Emerging Spatial Strategy Accommodating Growth at Heathrow€¦ · Emerging Spatial Strategy Accommodating Growth at Heathrow: proposals for development in Colnbrook and Poyle 2 1.1

Slough Local Plan 2016-2036

Emerging Spatial StrategyAccommodating Growth at Heathrow:

proposals for development in Colnbrook and Poyle

Slough Local Plan 2016-2036Emerging Spatial Strategy Accommodating Growth at Heathrow: proposals for development in Colnbrook and Poyle

www.slough.gov.uk

1 Introduction 1.1 Purpose of this document 1.2 Context

2 The planning process for considering expansion 2.1 Nationally Significant Infrastructure Projects (NSIPS)2.2 The Airport National Policy Statement (ANPS)2.3 The Development Consent Order (DCO)

2.3.1 Engagement with the Heathrow Strategic Planning Group (HSPG)2.3.2 Heathrow Airport Limited’s Consultation 1 Summary

and response from Slough2.3.3 Environmental Impact Assessment- Summary and

response from Slough2.3.4 Neighbourhood consultation - Colnbrook, Poyle and Brands Hill2.3.5 Current delivery program for the 3rd Runway -

DCO submission to opening

3 Slough Local Plan - accommodating growth, mitigating the impacts3.1 Review of the Local Plan 3.2 Emerging Preferred Spatial Strategy

4 The Emerging Spatial Strategy for accommodating growth at Heathrow(Colnbrook and Poyle)4.1 Emerging Preferred Spatial Strategy Guiding Principles

Key diagram : The Emerging Spatial Strategy

Contents


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1.1 Purpose of this document

The Council’s policy is to continue to supportthe expansion of Heathrow; working withHeathrow Airport Limited and local business tomaximise the training, employment and travelopportunities available to local people. Theneed for the expansion of the airport isrecognised in the Review of the Local Plan forSlough and a key element of the EmergingPreferred Spatial Strategy is to “accommodatethe proposed third runway at Heathrow andmitigate the Impact”.

This report was endorsed for publication by theCouncil’s planning committee in December2018. Its purpose is to set out our principles asto how the Colnbrook and Poyle area should bedeveloped if the third runway goes ahead. Italso contains a spatial masterplan to showhow this could happen.

It should be noted that it is primarily a “landuse” planning document and should be read inconjunction with all of the other statementsand suggestions that the Council has madeabout the future of Heathrow.

1.1 Context

The proposed third runway will enableHeathrow to increase its air transportmovements (ATMs) by up to 260,000 a year(from 480,000 to at least 740,000); and fromaround 76 million passengers per year (mppa)in 2016 to around 130mppa in the future. Thedevelopment will involve a new runway to thenorth-west of the existing airport;infrastructure to support that on site (on theairfield, a new terminal and transportinfrastructure); and in the surrounding areas(works to the M25, local roads and rivers;temporary construction works, mitigationworks) and other associated development.

It will also bring economic benefits and jobs tothe local area and across the UK, and gives thepotential to deliver a modern sustainableairport that is an asset for the localcommunities.

Whilst expansion will provide opportunities forSlough, the construction of the third runwayand its associated infrastructure will impact theeast of the Borough. Part of the new runway,the realigned M25, other roads and rivers willhave to be routed through the Colnbrook andPoyle area which is the Green Belt and ColneValley Park. In order to construct the runwaythere some business buildings will have to bedemolished, including the Lakeside energyfrom waste plant. The realignment of the roadscould potentially result in the loss of someresidential property. The construction andoperation of the expanded airport could havean impact upon traffic congestion, noisepollution, air quality and local biodiversity.

As a result it is important that it is managedproperly so that if the third runway goes aheadit is planned in the most comprehensive andsustainable way possible.

If the Development Consent Order (DCO) to dothis is approved the proposed opening date forthe new runway is 2026, with constructionstarting soon after the DCO is approved. Theincrease in capacity and operation will bephased to ensure growth does not impact onthe existing commercial operations or othercritical services such as the M25, and LakesideEnergy from Waste.

1 Introduction


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2.1 Nationally Significant InfrastructureProjects (NSIPS)

The NSIP process was introduced in thePlanning Act 2008 and designed to streamlinethe decision making process for large andnationally important infrastructure projects.The NSIP process requires the planning consentto be dealt with via a Development ConsentOrder (DCO) submitted to the PlanningInspectorate for independent examination, andfor both parties to take into account theGovernments approved National PolicyStatement (NPS).

The Examining Authority has up to six monthsto examine an application once submitted, andthree months to make their recommendationto the relevant Secretary of State (SoS). The SoSshould then provide their decision whether togrant or refuse the DCO within a further threemonths.

The scale of the expansion project means it isdefined as a Nationally SignificantInfrastructure Project. At present HeathrowAirport Limited have suggested they willsubmit the DCO to PINS in 2020.

More about the process can be found online(e.g. the Planning Inspectorate website).

2.2 The Airport National Policy Statement(ANPS)

National Policy Statements are used to set outplanning policy in relation to applications fornationally significant infrastructure projects(NSIPs).

The Government has been considering how toincrease airport capacity in the South East for along time. The final decision to choose theoption for a north-west runway at HeathrowAirport to provide this was approved byGovernment in June 2018 and justified in thededicated Airport National Policy Statement:new runway capacity and infrastructure atairports in the South East of England.

The Airports National Policy Statement includesan illustrative Masterplan showing where therunway should go and sets out the policyrequirements that will have to be met in orderto get approval through the DevelopmentConsent Order (DCO) process.

