Southbourne Allocation Development Plan Document: Regulation 18 Consultation Main Document
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Network Rail appreciates the identification of the high risk crossing at Church and the need for this to be mitigated either through closure or via a new bridge, as proposed as part of Scenario 1.
In addition to the impact on Church level crossing, there is also a concern that development to the north of the railway could increase use of Penny level crossing which is located to the east of Church level crossing (where the red footpath indicator on the Scenario 1 map meets the railway). The scale of the potential development gives rise for the opportunity to close this level crossing and potentially divert the right of way over the new bridge near to Church. This would remove two high risk level crossings and be of significant benefit to promote safe active travel connecting the north and south of the railway. This should be included as a further benefit.
In Network Rail's view, there is no specific requirement for a vehicular bridge to be provided. However, this could relieve pressure on the Stein Road crossing by providing a potentially quicker, safer route over the railway. Relieving use at Stein Road would help to lower congestion build up related to when the barriers at the level crossing are down and therefore lower safety risk. It should be noted that a bridge of some form is required should the development north of the railway come forward to serve pedestrians and cyclists and/or vehicles. Without any form of bridge, the safety risk of the level crossings at Penny and Church would be significant and be considered by Network Rail to be unacceptable.
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The lack of a vehicular bridge would render the development proposed by the scenario as undeliverable. Inlands Road level crossing is a high risk crossing and would need to be sufficiently mitigated to enable safe crossing of the railway. Network Rail has objected to the current application located close to the crossing for 46 dwellings, as it is considered the usage generated by this would have an impact on safety at the crossing. The application fails to safeguard land for a future railway crossing which would be a significant inhibitor to the delivery of a crossing. The pedestrian bridge, noted on the scenario 2 map above, provides no specific railway benefit as it would not alleviate impacts on Inlands Road nor facilitate any other level crossing closures. It may increase connections to aid access to Southbourne rail station however a clear link to the station would need to be shown.
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Network Rail supports the identifications of the issues around pedestrian and vehicular traffic and existing level crossings requiring mitigation.
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Scenario 1: Land to the West, Scenario 3: Mixed Scenario, Scenario 2: Land to the East
It is Network Rail's view that Scenario 1 allows for the most effective and practical means of mitigating development. Development of land to the west would allow for the potential closure of two level crossings and provide a single means of accessing land to the north. A multi modal bridge would also potentially relive pressure on Stein Road. Scenario 2 is considered to be the least best option to pursue as there are significant limitations to mitigating Inlands Road level crossing effectively. The scale of development proposed would require a new bridge at Inlands Road and, given the on-going application and likely other applications coming forward, the land required for the bridge may not be available. For Scenario 3, a more effective opportunity could be to provide the multi modal bridge at Church and the further means of crossing to the east of Southbourne rail station for pedestrians. It is acknowledged that there may be a viability consideration for this given the spread of development within the Scenario. In all Scenarios, any railway crossing would need to be fully funded by third parties and would require all necessary Network Rail agreements related to a structure spanning the railway.
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