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North Muskham, Bathley Lane and Church Lane; and • Whitehouses, Barnby and Bullpit Lane

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North Muskham, Bathley Lane and Church Lane; and • Whitehouses, Barnby and Bullpit Lane What happens next? Timeline of activity East Coast Main Line (ECML) Summer 2014 Stage 1 - first round of public consultation [COMPLETE] Autumn/Winter 2014 Stage 2 - second round of public consultation ` Summer/Autumn 2015 Stage 3 – develop options and submit Transport and Works Act Order Spring 2016 Stage 4 – Public inquiry to be held (if called by the Secretary of State) 2017 – 2020 Construction Phase Level Crossing Closure Programme Feasibility Study TWAO submissions Newark & Sherwood – Norwell Lane, North An application for a Transport and Works Act Order (TWAO) for Nottinghamshire will be made and include the following crossings: Muskham, Bathley Lane and Church Lane • Scrooby, School Lane and Thomsons; • Ranskill, Torworth, Barnby Moor and Botany Bay; • Grove Road, Eaton Lane, Gamston Lane and Egmanton; • Grassthorpe, Barrel, Eaves and Carlton; • Flyfish, Cromwell Lane and Cromwell; • Norwell Lane, North Muskham, Bathley Lane and Church Lane; and • Whitehouses, Barnby and Bullpit Lane. How to respond Your comments are valued and we will consider your responses to the completed questionnaires alongside environmental, engineering design and cost considerations. We will use that information to help us design the proposed solutions that will be included in TWAO applications. Please respond to the consultation by completing the enclosed questionnaire or completing the questionnaire online at: www.networkrail.co.uk/ecmllevelcrossings Completed questionnaires can be returned to us at the public consultation events, or posted to us using the Freepost envelope provided. All responses must be received by Friday 13th March 2015. Further information For the latest information on the project, please visit our website www.networkrail.co.uk or email us at: [email protected] If you require information in an alternative format or need any help understanding it, please call: 08457 11 41 41 Improving reliability and safety inin youryour areaarea 12 January 2015 Further Option Details In selecting the preferred option we have considered various criteria, including: Network Rail is continuing its feasibility Key benefits Construction Programme Level crossings cause major delays to trains, study to explore options to close level • We estimate that Option CH1 (Bridleway bridge) will take in the order of 6 months to construct. pedestrians and road users and are expensive to crossings on the East Coast Main Line • We estimate that Option CH2 (Highway bridge) will take in the order of 15 months to construct. maintain and renew. We have taken steps to close (ECML) as part of our ongoing many crossings across the network and we are Severance & Impact on Third Party Land commitment to deliver a safer, more continually looking at ways to improve safety and • Third party land is required for both options however we will work with the landowners to minimise land-take reliability. Closing level crossings will help to: efficient and reliable railway. and to ensure alternative means of access are provided to retained fields wherever necessary. • Deliver a safer, more efficient and reliable • The land required for the bridleway bridge option (CH1) is significantly less than would be required for the railway, which is vital in supporting the UK roadbridge option (CH2) and new stretch of highway connecting to the Great North Road. We are now consulting on our preferred options economy; to close crossings and provide alternative access arrangements in your area. We would • Reduce delays to trains, pedestrians and road • Option CH1 is located in the corners of two fields and has limited land severance impacts, whereas Option like to better understand how the preferred users; CH2 affects three fields, causing severance as a result of the new bridge and highway. solutions affect you and your community. • Improve safety of pedestrians, cyclists and other highway users; Environmental Impacts Having received an excellent response to our • An Environmental Impact Assessment is being undertaken and is currently at an early stage. The potential first round of public consultation held in June • Reduce ongoing cost of running and environmental effects of both options during construction are likely to include noise, dust and traffic, as well and July 2014, we wish to thank the residents, maintaining the railway; level crossings are as potential effects on the setting of listed buildings and a Scheduled Monument. For the highway bridge businesses and other stakeholders who took expensive to maintain and renew; option (CH2) potential environmental impacts are likely to also include temporary severance and loss of part in that process. • Improve journey time reliability. agricultural land. The information provided through the first round This leaflet outlines proposals for crossings in the • For the bridleway bridge option (CH1) potential operational effects are likely to include changes to vehicular of consultation has been used to select a Newark