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$: Pre – Feasibility Study of Rail Route Options · Pre – Feasibility Study of Rail Route Options Report No. FS/227552/FC/01 S-1 227552/HWY/HCC/01/P1 - 04/08/2009/1 of 1 E:\Whitehill$

Whitehill / Bordon Eco Town

Pre – Feasibility Study of Rail Route Options

Report No. FS/227552/FC/01

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E:\Whitehill R.J568286.01-Final report 1.4.10.doc

List of Contents Page

Chapters and Appendices

EXECUTIVE SUMMARY..................................................................................................................... 1

1 INTRODUCTION................................................................................................................... 1-2

2 GLOSSARY AND ABREVIATIONS.................................................................................... 2-3

3 EXISTING RAILWAY CORRIDORS ................................................................................... 3-4

3.1 LMR Main Line – Liss to Bordon .............................................................................. 3-4 3.1.1 Liss to Liss Forest Road................................................................................. 3-4 3.1.2 Liss Forest Road to Longmoor ...................................................................... 3-4 3.1.3 Longmoor to Whitehill South Junction.......................................................... 3-4 3.1.4 Whitehill Junction to Bordon Station ............................................................ 3-5

3.2 LMR Hollywater Loop ............................................................................................... 3-5 3.2.1 Whitehill South Junction to Longmoor.......................................................... 3-5

3.3 LSWR/SR/BR Bordon to Bentley Branch Line ......................................................... 3-6

4 OUTLINE DESCRIPTIONS OF MAIN LINE OPTIONS ..................................................... 4-7

4.1 Option ML1 Bordon to Bentley.................................................................................. 4-7

4.2 Option ML2 Bordon to Liss ....................................................................................... 4-7 Base Option ................................................................................................................ 4-8 Option ML2a Create a direct route between Woolmer Pond and Liss ....................... 4-8 Option ML2b Create junction towards London at Liss .............................................. 4-9

4.3 Option ML3 Bentley to Liss via Bordon .................................................................... 4-9

4.4 Option ML4 Bordon to Liphook................................................................................. 4-9

4.5 Option ML5 Bordon to Alton ................................................................................... 4-10

4.6 Option ML6 Divert main line from Liss to Liphook via Bordon ............................. 4-11

4.7 Option ML7 Alton to Liss via Bordon ..................................................................... 4-11

4.8 Option ML8 Alton to Liphook via Bordon............................................................... 4-11

5 PROPOSED LIGHT RAIL OPTIONS.................................................................................. 5-12

5.1 Option LR1 Bordon to Bentley................................................................................. 5-12

5.2 Option LR2 Bordon to Liss ...................................................................................... 5-12 Sub Option LR2a ...................................................................................................... 5-12

5.3 Option LR3 Bordon to Liphook ............................................................................... 5-12

5.4 Option LR4 Bordon to Alton.................................................................................... 5-13

5.5 Option LR5 Alton and Bentley to Liss and Liphook via Bordon............................. 5-13

5.6 Option LR6 Bordon to Farnham............................................................................... 5-13 5.6.1 Option LR6A Bordon to Farnham – Alternative Route............................... 5-13

6 IMPACT ON THE EXISTING NETWORK ........................................................................ 6-14




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6.1 Junctions with Network Rail .................................................................................... 6-14 6.1.1 Bentley......................................................................................................... 6-14 6.1.2 Alton ............................................................................................................ 6-14 6.1.3 Liss............................................................................................................... 6-15 6.1.4 Liphook........................................................................................................ 6-15

6.2 Signalling.................................................................................................................. 6-15 6.2.1 Bentley......................................................................................................... 6-15 6.2.2 Alton ............................................................................................................ 6-16 6.2.3 Liss............................................................................................................... 6-16 6.2.4 Liphook........................................................................................................ 6-16

6.3 Wider Implications ................................................................................................... 6-16 6.3.1 Bentley and the Alton Line.......................................................................... 6-16 6.3.2 Liss and the Portsmouth Main Line ............................................................. 6-17

