Hot News - developer states intention to resubmit fresh planning application in early 2009.

Loading Gauge

The loading gauge denotes the clearances above and to the sides of the railway track and thus determines the size (height and width) of railway vehicle that can safely use the line. It is a key factor in the context of this proposed development.

The gauge on the UK rail network ranges from W7 (smallest) to W12 (largest). Main UK freight routes such as the East and West Coast Main Lines are cleared to gauge W10 and cater for larger freight vehicles including the 'High Cube' containers preferred by freight operators. The Midland Main Line (MML) between London and Leicester is only cleared to gauge W7 which restricts the size of vehicle and prevents 'High Cube' containers from being carried on standard freight wagons. 'High Cube' containers can be transported on W7 gauge but on specially adapted freight wagons that are not only in short supply but, more importantly, reduce the number of containers carried per train and are consequently less efficient.

Therefore, in order to maintain viable rail operations, it is clear that the gauge of the MML would have to be increased to W10 at least. Subject to proper survey, this would necessitate increasing clearances between the track and some adjacent structures. This could involve major civil engineering work on bridges, tunnels, platforms and line side buildings, a potentially costly exercise and one that could involve lengthy disruption to existing rail services.

The developers commissioned a desktop survey of the MML which concluded that increasing the gauge between St Albans and Cricklewood is possible. However, there is no commitment to undertake the work nor is there any indication of costs or funding methods.

STRIFE believes this issue should have been fully resolved before the application was submitted. We are concerned that the lack of commitment to enhance the gauge threatens the future viability of rail operations and could result in the proposed development becoming primarily a road based operation.

Northern Access

It is proposed that rail traffic will enter and leave the site to and from the London direction only; there is no provision for trains to enter or leave via the north. Whereas the developers acknowledge that a northern connection could be added at some later date, they claim that most trains will travel to and from the London direction, the implication being that northern access is actually unnecessary.

STRIFE believes this decision is more to do with cost than rail traffic projections and is also directly linked to the loading gauge issue.

The developers engaged consultants to assess the MML loading gauge to the north between St Albans and Wigston Junction, south of Leicester. They concluded that gauge enhancement could not be achieved without considerable cost and disruption and that the option should not be progressed. If the developers believed that northern access was unnecessary then why assess the gauge to the north ?

To further support our argument, the developers also investigated reinstatement of an old line linking the MML and the St Albans Abbey branch with the aim of providing access to the W10 gauge West Coast Main Line at Watford Junction. This option was not pursued on grounds of cost, operational difficulties caused by the track layout at Watford and the strong opposition the reinstatement was likely to provoke.

Clearly the developers recognised the need for northern access and would have provided it had it been financially feasible to do so - this simply endorses the widely held view that the Radlett site is an inappropriate location for the development.