The NPS requires the applicant (HAL) to developa Surface Access Strategy, in conjunction withits Airport Transport Forum, to minimise theeffects of expansion. The following areelements of that that will affect Slough:

• the needs of the expansion scheme,reflecting the changing numbers ofpassengers, freight operators and airportworkers, and the role of surface transport inrelation to air quality and carbon

• specific targets to maximise journeys to theairport by public transport, cycling orwalking, along with actions, policies andperformance indicators to ensure delivery

• a mechanism for the Airport Transport Forumto oversee implementation of the strategyand monitor progress against the targets

• details of how the applicant will increase thenumber of passenger journeys to the airportby public transport, cycling and walking to atleast 50% by 2030 and 55% by 2040

• how it will reduce, from a 2013 baseline, allstaff car trips by 25% by 2030 and 50% by2040

• an assessment of the feasibility, benefits anddis-benefits of the proposed measures

• annual public reporting against these targets

2 The planning process for considering expansion


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2.3 The Development Consent Order (DCO)

Once approved the DCO will contain most ofthe consents and powers that are needed tobuild and operate the third runway. The DCOprocess has several phases and emphasisesearly and ongoing engagement withstakeholders to anticipate and address asmany of the issues as possible.

The DCO will have to include the constructionprocess which will take a significant amount oftime and have considerable impacts on thearea, including in combination with othermajor infrastructure projects in the area suchas the Western Rail Access.

The planning and implementation ofconstruction is being guided by the latestprocesses, technology and methods so it isdone in the most sustainable way, and phasedto reduce the impacts on the local area andairport operations. At present the details of thisare not known. As more information becomesavailable the Council will work to address this.

If approval for the third runway is granted themitigation and support packages set out in theDCO will become planning requirementsand/or planning obligations. As a “HostAuthority” Slough will have a role in enforcingthese.

It is anticipated that the DCO will containproposals for:

• New north-west runway and supportingtaxiway network;

• New terminal and apron capacity to enableprocessing of the additional

• passengers;

• Provision and relocation of critical airportrelated infrastructure such as fuel

• depots and pipelines;

• Re-alignment of the M25 and alterations tothe local junctions;

• Diversion of local roads including the A4 andA3044;

• Diversion of local rivers, re-provision of floodstorage and ecological mitigation

• around the airport;

• New hotels, offices, cargo sheds, car parking,flight catering facilities, and other

• ancillary facilities (e.g. aircraft maintenance)to enable the expanded airport to operate;

• Temporary works to enable the constructionof an expanded Heathrow; and

• Measures for avoiding, minimising and/ormitigating adverse environmental effectslikely to arise in connection with theconstruction and operation of the Project.

It is clear from the Illustrative masterplan in theANPS and the proposals being produced byHeathrow that the footprint of the northwest(third) runway and associated infrastructurewill extend over parts of Colnbrook and Poyle.

It is not yet clear what exactly what will beincluded within the DCO and what will have tobe brought forward through the normalplanning process. The process is managed bythe Planning Inspectorate, project updates andother information is available on their website.

2.3.1 Engagement with the HeathrowStrategic Planning Group (HSPG)

The airport together with its supporting usesand infrastructure has a significant impactacross the sub-region, spatially, socially,economically and environmentally, that cutsacross administrative boundaries.Development at the airport, whether as a tworunway or three runway option will have animpact on its immediate and widersurroundings.


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The Heathrow Strategic Planning Group hasbeen formed with the Authorities most directlyaffected by the expansion, Local EconomicPartnerships and The Colne Valley Park toenable collaborative working towards betterspatial planning. The group is committed toleading a joined-up multi agency approach onthe functional economic area or ‘area ofimpact’ surrounding Heathrow Airport.Individual members hold a range of viewstowards expansion and the Group does notadopt a position on whether or not a thirdrunway should be constructed. The LB ofHillingdon has an open invitation to join theGroup but have so far not taken up that offer

HSPG’s work is guided by a Vision and a set ofDevelopment Principles grouped in fourthemes: Placemaking, Environment,Transport/Infrastructure and Socio/Economic(see table below).

These are aligned to the NPPF and AirportNational Policy Statement requirements toachieve sustainable development and securenet gains in relation to economic, social andenvironmental objectives.

The HSPG will continue to work together todeliver the best outcomes for residents andbusinesses affected and that fall outside ofwhat will be delivered by the DCO. This may beset out in a non-statutory advisory sub-regional planning framework to supportindividual Local Plans.

2.3.2 Heathrow Airport Limited’sConsultation 1 Summary andresponse from Slough

Heathrow Airport Limited published its AirportExpansion Consultation Document in January2018 which was known as ‘Consultation 1’. Thiswas carried out at a time when the draftversion of the Airports National PolicyStatement had been published for publication.

The consultation presented Heathrow’s optionsfor expanding the airport and building a newnorth-west runway and covered topics such as:

• the length of the runway

• location of terminals and taxiways

• alignment of the M25 and junctionarrangements

• diversion of local roads including A4 andA3044

• river diversions

• airport supporting facilities

• airport related development

• construction

• surface access

• air quality

• natural and historic environment

The publication of all of the information in theconsultation document highlighted that therewere some potentially serious implications ofelements of the proposed design which werenot clear before:

Vision and Development Principles for theHeathrow sub-region (HSPG June 2016)

Placemaking: An identity for Heathrow as acatalyst for sub-regional regeneration

Environment: Leaders in environmentalmanagement and Best Practice

Transport/Infrastructure: Integratednetwork of transport hubs

Socio/Economic: Create sustainablecommunities sustained by a diverse range ofjobs and supporting infrastructure


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The proposed realignment of the M25 wasmuch further to the west than had beenassumed, potentially affecting residentialproperty at Elbow Meadow as well as theGalleymead Trading Estate.