7 COMPARISON BETWEEN HEAVY RAIL AND LIGHT RAIL....................................... 7-18

7.1 Rails .......................................................................................................................... 7-18

7.2 Sleepers..................................................................................................................... 7-18

7.3 Signalling.................................................................................................................. 7-18

7.4 Traction Current........................................................................................................ 7-18

7.5 Level Crossings ........................................................................................................ 7-19

7.6 Street Running .......................................................................................................... 7-19

7.7 Vehicles .................................................................................................................... 7-19

7.8 Depot ........................................................................................................................ 7-19

8 COST ESTIMATE ................................................................................................................ 8-20

9 JOURNEY TIME COMPARISONS..................................................................................... 9-21

10 CONCLUSIONS AND RECOMMENDATIONS .............................................................. 10-22

Appendix A Drawings and Diagrams ............................................................................................ A-1

Appendix B Construction constraints ............................................................................................ B-1

Appendix C Photographs ............................................................................................................... C-1

Appendix D References ................................................................................................................. D-1




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EXECUTIVE SUMMARY

Mott Gifford has been commissioned to undertake a pre-feasibility alignment design for heavy rail

options to connect the proposed Whitehill-Bordon Eco Town transport hub to the main line stations of

the existing national rail network at Alton, Bentley, Liphook and Liss.

A description of the existing trackbed and remaining railway infrastructure proposed for reuse has

been given where it has been possible to readily gain access to the former railway trackbed.

Feasible alignments in plan have been developed. The alignments, where possible, utilise the trackbed

of the former Longmoor Military Railway, between Bordon and Liss, and the former British Railways

route from Bentley to Bordon. In addition, a largely new route has been developed to connect to Alton

and a partially new route to connect with Liphook. A combination of alignment options and an option

to divert the existing Portsmouth main line between Liphook and Liss to serve Bordon have been

developed.

Descriptions of the eight heavy rail alignment options are provided to be read in conjunction with

drawing 227552-DRA-PW-0001, in Appendix A.

As an alternative consideration, light rail options have been developed in plan to the same main line

stations, with the addition of a route to serve Farnham station. Descriptions of the six light rail

alignment options are provided to be read in conjunction with drawing 227552-DRA-PW-0002, in

Appendix A.

A high level review has been undertaken of possible impacts on the existing rail network of the

proposed new connections and resultant rail traffic for the heavy rail options. The report describes

existing and potential railway operational regimes, and highlights the possible implications on railway

signalling requirements and capacity constraints on the existing national rail network.

‘Order of magnitude’ infrastructure construction cost estimates for the heavy and light rail options

have been developed with a construction cost range of between £50.3m to £130.0m for the single and

combined heavy rail options and £48.0m to £79.5m for the single light rail options.

A journey time comparison between the heavy rail options has been developed, which indicates a

journey time of between 11 and 33 minutes for the options considered. For reference a high level

comparison between heavy and light rail system and infrastructure requirements has been provided.

The pre-feasibility study concludes that all the high level alignments in plan are feasible from a purely

railway engineering perspective and, given an appropriate level of investment, could be constructed as

a twin track configuration. It is concluded that the heavy rail route to the north of Bordon is likely to

be less environmentally sensitive as it largely utilises an existing former rail corridor. Conversely,

routes to the west and south from Bordon are considered to be more environmentally sensitive.

The option to divert the Portsmouth main line between Liphook and Liss to serve Bordon is not

considered viable due to the high cost and increase in journey time between London and Portsmouth.

It is recommended that further study work is undertaken to develop the agreed viable options to the

next level of engineering detail in combination with business case and investment assessments




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1 INTRODUCTION

This report describes the options for rail borne public transport in and around the proposed Whitehill-

Bordon Eco Town.

The aims of this pre feasibility study are to consider and develop rail alignments in plan, for provision

of heavy rail routes to connect the proposed Whitehill-Bordon Eco Town to the existing main line

railway at Bentley, Liss, Alton and Liphook.

