third party land. Land on both sides of railway in same ownership. Crossing is means ofaccess to Middle Farm.Potential visual impact of overbridge - could be significant due to height of railway above fields.Adjacent wetland - any solution to avoid disturbance.ENVIRONMENTAL RESOURCES MANAGEMENT CHILTERN RAILWAYSA18

Name: Gosford and Water Eaton Number 4OS Grid Ref: SP 50407 12376Railway Ref.:Type:Function:Usage:Proposal:Alternativesconsidered andreasons for dismissal:OXD 27m 28chPublic FootpathPublic footpath (recreational) - links Cutteslowe to Gosford / Kidlington.Appears very lightly used.Close crossing and divert FP via alternative route running along northwest side of A34 to link with A4165 immediately to north ofbridge over A34 from north side of A34 to A4165. This proposal also eliminates an at-grade crossing of A34 dual carriageway.1. Replace crossing with footbridge to similar alignment to proposed crossing – railway is elevated at site of crossing and crossingintersects proposed site of relocated stone sidings meaning very large structure would be required. This would have asignificant visual impact which, together with the cost, is difficult to justify given the low levels of use.Key considerations in determining proposal:2. Replace crossing with footbridge on alternative alignment, clear of proposed sidings – the only suitable alternative alignmentswould still cross the railway at a point where it is elevated, resulting in significant visual impact.3. Retain and upgrade crossing – not possible as crossing intersects proposed location for relocated stone sidings.4. Provide new crossing on alternative alignment – undesirable due to increased safety risk resulting from increased speed andfrequency of trains, especially given curvature (and hence poor visibility) over this section of route. Also, safety approval for thecreation of a new crossing would be difficult if not impossible to obtain.5. Close crossing and divert public footpath via bridge to be provided in replacement of Water Eaton No. 5 crossing – would resultin lengthy diversionary route compared to proposed solution.6. Close crossing without replacement – unacceptable impact on footpath network.Railway engineeringand operations:Retention of crossing undesirable on safety grounds. Crossing close on curve so poor visibility in both directions. Railway elevatedbut not sufficiently to accommodate necessary height of underbridge at existing field level. Footpath crosses A34 dual carriagewayat grade to the north of the railway. Route of path could be affected by proposed relocation / alteration of sidings. Access difficultfor bridge construction.ENVIRONMENTAL RESOURCES MANAGEMENT CHILTERN RAILWAYSA19

Land and property:Planning:Ecology:Footbridge would require small areas of third party land.Potential visual impact of bridge.No obvious impact.ENVIRONMENTAL RESOURCES MANAGEMENT CHILTERN RAILWAYSA20

Name: Gosford and Water Eaton Number 10OS Grid Ref: SP 49810 11261Railway Ref.:Type:Function:Usage:Proposal:Alternativesconsidered andreasons for dismissal:OXD 28m 10chPublic FootpathPublic footpath (recreational) - Oxford Circular WalkLightly used.Provide footbridge with steps (no ramps) on similar alignment to existing crossing.1. Retain and upgrade crossing - undesirable due to increased safety risk resulting from increased speed and frequency of trains,especially given curvature on this section of route.2. Divert via alternative crossing point – nearest alternative crossing point is A4165 overbridge. Diversion of footpath via thisbridge would result in longer than desirable route running immediately adjacent to A34 for significant proportion of its length.Key considerations in determining proposal:3. Close without replacement – unacceptable impact on footpath network.Railway engineeringand operations:Land and property:Planning:Ecology:Retention of crossing undesirable on safety grounds. Crossing on curve so poor visibility in both directions. Access difficult forbridge construction.Small areas of third party land potentially required for footbridge construction.Potential visual impact of bridge.No obvious impact.ENVIRONMENTAL RESOURCES MANAGEMENT CHILTERN RAILWAYSA21

Annex BPublic Rights of WayConsultees, August 2009

Annex CDescription of Public Rightsof Way, Extracted from theOxfordshire Definitive MapSchedule

Table C.1Extracts from Oxfordshire Definitive Map ScheduleLocation ofPublicCrossingsNorth ofGavrayDrive andTubbs LanePublicFootpathBicesterLondonRoadLangfordLaneElm TreeFarmNumber 1MertonPublicFootpathWendleburyPublicFootpathBeebontPublicBridlewayOddingtonFoot PublicFootpathYew TreeFarm PublicFootpathOddingtonLevelCrossingReferenceNumberFP 129/3FP 398/6FP 398/3FP 398/2BR 157/4FP 318/6FP 318/2DescriptionFrom Tubbs Crossing leading SE and NE to the Nend of FP 4, E of Bicester Fields Farm, continuingfrom the NE side of Gavray Drive NE under therailway to FP 18, SW of Charbridge Lane.Public HighwayPublic HighwayFrom the Wendlebury village road near the oldcouncil cottages at North End leading SE past ElmTree Farm then E to the railway and continuing Eto Merton FP 3 at the Merton Parish boundary atthe site of the Old Roman Road.From FP 2 at the railway crossing leading SE pastthe lakes to Merton FP 1 at the footbridge on theMerton Parish boundary.From the Wendlebury village road at Wendleburyvillage hall leading S and SE to the railway, thenSW following the NW boundary of the railway,passing under the M40, to FP 4 and leading SEalong the S boundary of the M40 then S to Charltonon Otmoor FP 2 at the Charlton on Otmoor Parishboundary.From the Islip-Merton road, opposite New PondLane, leading NW, NE and NW over the railway toBR 8 at the Wendlebury Parish boundary.From Weston on the Green FP 16 at the Weston onthe Green Parish Boundary, at the SW corner ofWeston Wood leading across FP 9 and the railwayto Charlton on Otmoor FP1 at the Charlton onOtmoor Parish boundary, SE of Oddington Wood.From the Islip-Merton road leading NW past NewHouse Farm, passing over the railway andcontinuing NW over the earthworks SW ofOddington Grange, crossing FPs 1 and 9, toWeston on the Green FP 6 at the Weston on theGreen Parish boundary, NW of Oddington Grange.Public HighwayRemarksShown on mapdeposited underRights of Way Act1932The M40 London-Oxford-Birmingham(Waterstock toWendleburySection SideRoads) Order 1989.Confirmed25/04/89.Added byModification Orderconfirmed10/3/88.Diversion Orderconfirmed11/09/95.ENVIRONMENTAL RESOURCES MANAGEMENTC1CHILTERN RAILWAYS