All of the four main options in Consultation 1replace the A3044 Stanwell Moor Road and theWestern Perimeter Road with a new roadthrough Colnbrook and Poyle.

The Council opposed all of the options for theA3044 on the grounds that the increase intraffic will have serious impacts upon theenvironment and amenities of residents. Alloptions would increase congestion in the areawithout improving accessibility for local peopleor improving public transport access to theairport.

In addition to taking all of the diverted traffic itwould provide an alternative local routebetween the M4 and M25. All of this trafficwould pass through the Brands Hill Air QualityManagement Area. Some property would alsobe lost resulting in a loss of employmentpremises and homes.

Consultation 1 showed that there was a needto raise the runway and taxiways up to 5metres above ground level as they cross theM25. This will make the impact upon nearbyresidential property and upon Pippins Schooleven more serious in terms of visual impact,increased noise and worsening air pollution.

There were no proposed public transport orcycling routes from Colnbrook and Poyle to theairport to compensate for the closure of the OldBath Road. This means that residents will havemuch worse access to jobs and flights.

New infrastructure and airport relatedconstruction or operational development wasproposed within the “Green Envelope” aroundColnbrook that will impact on the visual andenvironmental quality of an already urbanarea.

At the same time none of the proposed newroad networks would provide as direct accessfor buses from Langley and Slough as there isat present. There were no dedicated publictransport links proposed and all routes willtake much longer to get to the terminals. As aresult it is not clear how Heathrow will be ableto meet the modal shift targets that it has beenset.

The location of the 3rd runway creates a newPublic Safety Zone that extends over residentialproperties in Brands Hill.

If unresolved, all of these issues will have to beconsidered through the planning process.

2.3.3 Environmental Impact Assessment -Summary and response from Slough

The proposed Project is classified as‘environmental impact assessment (EIA)development’ as defined by the InfrastructurePlanning (Environmental Impact Assessment)Regulations 2017 (the ‘2017 EIA Regs’). Arequest for an EIA scoping opinion wassubmitted to the Planning Inspectorate on 21May 2018 and a scoping opinion was receivedon 29 June 2018. An EIA is being undertaken toensure the likely significant effects of theProject are understood and that appropriatemitigation of those effects is put in place wherenecessary. The results of the EIA will be set outin an Environmental Statement that willaccompany the DCO application.

The Scoping report recognises the need toreplace the Energy from Waste facility but thiswill have to be brought forward in a planningapplication in advance of the DCO. Sloughraised several issues for consideration as partthe HSPG response. The full HSPG response isavailable from the PINS website (Slough’sextract is in the Appendix).

In accordance with the requirements inRegulation 12 of the 2017 EIA Regs, thepreliminary results of the EIA will be presentedin a ‘Preliminary Environmental InformationReport’ (PEIR).


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2.3.4 Neighbourhood consultation -Colnbrook, Poyle and Brands Hill,November 2018

In November Heathrow Airport Limited heldthree bespoke “Heathrow Expansion and yourNeighbourhood” consultation events foradjacent communities most affected by theexpansion. These are ahead of and to informlocal aspects of the development and designprocess for formal consultation on thePreferred Master Plan in summer 2019.

One event was held for Colnbrook, Poyle andBrands Hill. The information presented is givenin the appendix. The event showed in moredetail Heathrow’s emerging proposalsgrouped into 5 elements:

1. Diverted roads and junctions - M25 tunneland realignment, A3044 diversion, A4diversion

2. Diverted Rivers - Longford, Duke ofNorthumberland, Wraysbury, and ColneBrook

3. The new runway - the new boundary ofthe airport and the third runway

4. Proposed uses of Land - areas forindustrial use, the rail head and extensionof Poyle trading estate

5. Green Routes and Spaces - building onand connecting those that already exist

2.3.5 Current delivery program for the 3rdRunway - DCO submission to opening

Consultation 1 was held in 2018, Consultationon the response to that and other work onelements of the masterplan, known as‘Consultation 2’ is planned for June 2019.

Heathrow are currently then planning tosubmit the DCO mid 2020 because of theamount of front loaded work that has to gointo the process.

The DCO application will be considered by thePlanning Inspectorate on behalf of theSecretary of State and there will be a publicexamination period of 6 months. It will bejudged against the specific requirements setout in the Airports National Policy Statement(NPS).

Following the Examination, the PlanningInspectorate will make a recommendation tothe Secretary of State for Transport who willthen decide whether or not to make theDevelopment Consent Order which will allowthe third runway to go ahead.

The proposed opening date for the newrunway is 2026, with construction startingsoon after the DCO is approved. The increase incapacity and operation will be phased toensure growth does not impact on the existingcommercial operations or other critical servicessuch as the M25, Lakeside Energy from Waste.


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The Council is in the process of reviewing theLocal Plan for Slough which will guide thefuture development of the Borough over thenext twenty years. One of the big issues thenew plan will have to deal with is how toaccommodate the proposed third runway atHeathrow.

3.1 Review of the Local Plan

The starting point for the review of the LocalPlan for Slough was the Issues and Optionsconsultation that was carried out in 2017.