An objective of the alignment route development is to utilise, where feasible, as much of existing

disused rail trackbed between Bentley and Bordon, and between Bordon and Liss.

The study has made a high level assessment of the impacts of the proposed new rail route on the

existing network, and compares the type of railway technology to be adopted.

The study has also developed an order of magnitude cost for the heavy and light rail options and

assessed at high level the possible constraints to construction.

Light rail alignments have also been developed to serve the same heavy rail stations with an additional

option to serve Farnham.

The old Longmoor Military Railway (LMR) ran between Liss in the south, to Bordon to the north via

Longmoor and Whitehill. From a junction to the south of Whitehill a line looped away from the main

line and provided a training loop, the line rejoining the main line at Longmoor. Trains normally used

the main line, with very little traffic being carried on the loop line.

The former British Railways (BR) line from Bordon to Bentley ran through largely open agricultural

farm land with just one intermediate station at Kingsley.

Currently the nearest railway stations to Bordon are at Alton (7.6 miles), Bentley (5.7 miles), Liss (6.2

miles) and Liphook (7.8 miles). For further details refer to drawing No. 227552-DRA-PW-0001 in

Appendix A

A number of heavy rail alignment options are described which fall into three categories, reinstating old

railway, new railway or a combination of both. The routes considered in this document are those of

the former LMR between Bordon and Liss and the old BR line between Bordon and Bentley, with

additional new routes to Alton and Liphook.

The study has found that the heavy rail options would create direct access to the national railway

network and offer through services to London or the south coast. It would be anticipated that services

to and from the major towns would be routed to Bordon. At certain periods during the day the service

may be a portion of a train travelling from London to other destinations, splitting at a station before

the junction to Bordon. For further details refer to drawing 227552 –DRA-PW-0001 in Appendix A.

The light rail options could follow a similar route to the heavy rail options but will be more flexible in

terms of vertical and horizontal alignment. It will also be possible to include some street running,

allowing the transport to be delivered to the heart of the town, and provides access to the system by

providing intermediate stops at centres of outlying population. For further details refer to drawing

227552 –DRA-PW-0002 in Appendix A.




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2 GLOSSARY AND ABREVIATIONS

AHB Automatic Half Barrier (Level Crossing)

Block Post Military name for a signal box

BR British Railways

Buffer Stop Structure to stop a train from running off the end of the track

CCTV Closed Circuit Television

CEN Comité Européen de Normalisation

Crossover Two sets of points that connect two parallel running tracks, enabling trains or

trams to access the opposite track

Facing crossovers are in the direction of normal travel

Trailing crossovers are opposite to the normal direction of travel

Danger Area An area where public access is allowed only when no red flags or lamps are

showing usually around military weapons training areas

Down Direction The direction a train travels away from London

EA Environment Agency

HMRI (ORR) Her Majesty’s Railway Inspectorate (Office of Rail Regulation)

Hollywater Loop Ex LMR line which circled the Danger Zone mainly used for training the

Railway Operating Division of the Royal Engineers

LDP Long Distance Path

LMR Longmoor Military Railway

LSWR London and South Western Railway

Managed Access An area operated by the MOD to which the public are allowed access, but

where military training may take place. Military bye laws are in force.

MHR Mid Hants Railway (Watercress Line)

MOD Ministry of Defence

NR Network Rail

ORR Office of Rail Regulation

Route Indicator A device that informs the train driver which route he will be taking at a set of

points or junction

SWT South West Trains

Up Direction The direction a train travels towards London




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3 EXISTING RAILWAY CORRIDORS

3.1 LMR Main Line – Liss to Bordon

This section of existing railway corridor was part of the Longmoor Military Railway (LMR) which

closed in 1969. The route can be broken into two separate sections, Liss to Liss Forest Road and Liss

Forest Road to Longmoor.