Location ofPublicCrossingsIslip FootPublicFootpathOddingtonNumber 5PublicFootpathIslipNumber 4PublicFootpathIslip LevelCrossingWater EatonNumber 5Gosford andWater EatonNumber 4Gosford andWater EatonNumber 10ReferenceNumberFP 318/7FP 318/5FP 260/4BR 229/5FP 229/4FP 229/10DescriptionFrom SW of the crossroads on the Islip to Mertonroad, NW of Oddington, leading NW across therailway to FP 5 then SW to FP 8, SW ofBookfurlong Farm.From Islip FP 5 at Gallos Brook, at the Islip Parishboundary, S of the railway, leading NE and NNEacross the railway and FP 7 to FP 9, E of BarndonFarm, then W and NNE at Barndon Farm toWeston on the Green FP 5 at the Weston on theGreen Parish boundary, N of Barndon Farm.From the junction of FPs 3 and 5, NE of the fishponds, leading N over the railway to Oddington FP8 at Gallos Brook on the Oddington Parishboundary.Public HighwayFrom Water Eaton Lane, at a point N of PropertyNo. 77, leading NE past FP 3 along a concrete track,turning SE over the A34 Trunk Road then SW, SEand SW to Water Eaton Crossing at the railway,then generally SE and E around the S side ofMiddle Farm to BR 9, opposite FP17.From the S end of Water Eaton Lane leading S tothe stile at the N boundary fence of the A34 trunkroad, continuing from the stile at the S boundary ofthe A34 and leading S then E and S, crossing therailway and continuing SW across the access trackto Middle Farm to BR 9, 30m E of Oxford Road.From the Oxford Road (A4165) at the Golf Courseleading generally W across the Golf Course and therailway to the A34 Trunk Road on the N side of thePeartree Hill Roundabout, continuing from theKidlington Road (A4260), S of Frieze Farm, leadingW along part of the Frieze Farm access track to theWoodstock Road (A44), NE of Loop Farm.RemarksThere is a break inthe path atBarndon Farm.A43 Oxford-Market Deeping(Peartree Hill toWeston-on-the-Green section SideRoads No.3) Order1987. FP sectionnow numbered asFP17A43 Oxford-Market Deeping(Peartree Hill toWeston-on-the-Green section SideRoads No.3) Order1987.A43 Oxford-Market Deeping(Peartree Hill toWeston-on-the-Green section SideRoads No.3) Order1987.ENVIRONMENTAL RESOURCES MANAGEMENTC2CHILTERN RAILWAYS

Annex DSummary of Public Rightsof Way User Survey,14th June 2009

Table D.1 Chiltern Railways Oxford to Bicester: Summary of PROW Surveys Undertaken on Sunday 14/06/2009Name of Crossing Type Duration Time Periods Number of UsersLangford Lane Level Crossing Public Road All day 09:00-18:00# 14 pedestriansElm Tree Farm No 1 Public Footpath 3 hours 10:30-11:30, 14:00-15:00, 17:00-18:00 0Wendlebury Foot Public Footpath 3 hours 10:30-11:30, 14:00-15:00, 17:00-18:00 0Beebont Bridleway Public Bridleway 1 hour 09:00-10:00 0Oddington Foot Public Footpath 3 hours 10:30-11:30, 14:00-15:00, 17:00-18:00 0Yew Tree Farm Public Footpath 3 hours 09:00-10:00, 12:00-13:00, 15:30-16:30 0Islip Foot Public Footpath All day 09:00-18:00# 4 pedestriansOddington No.5 Public Footpath All day 09:00-18:00# 0Islip No.4 Public Footpath 3 hours 10:30-11:30, 14:00-15:00, 17:00-18:00 0Islip Level Crossing Public Road All day 09:00-18:00# 37 pedestriansWater Eaton No. 5 Public Bridleway All day 09:00-18:00# 39 pedestrians0 equestriansGosford and Water Eaton No. 4 Public Footpath 3 hours 09:00-10:00, 12:00-13:00, 15:30-16:30 0Gosford and Water Eaton No. 10 Public Footpath All day 09:00-18:00# 1 pedestrianNote: # Hour break 13:00-14:00ENVIRONMENTAL RESOURCES MANAGEMENT CHILTERN RAILWAYSD1

Annex EPhotographs of PublicRights of Way Crossings,2009

NORTH OF GAVRAY DRIVE [FP 129/3]Photograph 1: North of Gavray Drive looking north to the railwayPhotograph 2: North of Gavray Drive looking north through the underpass underthe London to Birmingham RailwayENVIRONMENTAL RESOURCES MANAGEMENTE1CHILTERN RAILWAYS

TUBBS LANE [FP 129/3]Photograph 3: Tubbs Lane Crossing from the east looking westwards towards thelevel crossingPhotograph 4: Tubbs Lane Crossing from the west looking eastwards from LauntonRoad towards the level crossingENVIRONMENTAL RESOURCES MANAGEMENTE2CHILTERN RAILWAYS

LONDON ROAD LEVEL CROSSINGPhotograph 5: London Road Crossing from the east [south of London road] lookingwestwardsPhotograph 6: London Road Crossing from the east [north of London Road] lookingwestwardsENVIRONMENTAL RESOURCES MANAGEMENTE3CHILTERN RAILWAYS

LANGFORD LANE LEVEL CROSSINGPhotograph 7: Langford Level Crossing from the east looking westwards towardsthe level crossingPhotograph 8: Bridleway 295/4 from the north at Bramlow looking southwardsENVIRONMENTAL RESOURCES MANAGEMENTE4CHILTERN RAILWAYS

ELM TREE FARM NUMBER 1 [FP 398/6]Photograph 9: Elm Tree Farm Number 1 west of the railway looking westwardstowards Elm Tree FarmMERTON FOOT [FP 398/3]Photograph 10: Merton Foot west of the railway looking westwardsENVIRONMENTAL RESOURCES MANAGEMENTE5CHILTERN RAILWAYS

WENDLEBURY FOOT [FP 398/2]Photograph 11: Level Crossing at Wendlebury Foot, west of the railway lookingeastwards over the level crossingPhotograph 12: Wendlebury Foot west of the railway looking westwardsENVIRONMENTAL RESOURCES MANAGEMENTE6CHILTERN RAILWAYS