and Sherwood area, specifically the level traffic flows including a reduction on Church Lane as well as changes to the landscape character and visual preferred option for each crossing and develop crossings at Norwell Lane, Bathley Lane and amenity. proposals to be presented during this second Church Lane, and the public right of way crossing round of consultation. at North Muskham, between Norwell Lane and • For the highway bridge option (CH2) potential operational effects are likely to include changes to traffic flows Bathley Lane. including a significant increase on Church Lane and Lower Main Street, associated noise and emissions and also changes to the landscape character and visual amenity. Preferred options Likely Effect on Usage Norwell Lane [Ref: NOR] • Our surveys identified that up to an average of 192 motor vehicles, 40 cyclists, 27 pedestrians and one (Please state this name and reference in question 1 of the questionnaire) equestrian use the crossing per day. On average the usage equates to one vehicle per 8 minutes on weekdays and one per 6 minutes on weekends. Therefore current use of Church Lane is low. Please note that although this crossing is located on Vicarage Lane, it is referred to as Norwell Lane throughout this leaflet and within all other project documentation. • For the preferred bridleway bridge option (CH1) road vehicles will be re-routed on the existing highway network, along the Great North Road to North Muskham. The new bridleway bridge will retain connectivity We propose to close the existing ECML level crossing referred to as Norwell Lane and provide a new between North and South Muskham for all non-motorised users. highway bridge to the south of the existing crossing. The preferred option will run north-west to south-east approximately 40 m to the south of the existing level crossing. A footpath will also be provided for • The impact of the preferred option will be assessed in detail within a Transport Assessment report, which is pedestrians on the northern side of the proposed bridge. being prepared for inclusion as part of the TWAO application. However it is anticipated that the addition of diverted traffic is within the current capacity of the Great North Road and A1 junction. Consideration will be given to providing measures to ensure suitable bus access to Muskham Primary School is available and to alleviate any other road safety concerns • In Option CH2 the new highway bridge would remove existing delays for motorised vehicles and improve journey time reliability along Church Lane. The impact of removing the level crossing is that traffic flows along Church Lane are forecast to increase as some traffic will re-route from Great North Road and Nelson Lane. Consideration will be given to providing highway measures to accommodate the changes in traffic flows and alleviate any road safety concerns .The new highway bridge will retain connectivity between North and South Muskham for motorised and non-motorised users leading to increased traffic flows along Main Street. Photograph 1: Existing Norwell Lane level Photograph 2: Existing Norwell Lane level 2 crossing (looking west) crossing (looking east) Figure 10: Visualisation of the preferred bridleway bridge option for Church Lane (CH1) 11 Stage 1 Consultation Feedback During Stage 1 consultation we consulted on one option to provide a new highway bridge to the south of the existing level crossing. Other options were not considered to be feasible due to the proximity of residential properties to the north side of Vicarage Lane. The proposed highway bridge option to the south of the existing level crossing received strong support. Existing usage (18 hour) Figure 1: Existing usage survey information Figure 8: Option 1 for Church Lane level crossing (CH1) Figure 2: Preferred option for Norwell Lane level crossing Figure 9: Option 2 for Church Lane level crossing (CH2) 3 10 Further Option Details In selecting the preferred option we have considered various criteria, including: Church Lane [Ref: CH1 or CH2] (Please state this name and the reference of your preferred Option in question 1 of the questionnaire. CH1 for Option 1 or CH2 for Option 2. Construction Programme • We estimate that construction is likely to take in the order of 12 months. In the case of the Church Lane level crossing, two options Severance & Impact on Third Party Land are currently still being considered. • The new highway bridge will require the acquisition of farmland from private landowners on both sides of the ECML. We are consulting with the landowners, and as the design continues to develop we will In Option 1 (CH1) a bridleway bridge would be provided for endeavour to minimise land-take and consider means of providing alternative access provision to the field non-motorised users, thereby retaining connectivity to the west of the railway, in order to minimise the affect on the landholding. between North Muskham and South Muskham for pedestrians, cyclists and equestrian users. Motorised traffic Environmental Impacts would be diverted using the existing public highways along • An Environmental Impact Assessment is being undertaken and is currently at an early stage.
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