OPTIONS W7w/e/c

Taking all factors into account the preferred option was option W7 - a full four track scheme which after further consideration became option W7X.

Three variations of option W7X were developed as follows:-

Option W7W	A New west side viaduct running through the present car park.  New tunnels would be needed.  At Oaklands, existing residential property would be demolished (Map2A)
Option W7E	A new east side viaduct.  This would involve demolishing residential property in the Digswell area.  The Station buildings would have to be demolished.  The new south tunnels would be below property in Sharman's Close.  North of the tunnels, no residential property would be affected.
Option W7C	This option would change sides between the South and North tunnel.  This flyover would require a 60mph speed restriction.  The existing North tunnel would also have to be shortened.

Major environmental constraints were identified during this process and are detailed by maps 1A and 1B

In addition to the environmental constraints, a number of other factors had to be taken into consideration

	The effect on the station building, and the opportunity to create a fully accessible station with up-to-date information systems
	The effect on car parking
	Construction traffic access routes and haulage routes
	The disposal of the excavated material from the tunnels and other cuttings
	The disruption caused to railway operations during construction and the need to maintain reliable services
	The visual and aesthetic appearance of the new viaduct

	East side widening preferred over the Mimram Valley
	West side route preferred in station area
	East side route preferred through Oaklands

Unfortunately no single scheme could satisfy all these constraints.

Taking all of the constraints into account, the first option considered was Option W7C and the following factors were critical:

	Places the viaduct on the unfavoured side; it was not supported by English heritage
	Would adversely affect Digswell Lake Nature Reserve Would pose the greatest construction/safety risks where it changes side
	Would cause disruption to train services during construction
	Is the most costly
	Has the most adverse effects in respect of spoil disposal
	Affects ancient woodland at the crossover it was not supported by English Nature

Options W7W and W7E were then compared:

	Option W7E affects less residential property
	Option W7E places the viaduct on the favoured side so English Heritage prefer it
	Option W7W is more economic
	Option W7E matches two of the three preferences (see constraints)
	Option W7E receive English Nature greater support from English Nature
	Option W7E offers the opportunity for new station facilities
	Option W7E avoids Digswell Lake Nature Reserve

As a result of this comparison Option W7E was the preferred solution despite being more costly. We believe that the preferred option offers the- best overall balance between the many competing interests.

Over the next 18 months we will undertake:

	Detailed topographical mapping of the area
	Geotechnical investigations of soil and rock properties
	Detailed environmental surveys
	Further consultation with local authorities and statutory bodies
	Visual and aesthetic studies of the new viaduct

We will prepare detailed plans that will show the exact effect on property and land and this work will lead to :

	The preparation of an Environmental Statement
	Publication of a Transport and works act order
	Publication of a Compulsory Purchase Order

We believe there will almost certainly be a need for a Public Inquiry, which is likely to take place in about Spring/Summer 2002. Having considered the Inquiry Inspector’s Report, the Secretary of State for the Environment, Transport and the Regions will decide whether to authorize the scheme