This has produced an agreed Vision for Sloughin 2036 and a set of Objectives for the LocalPlan. The overall strategy is to deliver balancedcohesive growth which meets local needs asfar as possible given all of the constraints todevelopment. Our ambition is for Slough tobecome a place where people want to “live,work, rest, play and stay”.

One of the Objectives of the Local Plan is toensure that growth at Heathrow deliversbenefits for residents and businesses acrossthe Borough and any negative impacts areavoided or mitigated.

The expansion of Heathrow will help deliverthe following Local Plan objectives:

• Objective D: To ensure Slough’s economycreates wealth and retains its role as acompetitive economic powerhouse byretaining its multinational HQs, having adiverse resilient economic base, andincluding opportunities for business start-ups and Smart technology

• Objective E: To create 15,000 jobs supportedby a competitive local workforce who havethe skills to meet businesses’ changing needs

• Objective F: To ensure Crossrail, the WesternRail Link to Heathrow and growth atHeathrow deliver benefits for residents andbusinesses across the Borough.

Economy and employment (Objectives D and E)The NPPF (Chapter 6, February 2019) states“significant weight should be placed on theneed to support economic growth…taking intoaccount local business needs and wideropportunities for development”. It goes on tosay the approach taken should supportsustainable economic growth that responds tolocal strengths, weaknesses and opportunities;identify sites; addresses barriers to investment;and make provision for storage anddistribution operations at a variety of scalesand in suitably accessible locations.

The Eastern Economic Development NeedsAssessment (EDNA) considered the objectivelyassessed economic development needs forSlough for 2013-2026. That shows Slough’sfunctional economic area is closely alignedwith the Heathrow travel to work area. Itrecognises Slough represents a significantcommercial sector in the Western Corridor, andalready accommodates the largest stock ofindustrial space in the Thames Valley.

The EDNA projects gross demand foremployment land requirements for industrialland (B1c, B2 and B8) for the plan period in therange from 83 to 180 ha (this figure includes anallowance for loss of employment land toresidential for example, and delays indevelopment coming forward). The reportnotes some of this need can locate outside ofSlough, including in response to economicdrivers over the lifetime of the plan that cannotbe predicted or modelled at present.

Heathrow is currently Britain’s number oneport by value; plans to upgrade it’s on airportcargo hub and its ambition to be one ofEurope’s best airports for cargo will reasonablyincrease the existing influence Heathrow hason Slough’s labour supply and commercialproperty market.

3 Slough Local Plan


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Pressure from elsewhere, and other sectorssuch as datacentres, may impact on theavailability and use of employment land in theBorough.

Pressure for housing and prior approvalsallowing offices to convert to residential usesare also impacting on employment land in theBorough.

The obvious benefit to Slough from theexpansion of the airport would be the creationof new jobs at the airport. Also providing fornew airport related development in the Poylearea would help to address the potentialshortfall in jobs in the Borough and make upfor the loss of employment land elsewhere.

The expansion of Heathrow can also spreadbenefits elsewhere. Slough town centre, whichwill be directly connected to the airport by thenew passenger rail link (WRLtH), could alsoattract ancillary uses such as hotels orconference facilities which would create jobsfor the local community.

Expanding Poyle Trading estate for airportrelated development and providing offices inTown Centre will help achieve this. As a resultthe Emerging Spatial Strategy proposes thatthe Poyle Trading Estate should be expandedand transformed into an area for more airportrelated development.

Berkshire Local Industrial Strategy Thames Valley Berkshire LEP is drafting theBerkshire Local Industrial Strategy in responseto the Government’s Industrial White Paper.That recognises Slough’s direct and indirectrelationships with Heathrow are an importantelement of attracting inward investment acrossBerkshire.

Transport (Objective F)Heathrow are committed to using more publictransport to get colleagues and passengers tothe airport, and to providing jobs both for localpeople but also across England.

These can then support a combination ofsurface access improvements (bus, train,bicycle and pedestrian) and investmentinitiatives to ensure our young and existingprofessional population has good access toapprenticeships, skills, training, jobopportunities and career progression thatexisting and emerging technologies andairport operation will bring. Retraining forolder people will also be important to addressjob losses that may result from technologicaladvances and operational efficiencies.

The new routes and additional capacitydelivered by expansion will also help retain theBorough’s excellent reputation as a place to dobusiness and its important role as anemployment generator and wealth creatingtown in the Thames Valley and the South Eastbecause businesses will choose to locate orgrow here because of the connectivity itprovides to Europe and Internationally.

Slough will also direct jobs that capitalise onthe proximity of Heathrow, airport relateddevelopment such as hotels, or servicessupporting workers to the Town Centre for anumber of reasons: the Western Rail link isexpected to be delivered in 2024 which willdeliver rapid connectivity to Heathrow fromthe west, there is pressure on land for housing,limited availability of undeveloped landadjoining the airport and constraints from landdesignated as Green Belt, and poorenvironmental quality locally. The Town Centreis also undergoing a rare phase ofregeneration so can provide for the additionalservices needed by passengers and businesses.

3.2 Emerging Preferred Spatial Strategy

An important part of the Local Plan is theemerging Preferred Spatial Strategy which wasagreed in November 2017. This broughtforward most of the options that had been thesubject of public consultation in the Issues andOptions document.


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It was developed using some basic guidingprinciples which include locating developmentin the most accessible location, regeneratingpreviously developed land, minimising theimpact on the environment and ensuring thatdevelopment is both sustainable anddeliverable.