3.1.1 Liss to Liss Forest Road

The section of disused railway from Liss to the Liss Forest Road has been incorporated into part of a

fairly heavily used nature walk, forming a section of the Royal Woolmer Way. It has been well

maintained and surfaced as a footpath, but with nature re-claiming the edges of the track bed. Public

footpaths cross the old railway corridor at intervals along the route.

There are a number of indications of the previous use, including a sizeable part (approximately 45 –

50m) of the LMR Liss station platform.

The nature walk uses three bridges and one culvert to pass over streams and rivers on this section of

the line. The bridges were constructed for the LMR, to a high quality, by the Royal Engineers. Two of

the bridges are single span on concrete abutments; the third is a double span bridge with a cast lattice

concrete pier in the centre. All of the bridges appear to be in generally good condition for their current

use; however, these structures would require assessment for any proposed use other than the current

use by pedestrians and cyclists.

3.1.2 Liss Forest Road to Longmoor

At Liss Forest the course of the LMR crosses the road and enters the MOD Managed Access area.

There was a Block Post and un-gated level crossing at this point, with Liss Forest Road Station a few

yards further on. The path is in general use by military and civilian contractor’s vehicles both for

training and maintenance purposes.

The line climbed a 1 in 70 gradient between Liss Forest Road station site and Weaversdown Station

site. The line climbs through cutting for much of the way between the two station sites, with short

areas of no cutting and a short length of embankment. The track bed / roadway appears wide enough

over most of the route to accommodate a double line. The old railway was single line for the whole of

this section. The track bed has been well maintained and has no drainage issues, with evidence of new

ditches being cut and new culverts installed. Just beyond the site of Weaversdown Station, the line of

the track is lost and the site of Longmoor Downs Station is totally covered by the new A3 trunk road.

The integrity of the route as a road has been maintained by creating a diversionary route and a new

bridge over the A3 to connect with the Hollywater Loop line, and the main line to Bordon.

3.1.3 Longmoor to Whitehill South Junction

The line follows the diverted path for approximately half a mile until it rejoins the route of the main

line towards Bordon. The diversion keeps the route away from the A3. There are some signs of the

old alignment, but they are not suitable for future use. As the curve is turned towards Bordon the old

track bed is again found. The route runs approximately parallel to the A325 Woolmer Road /

Petersfield Road for most of the distance to Whitehill South Junction. The track bed is used by the

military for access to the firing ranges along the route. Once the route takes to the old track bed there

appears to be sufficient space to provide a double track on this section. The old track was double line

from Longmoor Downs to Whitehill South Junction. The track bed appears in good order and there

are no drainage issues. At Whitehill Yard it is possible to see the route of the sidings installed in the

trees prior to D Day. There was another station on this section of line known as Two Ranges Halt

situated close to Range No.2 and Cranmer Range.




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3.1.4 Whitehill Junction to Bordon Station

Whitehill junction was a triangular junction adjacent to Range No.3. It joined the route from

Longmoor, Bordon and Hollywater. The route from Longmoor towards Hollywater is well maintained

and in use by the military for access purposes. The route from the Bordon direction towards

Hollywater is maintained as a foot path only with no new surfacing and some wet areas. The route

toward Bordon from the Liss direction is maintained for about the first 50m from where the trackbed

condition gets progressively worse. The path ends up as a pond with water running into it from a

spring on the east side of the route, adjacent to the filled in bridge under the roundabout between the

A325 and Liphook Road. The footpath has been diverted to run along the top of the cutting.

The bridge under the roundabout has been totally removed and filled in. The trackbed north of this is

not visible for the first part, as it continues in a cutting that is heavily overgrown for a short distance.

The route continues through the Hogmoor Inclosure, which is used as a military training area; the

track bed has been completely eroded. The line of the route is, however, visible, but it is now a fairly

wide sand trail. It continues as a sand trail until approximately 250m from the fence of the Bordon

Garrison, where the trackbed once again becomes visible.