BEEBONT BRIDLEWAY [BR 157/4]Photograph 13: Beebont Bridleway looking north westPhotograph 14: Beebont Bridleway level crossing west of railway looking south eastENVIRONMENTAL RESOURCES MANAGEMENTE7CHILTERN RAILWAYS

ODDINGTON FOOT [FP 318/6]Photograph 15: Oddington Foot west of railway looking eastwardsPhotograph 16: Oddington Foot east of railway looking westwardsENVIRONMENTAL RESOURCES MANAGEMENTE8CHILTERN RAILWAYS

YEW TREE FARM [FP 318/2]Photograph 17: Yew Tree Farm footpath west of the railway crossing agriculturalfield looking westwardsPhotograph 18: Yew Tree Farm east of railway looking eastwardsENVIRONMENTAL RESOURCES MANAGEMENTE9CHILTERN RAILWAYS

ODDINGTON LEVEL CROSSINGPhotograph 19: Oddington Level Crossing from the east looking westwardsPhotograph 20: Oddington Level Crossing from the west looking eastwardsENVIRONMENTAL RESOURCES MANAGEMENTE10CHILTERN RAILWAYS

ISLIP FOOT [FP 318/7]Photograph 21: Islip Foot west of railway looking westwardsPhotograph 22: Islip Foot east of railway looking eastwardsENVIRONMENTAL RESOURCES MANAGEMENTE11CHILTERN RAILWAYS

ODDINGTON NUMBER 5 [FP 318/5]Photograph 23: Oddington Number 5 west of railway looking westwardsISLIP NUMBER 4 [FP 260/4]Photograph 24: Islip Number 4 west of the railway looking westwardsENVIRONMENTAL RESOURCES MANAGEMENTE12CHILTERN RAILWAYS

ISLIP LEVEL CROSSINGPhotograph 25: Islip Level Crossing from the south looking northwards to the levelcrossingWATER EATON NUMBER 5 [BR 229/5]Photograph 26: Water Eaton Number 5 east of the railway looking westwardsENVIRONMENTAL RESOURCES MANAGEMENTE13CHILTERN RAILWAYS

GOSFORD AND WATER EATON NUMBER 4 [FP 229/4]Photograph 27: Gosford and Water Eaton Number 4 north of railway lookingnorthwardsPhotograph 28: Gosford and Water Eaton Number 4 south of Water Eaton Lanesouthwards to the railwayENVIRONMENTAL RESOURCES MANAGEMENTE14CHILTERN RAILWAYS

GOSFORD AND WATER EATON NUMBER 10 [FP 229/10]Photograph 29: Gosford and Water Eaton Number 10 west of the railway lookingeastwardsPhotograph 30: Gosford and Water Eaton Number 10 east of the railway lookingwestwardsENVIRONMENTAL RESOURCES MANAGEMENTE15CHILTERN RAILWAYS