As a result the emerging Preferred SpatialStrategy has the following five key elements:

• Delivering major comprehensiveredevelopment within the “Centre of Slough”;

• Selecting other key locations for appropriatedevelopment;

• Protecting the built and natural environmentof Slough including the suburbs;

• Accommodating the proposed third runwayat Heathrow and mitigating the impact;

• Promoting the northern expansion of Sloughin the form of a “Garden Suburb”;

Accommodating the proposed third runway atHeathrow is therefore an important part of theemerging Preferred Spatial Strategy. In order toachieve this and secure the necessarymitigation, the Local Plan work has developedthe following set of planning principles:

1. Protect Colnbrook and Poyle villages in a“Green Envelope” and enhance theConservation Area and built realm.

2. Prevent all through traffic but providegood public transport and cycle routes tothe airport

3. Provide for the replacement of Lakesideenergy from waste plant and the raildeport north of the new runway

4. Ensure that there are good publictransport links into Heathrow fromSlough.

5. Enlarge the Poyle Trading Estate for airportrelated development but with access onlyfrom the M25.

6. Provide mitigation for the Colne ValleyPark and ensure that existing connectivityis maintained through Crown Meadow.

7. Develop tangible measures to improve airquality in the Heathrow area

8. Ensure that all homes in the Borough thatare eligible for noise insulation areprovided for under the Quieter HomesScheme.

9. Ensure measures to address flood riskfrom the proposals include mitigation toreduce the risk of existing flooding forresidents and businesses in Colnbrook andPoyle.

The purpose of this document is to set out whatthe detailed requirements are for each of theseprinciples so that they can form part of theemerging Preferred Spatial Strategy.


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It is important that the Council sets out at thisstage what its detailed requirements are forthe proposed development of Heathrow basedupon the principles in the emerging PreferredSpatial Strategy. This in order to inform thedevelopment of Heathrow Airport Limited’sMasterplanning work and ensure thatmitigation for the impacts of the third runwayin Colnbrook and Poyle are included in theDevelopment Consent Order. The strategy hasalso been used to.

The following section therefore sets out thedetail of the Spatial Strategy response the LocalPlan expects for Colnbrook and Poyle from theExpansion at Heathrow.

4.1 Emerging Preferred Spatial StrategyGuiding Principles

1. Protect Colnbrook and Poyle villages ina “Green Envelope” and enhance theConservation Area and built realm.

Heathrow is committed to addressing theimpacts of the airport for communities mostaffected. This is important Communitydevelopment projects should be implementedto maintain and build community and ‘villagelife’ both during and post construction toensure that the development has a positivelegacy and that the villages retain their senseof ‘home’ and ‘community’ rather than justsimply places where people live on atemporary basis.

Colnbrook and Poyle have a strong communityidentity and the changes to the area fromdevelopment and intensification fromexpansion may have a negative impact on localresidents and their sense of home andcommunity. Measures must be taken to ensurethese are reduced or mitigated, and the area isa focus for compensation.

Consultation 1 included indicative boundariesfor two land acquisition and propertycompensation zones: a Compulsory PurchaseZone (CPZ) for land needed to expand theairport and a Wider Property Offer Zone (WPOZ)for some homeowners who live close to theboundary of the expanded airport but outsideof the CPZ. Parts of Colnbrook and Poyleincluding land designated as Green Belt andStrategic Gap between the A4 and M4 fallwithin the CPZ. The majority of Colnbrook andBrands Hill fall within the WPOZ. Poyle tradingestate falls out of both.

The CPZ and WPOZ may result in a section ofthe community relocating in a relatively shortperiod. The proximity and affordability of localresidential areas in Colnbrook means they areat risk from being dominated byaccommodation operating as HMOs forconstruction or other workers seeking shortterm accommodation near Heathrow.

It is important to recognise this through forexample developing a housing strategy toaddress impacts on the local community fromthe WPOZ or use as HMOS; investing inimproving the Conservation area; enforcerestrictions on reducing through traffic fromthe A4 accessing Poyle Trading Estate; andproviding a multi-purpose ‘green’ bufferaround Colnbrook village.

The Colnbrook and Poyle areas of the Sloughborough are deficient in open space, both itsquality and quantity. The Parks and OpenSpaces Framework(SBC 2012) identifiesopportunities for existing sites to benefit fromand contribute to better connectivity,specifically Crown Meadow with recreationalreservoirs to the west, and Pippins Parkthrough green belt to the east/north-east.

4 The Emerging Spatial Strategy for accommodating

growth at Heathrow (Colnbrook and Poyle)

Pippins Park and Albany Park have potential toform part of new strategic multi-functional GIprovision protecting the Colnbrook and Poylefrom adverse airport impacts in a ‘GreenEnvelope’; and responding to the local heritagewith planting of a Cox/ heritage apple Orchard.The green envelope will form part of the CVPbut will primarily be for local people - asinformal recreation and a buffer from the A4and Poyle, and will need to be activelymanaged as such in perpetuity.

Measures should robustly protect and enhanceheritage setting where large scale newdevelopment is immediately adjacent to villagecores. For example, the setting of survivingareas of Colnbrook village core could besignificantly affected by airport and associateddevelopment, diverted roads and displacedfacilities.

A review of Colnbrook Conservation areashould therefore be carried out along with anassessment of its Listed Buildings and otherstructures of historical interest. That shouldinvestigate the historic significance of existingListed Buildings across the area affected by theDCO or associated development.