The line passes into the Bordon Garrison on a fairly level alignment curving slightly to the north east

before passing through the fence and heading towards the former Oakhanger Road level crossing and

Oakhanger station site. The route between the garrison fence and Oakhanger Road is heavily

overgrown and currently it is difficult to access the trackbed. At Oakhanger Road there was an un-

gated level crossing and Block Post.

The line continues through trees curving to the west, then south before arriving at Bordon Station. At

the throat of the station there was a level crossing over Gibbs Lane.

The route of the LMR terminated at Bordon Station, adjacent to the British Railways Station. This site

has been completely lost under the Bordon Trading Estate, which now completely covers the former

station site.

3.2 LMR Hollywater Loop

3.2.1 Whitehill South Junction to Longmoor

The trackbed on this part of the route is also used for military access to the Danger Area. The path is

well maintained and has no drainage issues. The path is approximately level for most of the route,

with only minor gradient changes. The route commences on open ground before going into a wooded

area. The route appears to follow the contours of the surrounding land with a drop on the outside of

the route and higher ground inside the Danger Area. There is a small section of the route which is on

an embankment, in the area of Hollywater Pond.

At the eastern end of the loop there are the remains of a bridge over a public footpath. The bridge and

the embankments have been removed for safety reasons. The brick work appeared to be in reasonable

condition; however, it would need a comprehensive survey to assess the suitability for future use.

From a point approximately ¼ of a mile further on, the old track bed continues on into the Danger

Area, the footpath turns to the left and climbs around the outside of the boundary. From observations

made from outside the Danger Area, it appears that although the route has been allowed to be taken

over by nature to some extent, the route is passable and in reasonable condition.

When the perimeter track drops down to the level it runs along the north side of the A3 on a new

alignment. It is believed that the path rejoins the trackbed approximately halfway between the two

junctions on the A3 and runs through a cutting before turning towards the A3. The path remains on the

north side of the road towards Longmoor and the junction with the route towards Liss.




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3.3 LSWR/SR/BR Bordon to Bentley Branch Line

This line was opened by the London & South Western Railway (LSWR) in 1905, to assist in the

movement of troops to the Bordon garrison. It closed to passengers in 1957 and was totally closed in

1966. Upon closing the LMR moved the northern terminus from Bordon to Oakhanger, a short

distance away, and closer to Bordon Garrison and Louisburg Barracks.

The station at Bordon has been totally lost under an industrial estate, which takes up the entire site to

the boundary fence.

The first section of the route, between Gibbs Lane and Kingsley Mill Stream Bridge has been planted

with British native species of tree and access is prohibited. This section of line is largely on an

embankment. There is a substantial bridge crossing the Kingsley Stream adjacent to the current mill

access road. It is believed that there may have originally been a low bridge on this road giving access

to the mill, this has now been filled in and the road climbs to pass over the track bed adjacent to the

Kingsley Stream Bridge.

The route continued on towards Forge Road on an embankment that has been since removed. Forge

Road was crossed on a bridge and the trackbed continued on an embankment towards the site of

Kingsley Halt and Sickles Lane Level Crossing. The line then continues across open agricultural

farmland with no further obvious earthworks or structures towards the site of Black Nest Level

Crossing, on the Binstead to Blacknest road. The route continued in a generally northbound direction

towards Bentley, curving round and joining the Network Rail line to Alton immediately south of New

Road Bridge.

Much of the route appears to have been either reclaimed by nature or incorporated into farmland. The

original line passed over three level crossings between Bordon and Bentley at Gibbs Lane, Sickles

Lane and Black Nest (Binstead Road). There are also currently seven Public Rights of Way crossing

the route, together with two sections of footpath that run along the existing trackbed.




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4 OUTLINE DESCRIPTIONS OF MAIN LINE OPTIONS

4.1 Option ML1 Bordon to Bentley

Potential stations:

• Bordon

• Kingsley

• Bentley

This option will essentially follow the trackbed of the closed and lifted Bentley to Bordon branch line.

The southern end of the line will, however, be diverted and extended to a new transport interchange

hub close to the centre of the proposed Eco Town, adjacent to the A325 road.