Annex FDesign of Bridge Structures

Botom of kerbDROPICICPipePipeICIC ICDROPEntrance Garth ParkICICICGas Pipeline 2 0 MIC2PCno Pipe48.40IL 48.42IL48.42Ditch48.7148.70ST24IC IC IC IC5 449.45 49.38PipePipeILILDitch49.02 48.7248.7148.69448. 6Ditch49. 2VD NEAR FE MAKE PARA LEL -0.2 0 WLPipePipePipe49.04ILILILDitch49.0148.7148.26 49.0649.52TRH15DitchWa lD1 0S819m5ch19m4ch19m6ch19m7ch19m2ch19m3ch49.3549.41 49.73Top of embankment48.25Wa lST25Conc baseDitchD9 049.6148.22DitchTR49.01H 1D3 0S5TRS5Ditch49.51D3 0H 1TRS4D3 0H 1S5 H 1D450H 1 D350TR TRS4TR49. 749.5349.39 49.46H14D6 0-1 0S10Group of 549.29IC ICIC ICWa l top48.8649.1349.54Wa l49.8749.8149.73PipeIL49.1649.7248.14 48.7648.09 48.97ILPipeParalel opposide walICICICIC19m1ch49.0150T/S20SignBiox to Up ChordTransition FV2418m79ch19m0ch49.27ST18FB49.7550FBStop L ok Listen! - SignSignTM50.0261 0FB FBTMST5049.93white X on blue Ground49.6418m78ch49.562ND DT OVERGROWN BESIDE49.3749.74Overgrown49.83Box49.53BoxDitchWE49.80PipeWall top48.27Botom of embankmentWallDitch bends and continues under FEWEST0548.89Waste in Ditch49.5848.0348.01DitchBN18m 7chWEDog016 049.4649.649.5949.892025FB FBT/E2048.4648.4549.649.6418m76ch49.64Pipe48.86T/S49.89TL=13. 30FPCP49.6318m75ch49.891550FB49.69FB18m74ch49.64 49.53BinWaste50.03Stone Wal 1.3mHHedgeLPJN overgrown with Brambles47.7447.8147.8148.39Ditch47.81Ditch47.8148.31BushesD16049.7949.52AWS49.8950.0649.6118m73ch50.0815 014 16Wa l105Houses behind HedgeBin49.6Li ter48.96Wa l Wa l50.0948.9712Wa lWa l18m72ch50.1149.8510349.964450.12LP49.85LP18m71ch49.98D180Bottom of kerb49.97D160TM14504149.63Ba rier3018m70chWE50.13SYD160ST17CASPWE50.13Overgrown49.87Rest covered in BramblesST52ICICICOP50.04849.8650.1510118m69chOPFH (Fire Hydrant?)3749.93FB49.849714 0FB3318m68ch2450.1849.9150.1218m67ch49.8826FBS TRFB2349.9249.95649.77Bo tom of kerb49.7750.0249.7550.3449.9149.85Bottom of embankmentBLBLBLBLBL2ST1431125058.583UP58.58258.48258.48349.86Timber 0.6mHTimber 0.6mHTimber 0.6mHTimber 0.6mHTimber 0.6mHTimber 0.6mHDROP18m65chST16Wa lOP50.32750.29758.546APSign58.546LIM CLEARWall top49.671300Wall top58.42958.431LIM CLEAR50.0850.17So fit50.1613WalBR275.20FBFB49.73SignW50.16WE58.37858.35WE58.38249.7450.07125058.20158. 4258. 4170EXEX 6057.85Wal top49.79 49.61 49.48DROPST28LPD1802PCICICICICDROPICICICICDROPST51IC ICICIC5.203X58. 3258.32749.6749.69Wall49.8749.87LPWa lD18049.85Wal topWallST1558.374WL TAN 2549.5757.6258.37258.26358.2 6ST08ST2957.3657.57WEWEJNJN WL58.30758.306WE6212 058. 2757.62DROPSignCycle Route 516058.23458.2 3ST30IC ICICIC58.16158.1703X64ICICICICDROPPath (um)58LPICICICICPathD1802PC3258.173ICICICIC58.17158.1085457.34Bo tom of kerb5658. 14FB58.052FB58.052BH56. 3201,TRAV ,ST32,3405838,09 ,ST30,2714245,089 ,ST30,2714246,089 ,ST32,3405856,09 ,ST30,2714253,089 5,09 0720, 0719, 0721, 0718, 41,206.986,1.605 42,206.986,1.605 46,206.985,1.605 4,206.985,1.605 27.626,1.505 27.629,1.505 27.628,1.505 ,9027 ,2094 ,2095 ,2098 ,2103 ,2109FBFB49.25463858.06258.06058. 0658. 053648WEWE57.31BHBH56.1749. 32615058.01358.012BH57.96515057.958CA53857.9 657.96457.92457.9 21457.959ST 242FBFBFB57. 81FB57.879Bo tom of embankment34 322218El Sub Sta1CA49.37Bo tom of embankment1657.83157.83249.2557. 257.78357.783JBOPTPWS2OP12421057.73157.73557.13FBFBST1320FBFB3057.68457.686OPJBOPTPWSOPTPWS4957.634JB57.07FB FB57.58357.585BHGAVRAY DRIVE248.58OPTPWS11357.52657.52956.91FBST32WEWE467FB105057.46457.4653557.40457.40857.4073839404256.5457.34757.346WEWE12WEWE56. 457.28357.2898912111347.8257.23757.236BH3722647.79BHBHFBFB41017131 057.19257.189REDWING1623FBFB57.1 457.1 4SC 91814850.16BH1FBFBST31BHBHIL57.0965.8049.07CLOSE31350. 1BHWall top49. 8ST2148.0557.05157.05056.50Wall topDitch1949.04Wal top47.4447.2720946.0447.4646.9646.1047.67Ditch46.946.1556. 946.0756. 946.8156.4846.94FBFB2630556.92147.3356.92195056.95146.07BH5.57131056.3956.930 56. 8756.94056.39Top of embankmentBottom of embankment47.2846.12BH56.0456.87856.8 71514Top of embankment56.8 95.9056.890FE APPROX 9M47.54ST 356.34252146.14Ditch56.83756.83756.84056.84156.2956.3656.795FB17FB56.7 8FB20FB56.79156.2547. 5 47.6256.75147.4956.74956.73956.74247.5956.2429 056.70556.70456.6969 056.69756.2347.5056. 6356. 61ST1256.65356.65356.16FBFBFB5.81FB56.1356.61656.60356.1847.4356.57356.57256. 5856. 5856.08-5 0DISUSEDBox56.0256.52856.52856.51756.51756.1056.48356.48256.4 756.476WEWE56.07WEWETop of embankmentRAIL56. 4156.43956.43756.4375.6056.39656.39556.40256.4025.93FB5.60FB5.9456.35156.35056.3 656.365RO FINE5.915.9256.30756.30656. 31FB56. 325.84Sign8 056.26256.26056.2943 DIAG STRIPESFB8 056.2935.86FB5.475.375.8356.21656.21656.21556.21656.25756.2 55.57ST265.365.8356.16756.16756.1 656.215CA5.56OPTPWSFBFBFB5.425.79FB56. 1756.1 656.1 6145.515.3456.06856.06756. 1956. 195.3851JB175.262375056.01656.01556.06856.0685.354993858991HERON DRIVEFALCON MEADCycle Way5. 25. 55.957CA5.957OP56.01856.0205.3695TPWSFBFB61975.105.905103Top of embankment5.9055.9705.9695.43778311Top of embankmentBotom of embankment73AWS294JB75CAOP47.545.02CA5.8545.9235.9215.36713555.56115Box5.52DN1 05.8 05.7 9CAWE5.869WE5.8 6CPCPOPCAWa l topCAOPOP6GI66GI6JB111CATop of embankment54. 8CABoxRetaining wa l54.955.45FB7 05.7 4WEWE55.33FB5.81377 05.8 15.2155646Path4454.845.6 85.6 85.7 6CAOPBHUP LINE5.764(S E NOTE)SITE REQUIREMENTSSLEEPERS TO SUITPROCURE BEARERS ORDOWN LINEto54.20TPWSST345860BHBH345.2354.355.6 451.865.6415.717UP LINENORMAL LIMIT OF BEARER SUPPLY5.1984JB72to5. 25.5975.5965. 645. 64toCP742414WEWEWE7WE162FPPath54.875.18Top of embankmentCA5. 50CAOP5.6205.620TPWS1IN 21L.H. TURNOUT WITH STRAIGHT BEYOND CRO SINGST205.04CHECK RAIL 7 10For details of crosing bearers se FIGS. 1-3WE26CHECK RAIL 711054.755.096505.5165.5125.5675.567Top of embankmentTop of embankmentST3548.4239BHLLB5754.63BH254.245.025.4795.4 7BH5.5255.523BH348.79used on crosoverThis section is alsoV318VBVV282VB VBV258V V V V21M2V2VAV186VA21M1VV156VA VAUCVCV CV CV CV CV CV CV CV CV CVUCV34854. 5UCVV4RUCV21WUCVCV54.91V4L31221WUCVVAUCVFBV3R21WCVV3L21W282UCVVAV2R21WFBFB5.476V1R21W21WCV CVV2LV1L21W21WUCVFB5.474AVRAVL21WAV21W210UCVVANOSECV21NV252 252VBUCVCV21NV3605UCVVB5CV2 8 252103VBUCVCVUCV UCVVBUCVCV324VBCVVV V354VB2VVVVTRANSITION258XVRVARVA258XVVV VVVRPSV1XRPSV1XVVV341RPSV1X RPSV1X RPSV1XRPSV1XRPSV1X54.56VVV54.94VV VRPSV1X5.405V5.404VV5.427RPSV1X RPSV1XBHVV457.5VV5.427VSHALLOW DEPTH SWITCHESVRPSV1XV VVVV VRPSV1XRPSV1XRPSV1XVRPSV1X48.29VVVVRPSV1X572VVVRPSV1XRPSV1XV VV VVRPSV1X RPSV1XRPSV1XVV VVRPSV1XVVVV683VVRPSV1X RPSV1X RPSV1XRPSV1XVRPSV1XNORMAL LIMIT OF BEARER SUPPLYVRPSV1XRPSV1X RPSV1XFOR POINT MOTOR OPERATIONEXTENDED BEARERS REQUIREDVVV789.5VVRPSV1XRPSV1XS E RE/PW/764V54.60VV VRPSV1XVRPSV1X54.89UNABLE TO GET VB ANYMOREVVRVSP1X5.3 6RVSP1X5.365VV V V VVV V890.5VVST 15.3765.375(S E NOTE)SITE REQUIREMENTSSL EPERS TO SUITPROCURE BEARERS ORV VV VV VEV21 LH TRANSITION TURNOUTVV985VV VTRANSITIONVVV V VVRAILS 19 3070RAILSFRONTS STOCK 135,SWITCH 17 485491072VVV VVV VVVEVS SWITCH372VBPEV1N PEV6N303372VB348VB VBPEV6N348VBVB54.47Heavy Brambles30PEV5N30312VBPEV3N PEV4N PEV5NPEV4N312VB294VBPEV3N6 05.3245.3 2294SWITCH AND TURNOUT RADIUS 645 116VB276VBPEV2N5.319276VB VB258VB6 0DOWN5.327PEV1N PEV2N258240VB240VBBPVMEXTENDED BEARERS REQUIREDFOR POINT MOTOR OPERATIONS E RE/PW/764RPSV1XRVSP1X RPSV1X RPSV1X RPSV1XRVSP1XBPVMBPVMBPVBPVMRPSV1X RPSV1X RPSV1X RPSV1X67BPVMMBPVMBPVM10049.85EXISTING FOOTPATHTOE OF EMBANKMENTDrain8m66ch8m65ch8m64ch8m63ch8m62ch18m64ch18m63chUP CLAYDON18m62ch8m61chUP CLAYDON18m61ch8m60chMP 8.75MP 18.758m59ch8m58ch8m57ch8m56ch8m 5ch8m54ch8m53ch8m52ch8m51chCONTINUED ON DRAWING 5083741-RLS-BOX-CST-5204CONTINUED FROM DRAWING 5083741-RLS-BOX-CST-52038m50ch8m49ch8m48ch8m47ch8m46ch8m45ch8m 4ch8m43ch8m42ch8m41chMP 8.58m40ch8m39ch8m38ch8m37chCONTINUED ON DRAWING 5083741-RLS-BOX-CST-5205GRANVILLE WAYMilimetresST1650.32750.29749.74ST08PROPOSED NETWORK RAILBOUNDRY.TO BLETCHLEYJN APPROPRIATELYDN 58. 20JB JBSign WE