The report should investigate and liststructures of historic interest such as the 1830sHolding Cell at the back of The Lawns; the BeauNash Water-pump on the Old Bath Road; ThePunchbowl Pub; An aircraft generator shelternear Old Wood used by the Hurricane factoryduring WWII; a WWII PoW hut at SpeedwellFarm; and the Old Nick police station on SuttonLane; as well as items just over the M25 indanger of disappearing with Airport Expansion,such as Mad Bridge and a coaching milestone.

A report should be produced to provideevidence to update the Heritage England list ofListed Buildings. That should also includeoptions for mitigation and compensation suchas extending, improving, and connecting theConservation Area and other assets; or otherprojects.

The DCO should then include measures toengage with the local community aboutfunding its implementation and compensationincluding Conservation Projects withsuggestions about what can be done andpossible funding for the Community to chooseand deliver them.

All through traffic should continue to beprevented through Colnbrook Village withadditional enforcement applied.

2. Prevent all through traffic but providegood public transport and cycle routesto the airport

Transport infrastructure investment is a criticalarea to influence and integrate withHeathrow’s plans. The scale of the proposalsoffer the possibility to alter the way the areacurrently operates. If captured and directedsuccessfully can tackle congestion and be anenabler for growth in the area.

The Council supports the Surface AccessStrategy commitments to no overall increase inthe amount of airport related traffic on theroad; reduce, from a 2013 baseline, all staff cartrips by 25% by 2030 and 50% by 2040; at least50% Surface Access Passengers arriving ordeparting by public transport by 2030(increasing to 55% by 2040). The Strategy willprioritise initiatives including promoting publictransport access for passengers; a commuterprogram for staff and ensuring localcommunities benefit from improvements tolocal and regional connections and phasing theworks to minimise the effects on road users.

Road Access The quality, reliability and journey times ofaccess routes will strongly influence how theTown Centre, Langley, Colnbrook and Poyle canconnect and benefit from expansion and theirproximity to the airport. Conversely theimpacts could mean the area suffers negativeimpacts of congestion and pollution withoutthe access to jobs.





The NPS requires the applicant (HAL) to developa Surface Access Strategy, in conjunction withits Airport Transport Forum, to minimise theeffects of expansion. Slough requires thefollowing measures to deliver significant modalshift; support public transport; and reducecongestion and pollution:

• M25 - Maintain Junctions 14 and 14a

Moved the re-aligned route further to the east;and provide direct access to Poyle tradingestate.

• A4 - Support the diversion of the A4 north ofthe airport boundary to maintainconnectivity.

We remain concerned about the A4 being usedas an alternative to the M4

The A4 currently provides a number offunctions. It provides access to local properties,an important bus route, a secondary routefrom the M4 into the central terminals, andforms part of the outer “ring road” for theAirport.

It should be noted that all traffic on the A4 tothe west of the airport has to pass through theBrands Hill Air Quality Management Area andso this needs to be considered as a factor interms of the amount of traffic that will beattracted to the diverted route.

The stated main purpose of the proposedoptions appears to be to provide easy accessfor those making local journeys. It isconsidered that this is the basis upon whichthe proposed options should be judged withparticular emphasis upon the need to provideimproved bus routes.

• A3044 realignment:

Prevent through routing of a diverted A3044from the A4 at Brands Hill to the M25; relocatethe diverted A3044 closer to the M25.

• Park and ride to serve the existing businesscommunities outside of the town centre

Provide for provision of a park and ride sitewith up to 600 car parking spaces to supportPhase 2 of the SMaRT investment programmeto extend the mass transit service from Langleytowards Heathrow. The scheme includeshighway works to improve bus journeyreliability on the M4 Junction 5 roundabout,along London Road and at the Sutton Lanegyratory.

• Parking Enforcement Permits

Enforce on all illegal parking in Poyle,Colnbrook, Brands Hill and Langley inresidential streets and pre-pay passenger carparks.

Public Transport, Walking and CyclingOne of HALs requirements is to, compared to2013, reduce staff car trips by 25% by 2030 and50% by 2040. More detail is required to set outhow the Surface Access will address this, andcreate capacity for local buses and activetransport for those commuting to the airportfor work.

There will be a need to provide dedicatedpublic transport links to ensure local routesfrom Langley and Slough provide direct airportaccess and take less time to get to theterminals than private cars.

A safe sustainable cycle network betweenPoyle/Colnbrook and Heathrow (Old BathRoad) is also required to ensure those residentsthat choose to can have safe and more directroutes to the terminals for work or travel.Provision of airport routes could be combinedwith commitments to deliver multi-functionalgreen corridors/space.

3. Provide for the replacement of Lakesideenergy from waste plant and the raildeport north of the new runway

Options presented in Consultation 1 and theDCO Environmental Impact AssessmentScoping Report show the Lakeside Energy fromWaste Facility and the railhead will need to berelocated.

Energy from Waste plant (“Lakeside EfW”)The EfW is a sub-regional facility serving theBerkshire Authorities as well as Slough. Theneed for the facility to operate continuouslymeans it will need to be replaced before theexisting facility is decommissioned. While it canbe brought forward under the usual planningprocess the lead in times for planningpermission and construction mean this will berequired ahead of the DCO; and the DCOMasterplanning integrates the relocated siteand access to it, including throughoutconstruction.

It is considered that the plant should bereplaced upon a “like for like” basis close towhere the current facility is, with the option ofit being rail linked.

As a result the site west of the Iver Southsewage works south of the M4 is preferred.This will have to take account of the need toaccommodate the proposed shaft andcompound for the Western Rail link toHeathrow.

It will also have to ensure that it does notimpact upon Old Wood and makes provision forthe Colne Valley Trail to the north.