From the proposed new town centre transport hub the line will join the route of the LMR northwards

towards the Oakhanger Station site, where there was formerly a level crossing. The current policy of

the HMRI (ORR) is to reject any new works scheme that includes a level crossing. It is anticipated

that a grade separated crossing will be required at this point. From Oakhanger Road, the route

continues on the trackbed for a short distance before branching off on a new chord to cut across

woodland and agricultural land to join the route of the former Bordon Branch Line.

The alignment follows the old railway route to Forge Road close to Kingsley where there was a bridge

between embankments when the line was previously in use. It appears that the embankments have

been removed and the road widened since the line was closed. A replacement grade separated crossing

will need to be provided at this point.

The route carries on in a north easterly direction as far as Sickles Road, where there was previously a

level crossing (and was the site of Kingsley Station), it is likely that a grade separated crossing will be

provided, or the road stopped up at this location.

From Sickles Road, the route swings slightly northwards and continues to Binstead Road. There was

also a level Crossing provided here when the line was open. Again, it is likely that a grade separated

crossing will need to be provided at this point.

For further details refer to drawing 227552-DRA-PW-0001 and diagram 227552-DIA-PW-0003 in

Appendix A.

4.2 Option ML2 Bordon to Liss

Potential Stations

• Bordon

• Whitehill

• Longmoor Camp

• Liss Forest

• Liss




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Base Option

The base option follows the course of the old LMR between Bordon and Liss via the Longmoor

Training Area. The only major item of civil engineering required on the section between Bordon and

the A3 close to Longmoor Camp, is the need to recreate a bridge under the roundabout at the junction

of the A325 and Liphook Road. This will also include installation of drainage to cope with the water

from an adjacent spring. It appears that the road is at approximately the same level as it was when the

railway was opened, however, it is understood that the original railway route was lowered to pass

below the road during the early part of the 20th century.

The route from the bridge at Whitehill will follow the route to Whitehill Junction and onwards via the

demolished LMR stations at Two Ranges and Woolmer, before the approach to the A3. Immediately

to the south of the former Woolmer Station site, an access road (formerly the trackbed to Woolmer

Yard) to Woolmer Pond Cottage crosses the trackbed. This access will require a user worked

occupation crossing to maintain an access roadway to the Cottage.

The route in the area of Longmoor Camp has been lost below the road and a new roadway follows the

geometry of the adjacent roads and slip roads. A new trackbed with suitable vertical and horizontal

geometry will need to be provided. The line will also need to climb in this area to allow a new railway

bridge to be provided over the A3. This will need to be of a suitable design to cross the dual

carriageway road in a single span. To facilitate the construction of the bridge and the rail route to it, a

number of trees will need to be felled and the land cleared, in addition, new embankments will need to

be constructed.

After crossing the A3 the route will again pick up the route of the former LMR towards Weaversdown

station and on to Liss Forest Road station. There are no major engineering structures required on this

section of the route.

At Liss Forest Road, there was formerly a level crossing over the public highway. The current policy

of the HMRI (ORR) is to reject any new works scheme that includes a level crossing; as a result it is

likely that a grade separated crossing will need to be provided. Additionally, immediately to the Liss

side of the road, an occupation crossing has been provided, and will need to be maintained.

As the last mile of the route to Liss station is a designated nature walk a new footpath will need to be

provided adjacent to the railway, with a similar ambiance to the existing path. This may require the

installation of foot crossings or other footpath diversions to allow a similar level of public access and

use.

At Liss station it is proposed that the south facing junction will be reinstated giving access to the route

from the Portsmouth direction. A terminal platform may also be required for trains operating a shuttle

service between Liss and Bordon.