100PEDESTRIAN FENCINGPROPOSED KERBLINEAREA OF ROAD TO BENAJ 1 RAILWAY LINEMilimetresRAISED AND PEDESTRANISEDENTRANCE TO ELECTRICALSUBSTATION TO BE MAINTAINEDEXISTING FENCELINECOMMERCIAL PROPERTYLOCATION OFFOOTBRIDGEPROPOSEDBICESTERNOTES:-1. SEE DRAWING 5083741-L13-CBR-DRG-05150 FORSTAIR, RAMP AND FOOTBRIDGE STEELWORKCONSTRUCTION.CHORD2. UNLESS STATED OTHERWISE ALL MAINCOLUMNS TO BE 508 CHS.100EXISTING PARK FENCINGACCESS TO PARKTO BE MAINTAINEDTREES TO BE PROTECTED ANDRETAINED DURING CONSTRUCTION2000LANDINGEXISTING DRAINAGE DITCHTO BE REDIRECTED AND COVEREDOVER (SUBJECT TO DETAIL DESIGN)POTENTIAL TURNING AREAFOR NETWORK RAIL VEHICLES1:12 FALL6000BETWEENLANDINGSPEDESTRIANBARRIER1:12 FALLREINSTATED PATH TORAMP ENTRANCE1:12 FALLCENTRAL COLUMNS WITH CANTILEVEREDBRACKETS SUPPORTING RAMPENTRANCE TO RAMPNETWORK RAIL BOUNDARYFENCE TO BE RE-ALIGNEDBLETCHLEYTEMPORARY PEDESTRIAN ACCESS TO GAVRAY DRIVE VIAROAD-RAIL ACCESS (WITH TEMPORARY FENCING TO RAILW AY)Tubb’s CrossingEXISTING OXDSINGLE TRACKRAILWAY LINEREPRODUCED BY PERMISSION OF ORDNANCE SURVEY ON BEHALF OF HMSO.c CROWN COPYRIGHT AND DATABASE RIGHT 2004.ALL RIGHTS RESERVED. ORDANANCE SURVEY LICENCE NUMBER 0100040692.SITE PLANNTSTO AYNHO JUNCTIONTUBBS LANE FOOT CROSSINGTO BLETCHLEY19m 04cTO LONDONMERTON FOOTPATH22m 01cEXISTING NAJ3RAILWAY LINEEXISTING NETWORK RAIL BOUNDARYPROPOSED NEWSECOND TRACKEXISTING TRACKA AEXISTING TUBBS LANE CROSSING TO BE REMOVED AND ACCESSBLOCKED WITH PALISADE FENCING (WITH PADLOCKED GATE FOR TRACK ACCESS)NETWORK RAILBOUNDARY TOBE RE-ALIGNEDODDINGTON FOOTPATH24m 44cENTRANCE TO RAMPGARTHPARKTO BANBURYEXISTING OXD SINGLE TRACK RAILWAY LINEGOSFORD AND WATER EATON28m 10cFOOTPATHARISTOTLE LANEPLAYINGFIELDACCESS ROAD/NETWORKRAIL PARKINGOXFORD20001:12 FALL6000LANDINGS1:12 FALLLANDING BETW EENFOOTPATHPROPOSED NEWFOOTPATH ALIGNMENT10630m 19c108DCLTO OXFORDLOCATION PLANN.T.S.RESIDENTIAL PROPERTYP01 01.12.09 PRELIMINARY ISSUE SMA RAJ DSRevDateIssue HistoryDrawnChkdAppdPLANTING FOR VISUAL SCREENINGDescription of ChangeNETWORK RAIL BOUNDARYSOLID SCREEN REQUIRED TO THIS ELEVATION OF STAIRSAND RAMPS DUE TO ADJACENT RESIDENTIAL PROPERTYDrawing StatusPRELIMINARYBURIEDSERVICESSUBJECT TO SURVEYCONFIRMATIONNETWORK RAILBOUNDARY101The Axis10 Holliday StreetBirminghamWest MidlandsB1 1TFTel:Fax:+44 (0)121 483 5000+44 (0)121 483 6333Username: $USER$ Date: $DATE$ $TIME$ Filename:$FILE$RESIDENTIALPROPERTY2m HIGH PRIVACY FENCINGPROPOSED PLANTINGFOR VISUAL SCREENINGACCESS STAIRSSEE NOTE 14000 4945 15470 2660012600ENTRANCE TO RAMP2660 HEADROOM4500 MINCLEARANCE1:12 ’TWO STOREY’ RAMPSEE NOTE 1BRIDGE MAIN SPANSEE NOTE 14500 MINCLEARANCE5450 MIN HEADROOMPROPOSED FUTURESECOND TRACKEXISTINGTRACK2660 HEADROOMELEVATION A-A1:200PLAN VIEW1:200COMMERCIAL PROPERTY1:12 ’TWO STOREY’ RAMPSEE NOTE 1ACCESS STAIRSSEE NOTE 1NEW PEDESTRIAN FENCINGGROUND LEVELProject TitleEVERGREEN 3 - CHILTERNRAILWAYS (BICESTER TOOXFORD IMPROVEMENTS) ORDERDrawing TitleA1TUBBS LANEFOOTBRIDGEGENERAL ARRANGEMENTDrawnDate DesignedDateS. ALTON01/12/09 A. SAASTAMOINEN 01/12/09CheckedDate ApprovedDateR. JOHNSON 01/12/09 D. STEER01/12/09ScaleLocationAS SHOWNBICESTERDrawing NumberRevision5083741-RLS-BOX-CBR-08512 P02