It is understood that because of its proximity tothe runway a lower stack of 55 metres will haveto be provided compared to the current onewhich is 75 metres tall.

The lower stack height means atmosphericdispersion ground borne particulate levels willbe higher, and the highest concentrations willoccur a shorter distance from the stack thanthe current design, unless the abatementsystems are radically altered and enhanced.

It is assumed that vehicular access will be fromthe rerouted A4. Traffic modelling and ADMSmodelling will be required to assess the airquality impact from vehicle movements.

Rail TerminalPart of the existing rail way line which servesthe oil depot, the Colnbrook Logistics Centre,London Concrete and Aggregates Industrieswill be lost as a result of the construction of thenew runway. It is important that a rail depot isretailed in this location for these sorts of usesas well as for the construction of the proposedrunway and associated facilities. This canensure that bulk construction materials andpre-fabricated elements from the remoteLogistics Hubs can be delivered to theconstruction site without having to use theroads. This will require the reconfiguration ofthe Rail terminal in order to ensure that it canaccommodate full length goods trains.

Once the construction of the third runway iscompleted consideration will have to be givenas to how it should be used for the continuedimportation of minerals and as a logisticsdepot for Heathrow. It could also provide a raillink to the relocated Energy from Waste plant.

To avoid congestion and environmentalimpacts the railhead will not be allowed to beused as a distribution centre for other goods.

4. Ensure that there are good publictransport links into Heathrow fromSlough.

The main direct benefit of the expansionshould be jobs, both for residents working atthe airport and for those with businesses inSlough that serve the airport. Given the targetsto reduce congestion and private car use, theCouncil considers that measures are needed toreduce and improve journey time andreliability from Slough Town centre, Langley,Colnbrook and Poyle.





There is a need to ensure access to that andresidential areas in Colnbrook and Poyle andthe possible urban expansion are taken intoaccount in the surface access strategy forHeathrow to support viable public transportlinks between them, Heathrow and SloughTown Centre; and ensure homes for Sloughresidents working directly or indirectly with theairport.

Given advances in technology, that the airportoperates 24 hours a day, and changes in theway people are likely to work and travel, theproposals should consider passive provision forDemand Responsive Transport for Colnbrookand Langley areas; or support the CouncilsMass Rapid Transport scheme beingimplemented as part of the Slough’s SMaRTtransport scheme.

The Western Rail Link to Heathrow (WRLtH)The Western Rail Link to Heathrow (previouslyknown as the Western Rail link to Heathrow orWRLtH) allows direct services to Heathrowfrom Slough, Reading and the West. The servicefrom between Slough and Heathrow will takeseven minutes and operate four times per hourin each direction.

The link is supported by the NPS and HALWRLtH but is being delivered under a separateDCO process. The Council supports HeathrowAirport Limited’s commitment to contribute tothe cost, but considers the project is requiredby the current airport; and so must bedelivered prior to expansion being completedto help with modal shift and to contribute tothe economy. It is therefore vital that HeathrowAirport Ltd agree as a matter of urgency thecontribution to provide a level of certainty onthe delivery timescales.

The Heathrow DCO team will need to liaise withNetwork Rail on the construction and locationof the new line and for example at present thetunnel to the existing rail line at HeathrowTerminal requires two shafts - these are shownon the key diagram for the area.

5. Enlarge the Poyle Trading Estate forairport related development but withaccess only from the M25.

Poyle Trading EstatePoyle is perfectly located and already hasstrong links with the airport. It is important,given pressures on land, that Poyle is protectedfor airport supporting industries. Consultation1 showed there will be a loss of existingbusiness premises in Poyle in order toaccommodate new roads and new junctions.This, along with the potential land take forother infrastructure and non employmentgenerating uses, means that the Council willhave to consider the most sustainable option toenable the expansion of Poyle Trading Estatefor airport related employment uses. This isnecessary to enable the estate to remainviable, and also as it is the best location tomeet the need for additional airport relatedindustry uses that do not need to be on-sitebut close to it such as food preparation ormaintenance.

Slough will also work to understand therequirements of occupiers and operators todeliver airport related or support services suchas in logistics. It will be important to considerwider market and technological trends,working with local providers and operators tomanage the quantum and quality of suchdevelopment, and in particular promoteinnovation around addressing the impacts offreight transport and to deliver commerciallycompetitive supporting physical, social andutility infrastructure including superfastbroadband or its successor.

Proposals for regeneration of Poyle in theemerging spatial strategy will need to • Demonstrate a commitment to provide local

jobs, as part of the Emerging Spatial Strategyis to provide 15,000 new jobs for ourexpanding population

• Ensure new routing does not deliver analternative to M25 for direct through routefor the A4/A3044

• Consider reconfiguration of the internal roadlayout to deliver better operationalaccessibility and safety

• Enlarge and improve design, quality,amenity, green space and sustainabilitycredentials of the Poyle Trading Estate toattract high value commercial users andpossibly airport related co-located offices

• Ensure large scale modern servicesinfrastructure to support competitiveemployment space: superfast Broadbandand electricity, SMART buildings; EVcapability

• Deliver commercially attractive (fast, direct)access to the airport: possibly via a lowemission freight lane

• Consider range of industrial space to supportdiversity of supply chain services and passiveprovision for shared servicing such as twoway load consolidation

• Deliver a positive connection with ColnbrookVillage centre and the communities thatexcludes heavy traffic and HGVs

It should be noted that in the short term theCouncil will continue to rigorously apply GreenBelt and Strategic Gap policies to any proposalsthat come forward in advance of the future ofthe airport being resolved. This will preventdevelopment happening in an unplanned way.