100LOCATION OFFOOTBRIDGETrackLevel CrossingEXISTING DITCHCULVERTDrainMilimetresEXISTING FARMERS/PEDESTRIAN LEVEL CROSSINGTO BE CLOSEDBONNERS - 21m 79chTO BLETCHLEYDrainDrainPondMP.75NOTES:-1. SEE DRAWING 5083741-L13-CBR-DRG-05150 FOR STAIR, RAMP ANDFOOTBRIDGE STEELWORK CONSTRUCTION.KEY:- EXISTING NETWORK RAIL BOUNDARYETLPond010EXISTING DITCHCULVERTDrainEXISTING OXD SINGLETRACK RAILWAY LINEM40MP.5PondM 40EXISTING PUBLICRIGHT OF WAYEXISTING NETWORKRAIL BOUNDARYREPRODUCED BY PERMISSION OF ORDANANCE SURVEY ON BEHALF OF HMSO. c CROWNCOPYRIGHT AND DATABASE RIGHT 2004. ALL RIGHTS RESERVED. ORDANANCE SURVEYLICENCE NUMBER 0100040692.EXISTING TRACKSITE PLANN.T.S.FIELD DRAINAGE DITCH(WIDTH TO BE CONFIRMED)TO AYNHO JUNCTIONFilename:$FILE$EXISTING STILE TO BE REMOVEDAND REPLACED WITH ROBUSTFENCING TO DISCOURAGE USE OFORIGINAL EXISTINGMP.5TUBBS LANE FOOT CROSSING19m 04cMERTON FOOTPATH22m 01cODDINGTON FOOTPATHTO BLETCHLEYTO LONDONEXISTING NAJ3RAILWAY LINE24m 44c$TIME$1800 LANDINGEXISTING NETWORKRAIL BOUNDARYDate:$DATE$4 RUNS OF STAIRS, 12 No. RISERS EACH,BOTTOM OF STAIRS TO BE RAMPEDTO EXISTING GROUND LEVEL USING CONCRETEPROPOSED NEW SECOND TRACKTO BANBURYEXISTING OXD SINGLE TRACK RAILWAY LINEGOSFORD AND WATER EATON28m 10cNEW SECTION OF FENCINGARISTOTLE LANE30m 19cP02Rev29.09.09DatePRELIMINARYIssue HistoryS.M.A. A.J.S. D.S.Drawn Chkd AppdUsername:$USER$AEXISTING STILE TO BE REMOVEDDCLTO OXFORDLOCATION PLANDrawing StatusDescription of ChangePRELIMINARY14700N.T.S.The Axis10 Holliday StreetEXISTING NETWORK4800 19500 4800BRIDGE MAIN SPANSEE NOTE 1BirminghamWest MidlandsB1 1TFTel:Fax:+44 (0)121 483 5000+44 (0)121 483 6333RAIL BOUNDARYANEW BRIDGE @ 22m, 02chSTAIRCASESEE NOTE 1STAIRCASESEE NOTE 1TO OXFORDBURIED SERVICESSUBJECT TO SURVEYCONFIRMATIONEXISTING NETWORKFOUNDATION POSITIONEDTO AVOID DITCH7280 TBC10000 APPROX5450MIN HEADROOM4500 MINCLEARANCEGROUND LEVELProject TitleEVERGREEN 3 - CHILTERN RAILWAYSDrawing Title(BICESTER TO OXFORDIMPROVEMENTS) ORDERMERTONFOOTBRIDGEGENERAL ARRANGEMENTRAIL BOUNDARYDrawnDateDesignedDateFIELD DRAINAGE DITCH(WIDTH TO BE CONFIRMED)PROPOSED FUTURE SECOND TRACKEXISTING TRACKS. ALTON 29/09/09 O. STEELECheckedDate ApprovedA. SAASTAMOINEN 29/09/09 D. STEER29/09/09Date29/09/09PLAN VIEW1:200SECTION ELEVATION A-A1:200A1ScaleLocationAS SHOWNMERTONDrawing NumberRevision5083741-RLS-BOX-CBR-08561 P02

100EXISTING NETWORKRAIL BOUNDARYFIELD BOUNDARYLINE OFFOOTPATH1.22m RHEXISTING PEDESTRIANACCESS STILE TO BEREMOVEDMilimetresPROPOSED NEW FENCEOddington WoodOddingtonWood1.22m RHETLMP.25NOTES:-1. SEE DRAWING 5083741-L13-CBR-DRG-05150 FORTYPICAL DETAILS OF STAIR, RAMP ANDFOOTBRIDGE STEELWORK CONSTRUCTION.LOCATION OFFOOTBRIDGEDefPondEXISTINGTRACKETLKEY:-EXISTING NETWORK RAILBOUNDARY.10Pond4500 MIN0CLEARANCEMP .5ETLEXISTING NETWORKRAIL BOUNDARY12 RISERSEXISTING OXFORD SINGLETRACK RAILWAY LINESSPonds1800LANDINGREPRODUCED BY PERMISSION OF ORDANANCE SURVEY ON BEHALF OF HMSO. c CROWNCOPYRIGHT AND DATABASE RIGHT 2004. ALL RIGHTS RESERVED. ORDANANCE SURVEYLICENCE NUMBER 0100040692.BRIDGE MAIN SPANSEE NOTE 1BSITE PLANN.T.S.EXISTING NETWORKRAIL BOUNDARYPROPOSED NEWSECOND TRACKTO AYNHO JUNCTIONTUBBS LANE FOOT CROSSINGTO BLETCHLEY19m 04cATO LONDONRAILWAY ON EMBANKMENTWITH HEAVY VEGETATIONMERTON FOOTPATH22m 01cEXISTING NAJ3RAILWAY LINEODDINGTON FOOTPATH24m 44cTO BANBURYEXISTING OXD SINGLE TRACK RAILWAY LINEGOSFORD AND WATER EATON28m 10cP02 29.09.09 PRELIMINARYS.M.A. A.J.S. D.S.RevDateIssue HistoryDrawnChkdAppdARISTOTLE LANEDCL30m 19cBTO OXFORDDescription of ChangeDrawing StatusPRELIMINARYPROPOSED NEW SECTION OF ROBUSTFENCING TO DISCOURAGE USE OFORIGINAL CROSSINGLOCATION PLANN.T.S.AEXISTING PEDESTRIANACCESS STILE TO BEREMOVEDBrunel HouseRTC Business ParkLondon RoadDerbyTel:+44 (0)1332 225522DE1 2WSFax:+44 (0)1332 225638Username: $USER$ Date: $DATE$ $TIME$ Filename:$FILE$EXISTING NETWORKRAIL BOUNDARY5450 MINHEADROOM1:200APPROX RAILLEVELSECTION A-APLAN VIEW1:200STAIRSSEE NOTE 143900UNDERSIDE OF BRIDGE DECKAPPROX RAILLEVELGROUND LEVELELEVATION B-B1:2007600Project TitleEVERGREEN 3-CHILTERN RAILWAYSDrawing TitleS. ALTON29/09/09 O. STEELE 29/09/09A. SAASTAMOINEN 29/09/09 D. STEER29/09/09A1(BICESTER TO OXFORDIMPROVEMENTS) ORDERODDINGTON No.5FOOTBRIDGEGENERAL ARRANGEMENTDrawnDate DesignedDateCheckedDate ApprovedDateScaleLocationAS SHOWNODDINGTONDrawing NumberRevision5083741-RLS-BOX-CBR-08581 P02

CFMotelMastMastPeartree HillFarmSPCF61110100Golf CourseGolf CourseCF100LOCATION OFFOOTBRIDGE64.2mPondMilimetresFRIEZE W AYFBFBsDrainFB65.0mNOTES:-1. SEE DRAWING 5083741-L13-CBR-DRG-05150 FOR STAIR, RAMP ANDFOOTBRIDGE STEELWORK CONSTRUCTION.MP 28FBDrainFBKEY:- EXISTING NETWORK RAIL BOUNDARYFrieze FarmCattle Grid10Golf CourseGolf Course0UndCP and ED BdyCFMP 28.25PondPeartree HillFarmCFCH CP &ED BdyCP and ED BdyEXISTING FENCEEXISTING NETWORKRAIL BOUNDARYREPRODUCED BY PERMISSION OF ORDANANCE SURVEY ON BEHALF OF HMSO. c CROWNCOPYRIGHT AND DATABASE RIGHT 2004. ALL RIGHTS RESERVED. ORDANANCE SURVEYLICENCE NUMBER 0100040692.EXISTING STILE TO BE REMOVEDAND REPLACED WITH ROBUSTFENCING TO DISCOURAGE USE OFORIGINAL EXISTINGEXISTING NETWORKRAIL BOUNDARYSITE PLANN.T.S.EXISTING PUBLICRIGHT OF WAY1800 LANDINGTO AYNHO JUNCTIONTUBBS LANE FOOT CROSSING19m 04cTO BLETCHLEYUsername: $USER$ Date: $DATE$ $TIME$ Filename:$FILE$4 RUNS OF STAIRS, 12 No. RISERS EACH,BOTTOM OF STAIRS TO BE RAMPEDTO EXISTING GROUND LEVEL USING CONCRETEAAGOLF COURSETO LONDONMERTON FOOTPATH22m 01cEXISTING NAJ3RAILWAY LINEODDINGTON FOOTPATH24m 44cTO BANBURYEXISTING OXD SINGLE TRACK RAILWAY LINEGOSFORD AND WATER EATON28m 10cARISTOTLE LANE30m 19cTO OXFORDDCLLOCATION PLANP02 29.09.09 PRELIMINARYS.M.A. A.J.S. D.S.Rev DateIssue HistoryDrawn Chkd AppdDescription of ChangeDrawing StatusPRELIMINARYN.T.S.EXISTING NETWORKRAIL BOUNDARYThe Axis10 Holliday StreetTO OXFORD4800 19500 4800BRIDGE MAIN SPANSEE NOTE 1BirminghamWest MidlandsB1 1TFTel:Fax:+44 (0)121 483 5000+44 (0)121 483 6333STAIRCASESEE NOTE 1STAIRCASESEE NOTE 17280 TBC5450MIN HEADROOMProject TitleEVERGREEN 3 - CHILTERN RAILWAYS(BICESTER TO OXFORDIMPROVEMENTS) ORDERPLAN VIEW1:20010000 APPROX4500 MINGROUND LEVELDrawing TitleGOSFORD AND WATER EATONNo. 10 FOOTBRIDGEGENERAL ARRANGEMENTCLEARANCEDrawnDateDesignedDatePROPOSED FUTURE SECOND TRACKS. ALTONChecked29/09/09DateO. STEELEApproved29/09/09DateEXISTING TRACKA. SAASTAMOINEN29/09/09D. STEER29/09/09SECTION ELEVATION A-AA1Drawing NumberScaleAS SHOWNLocationGOSFORD AND WATER EATONRevision1:2005083741-RLS-BOX-CBR-08601P02