6. Provide mitigation for the Colne ValleyPark and ensure that existingconnectivity is maintained throughCrown Meadow.

Slough Borough Council is supportive of theexpansion but is aware of the adverse impactson the strategic role of the Colne ValleyRegional Park from land loss in an area of thepark that in spatial terms is already at one of itsnarrowest points. The park in this location isprotected by its designation as Green Belt andStrategic Gap.

This part of the Regional Park is the mostaccessible to Slough residents and a gatewayto the wider opportunities the Park offers forinformal recreation. The Regional Park is alsoimportant for the varied roles GI can contributein addition to informal recreation such asvisual landscape amenity, historic landscape,biodiversity, agriculture, and flood alleviation.

Green infrastructure, and particularlyimproving current spaces, connectivity andurban quality can have a strong positive impacton both health and wellbeing and alsoperceptions of the area, supporting ‘activetransport’ (walking and cycling) accessibility.

Expansion will affect the existing naturalenvironment but the Council supportsHeathrow’s intention to create a positivelegacy for high quality well connected “greenand blue” infrastructure. This means measuresthat prioritise landscape, wildlife, plants, rivers,ponds, and streams in a connected way for thesocial, environmental and economic benefits.

Although in Slough the quality and quantity ofopen land in the Colne Valley Park will reducethe identity should be retained. Retention ofCrown Meadow is thus vital to maintain habitatand recreational connectivity as one of the‘green corridors’ in land designated as theStrategic Gap to the west of the airport wherethe Green Belt and Colne Valley Regional Park isat its narrowest.

Green Belt Follow the NPPF and NPS in relation toreleasing land from the GB and ensure Sloughretains the benefits of and mitigation for thiswithin the Borough.

Any proposals need to protect Colnbrook with agreen envelope and enhanced conservationarea and deliver benefits for localcommunities; however most of thecompensation for CVP will be outside of Slough.The current Colne Valley Trail route in Sloughwill need to be diverted from its existing route.Given the intrusion of the third runway itself itseems the best route is that running parallel to





the south of the M4 and then south to crossthrough Crown Meadow. While not ideal thereis the opportunity for best and innovativepractice to make the route as attractive aspossible to allow for walking, cycling andinformal recreation; and to connect new andexisting habitats for protected and otherspecies.

Mitigation must be able to be sustained inperpetuity. Where mitigation is dependentupon land assets, it must be supported by landacquisition/long term land agreements. Allmitigation must be able to resist futuredevelopment pressures arising directly from orconsequential to the expansion of theairport/associated other newinfrastructure/land use demands.

7. Develop tangible measures to improveair quality in the Heathrow area

A critical part of the NPS is to address air qualityimpacts, including on particularly sensitivereceptors such as Pippins School, Brands Hill,and Colnbrook Village. While aircraft contributewith take off and landing; in Slough the majorsource of these is the road network, and assuch the issue is dealt with in the surfaceaccess strategy.

Proposals will need to deliver sustainablesolutions and improvements to air quality, andaddress noise (road and aircraft). Measures willalso be needed to ensure routes for ‘activetransport’ (walking and cycling) are attractiveand where possible suitably segregated forsafety, more direct access to the airport, or toother National Cycle Routes.

The DCO will need to integrate acomprehensive Air Quality Monitoring andMitigation package of measures to reduce airpollution impacts. These could include EVcharging infrastructure; sustainable transportcontributions; a network compatible lowemission zone and dedicated zero emissionlanes for buses and possibly freight along theA4, A3055.

Heavy Duty Construction Traffic will need tomeet EURO VI standards, and avoid Brands HillAQMA and Colnbrook Village.

8. Ensure that all homes in the Boroughthat are eligible for noise insulation areprovided for under the Quieter HomesScheme.

The Government’s Airport National PolicyStatement sets down requirements airportoperators must meet in order to reduce noiseimpacts. There are:

a) Avoid significant adverse impacts onhealth and quality of life from noise;

b) Mitigate and minimise adverse impacts onhealth and quality of life from noise; and

c) Where possible, contribute toimprovements to health and quality of life

The prioritisation of one of these principles willcompromise the ability to use another. Forexample, designing routes that reduce the totalnumber of people overflown by aircraft mightmean more concentrated flight paths over lesspopulated areas, increasing the frequency ofoverflight for those affected but impactingfewer people.

The Council requires:

• Noise insulation for all Slough residents,community buildings and school (s) affectedby new aircraft noise and new noise take-offand landing routes (3rd runway) contours.

• That all the homes in the Borough eligible fornoise insulation are provided for under theQuieter Homes Scheme.

• Construction traffic is limited to key routesand times to reduce noise/vibration impacts(and congestion)

• Night flight bans provide reliable respite.Note this element is connected to asecondary issue around the Governmentreorganising how airspace is organised.



9. Ensure measures to address flood riskfrom the proposals include mitigationto reduce the risk of existing floodingfor residents and businesses inColnbrook and Poyle.

At present parts of Colnbrook south of the A4are subject to flooding. The DCO process doesnot require existing flooding to be addressedbut the Council consider that given thedisruption and construction to the Colnbrookand Poyle area compensation measures shouldensure that the risk of flooding is reduced.

Flood risk mitigation and compensation shouldbe multifunctional, provide and link strategichabitats and align and integrate withbiodiversity and green infrastructure plans.



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Appendix





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Emerging Spatial Strategy Accommodating Growth at Heathrow:

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