Annex GFigures Showing Routes ofProposed Footpath andBridleway Diversions

#IA! B#ILangford Lane Level CrossingD#I#I !C Elm Tree Farm No. 1 [FP 398/6]!Merton Foot [FP 398/3]E!#I #I Wendlebury Foot [FP 398/2]FKEY:G#I!#IHddington Foot [FP 318/6]Beebont Bridleway [BR 157/4]! Railway crossing!( Closure of railway crossing#I Measuring pointClosure of footpath/bridlewayExisting footpath/bridlepathNew/diverted footpath/bridlepathNew highwayCLIENT: SIZE: TITLE:ERMEaton HouseWallbrook CourtNorth Hinksey LaneOxford, OX2 0QSTelephone: 01865 384800Facsimile: 01865 204982A4SOURCE: Reproduced from Ordnance Survey digital map data. © Crowncopyright, All rights reserved. 2009 License number 0100031673.PROJECTION: British National GridFigure G1Proposed Rail Crossing Closuresand Footpath DiversionsDATE: 15/11/2009 CHECKED: SLGDRAWN: IGDRAWING:.0 500APPROVED: IXGPROJECT: 0094441SCALE: 1:20,000REV:ES0909_Footpaths_A4_G1.mxd 0© ERM This print is confidential and is supplied on the understanding that it will be used only as a record to identify or inspect parts, concepts or designs and that it is not disclosed to other persons or to be used for construction purposes without permission.MetresFile: 0094441ChilternGIS_IG_LR\Maps\ES0909\ES0909_Footpaths_A4_G1.mxd

!Mer!#I #IBeebont Bridleway [BR 157/4] !G#I#II#IH#IK!#IOddington Foot [FP 318/6]J#IO!#I Yew Tree Farm [FP 318/2]L!Oddington Level CrossingM#I!#IIslip Foot [FP 318/7]N! Oddington No. 5 [FP 318/5]! Islip No. 4 [FP 260/4]#IP.0 500KEY:Level Crossing ! Railway crossing!( Closure of railway crossing#I Measuring pointClosure of footpath/bridlewayExisting footpath/bridlepathNew/diverted footpath/bridlepathNew highwayCLIENT: SIZE: TITLE:ERMEaton HouseWallbrook CourtNorth Hinksey LaneOxford, OX2 0QSTelephone: 01865 384800Facsimile: 01865 204982A4SOURCE: Reproduced from Ordnance Survey digital map data. © Crowncopyright, All rights reserved. 2009 License number 0100031673.PROJECTION: British National GridFigure G2Proposed Rail Crossing Closuresand Footpath DiversionsDATE: 15/11/2009 CHECKED: SLGDRAWN: IGDRAWING:APPROVED: IXGPROJECT: 0094441SCALE: 1:20,000REV:ES0909_Footpaths_A4_G2.mxd 0© ERM This print is confidential and is supplied on the understanding that it will be used only as a record to identify or inspect parts, concepts or designs and that it is not disclosed to other persons or to be used for construction purposes without permission.MetresFile: 0094441ChilternGIS_IG_LR\Maps\ES0909\ES0909_Footpaths_A4_G2.mxd

!P#IQ#IIslip Level Crossing!#IR#I S! Water Eaton No. 5 [BR 229/5]U#I#IT! Gosford and Water Eaton No. 4 [FP 229/4]V#I! Gosford and Water Eaton No. 10 [FP 229/10].0 500KEY:! Railway crossing!( Closure of railway crossing#I Measuring pointClosure of footpath/bridlewayExisting footpath/bridlepathNew/diverted footpath/bridlepathNew highwayCLIENT: SIZE: TITLE:ERMEaton HouseWallbrook CourtNorth Hinksey LaneOxford, OX2 0QSTelephone: 01865 384800Facsimile: 01865 204982A4SOURCE: Reproduced from Ordnance Survey digital map data. © Crowncopyright, All rights reserved. 2009 License number 0100031673.PROJECTION: British National GridFigure G3Proposed Rail Crossing Closuresand Footpath DiversionsDATE: 15/11/2009 CHECKED: SLGDRAWN: IGDRAWING:APPROVED: IXGPROJECT: 0094441SCALE: 1:20,000REV:ES0909_Footpaths_A4_G3.mxd 0© ERM This print is confidential and is supplied on the understanding that it will be used only as a record to identify or inspect parts, concepts or designs and that it is not disclosed to other persons or to be used for construction purposes without permission.MetresFile: 0094441ChilternGIS_IG_LR\Maps\ES0909\ES0909_Footpaths_A4_G3.mxd

Project Team ConsultantsArdent Management LimitedP.O. Box 3050WokinghamBerkshireRG40 3YDAtkinsWoodcote GroveAshley RoadEpsomSurreyKT18 5BWEnvironmental Resources Management2 nd Floor Exchequer Court33 St Mary AxeLondonEC3A 8AAEversheds LLPOne Wood StreetLondonEC2V 7WSPFA Consulting LimitedStratton Park HouseWanborough RoadSwindonSN3 4HGSteer Davies Gleave Limited28-32 Upper GroundLondonSE1 9PDThe Chiltern Railway Company LimitedGreat Central HouseMarylebone StationMelcombe PlaceLondonNW1 6JJTel: 01865 384 896E-mail: consultation@chiltern-evergreen3.co.ukWebsite: www.chiltern-evergreen3.co.uk