Option ML2a Create a direct route between Woolmer Pond and Liss

This sub option provides a shorter more direct route between Woolmer Pond and Liss Forest Road. It

is a new route that will require clearance of trees and undergrowth to allow a new track bed to be

constructed. The route will continue as a straight alignment from the line at Woolmer Pond. A large

radius reverse curve follows to allow the line to pass between the end of the housing in Forest Road

Greatham and the military depot at Longmoor. This will require the relocation of a playing field

adjacent to the Longmoor Camp. A number of footpaths will require foot crossings or footbridges to

cross the course of the railway. In addition two minor roads will need to be crossed on grade

separated crossings and the railway route will need to cross the A3 on a grade separated crossing.




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Option ML2b Create junction towards London at Liss

A further sub option would be to provide a new connection facing towards London at Liss. This

would require the creation of a new track bed. The new connection would allow trains to run directly

to and from Bordon to London, however, use of this route would bypass Liss station. Consideration

should be given therefore to the relocation of Liss station should this option be selected.

For further details refer to drawing 227552-DRA-PW-0001 and diagram 227552-DIA-PW-0004 in

Appendix A.

4.3 Option ML3 Bentley to Liss via Bordon

Potential Stations:

• Bentley

• Kingsley

• Bordon

• Whitehill

• Longmoor Camp

• Liss Forest

• Liss

A further option would be to combine options 1 and 2 as described above. The comments would

apply equally to this combined option as to the previous single options. The main difference would be

at Bordon, where the line would become a through route rather than terminate at the transport hub.

The resulting station will be slightly further to the west out into the Hogmoor Inclosure close to the

trackbed of the former LMR. An advantage with this combination is that it could be utilised as a

diversionary route from the Alton Branch to the Portsmouth main line, should the Portsmouth main

line be out of use due to service disruption or planned closure.

For further details refer to drawing 227552-DRA-PW-0001 and diagrams 227552-DIA-PW-0003 and

0004 in Appendix A.

4.4 Option ML4 Bordon to Liphook

Potential Stations:

• Bordon

• Whitehill

• Griggs Green

• Liphook

This route would follow that of ML2 as far as Whitehill North Junction where it turns to the east along

the north side of the Hollywater Loop on the existing trackbed. The route passes the site of the former

Hopkins Bridge Depot. The proposed line will follow the direct route through the depot site,

providing an acceptable alignment. The route continues through the site of Hollywater Station on the

original alignment which follows the boundary of the Danger Area.




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As the route curves to the south east the route has been lost, in part, due to the partial demolition of a

bridge over a footpath from Conford Moor towards Polecat Hill, which is within the Danger Area.

The current path leaves the LMR trackbed and drops down to a lower level to avoid the bridge. A new

bridge will be required at this point to carry the trackbed over the foot path.

As the LMR route curves to the south it will start to climb to gain sufficient height to pass over the A3

at a similar height to the existing footbridge. This will result in major engineering works and the

clearance of trees and undergrowth. A new single span bridge over the A3 would be required to carry

the railway; the line will then drop to the surrounding level. The route will run along the north east

side of the high voltage electricity route across open farmland and curving southwards towards the

south west edge of Liphook, before curving to the north east to join the Network Rail lines and

Liphook station.

For further details refer to drawing 227552-DRA-PW-0001 and diagram 22755DIA-PW-0005 in

Appendix A.

4.5 Option ML5 Bordon to Alton

Potential Stations:

• Bordon

• Oakhanger (Village)

• Worldham

• Alton

This route would be essentially a completely new railway, except for a short section on the former

LMR trackbed close to Bordon. The route would commence at a station within the proposed transport

hub adjacent to the A325. It would then pass through the site of Bordon Garrison, before joining the

LMR route across the road adjacent to the former Oakhanger Station. Due to the current HMRI

(ORR) policy not to accept level crossings on new works, it is likely that a grade separated crossing

will be required at this point. The line will then follow the route of the LMR to a point just to the

north of the former Bordon station site. From here the new line will head in a generally south western

direction before passing to the south of Shortheath Common and the village of Oakhanger. The line

then continues westwards to the edge of Hartley Wood where it will continue through the wood where

it crosses a track. The railway will then cross the track by way of a grade separated crossing or User

Worked Crossing, before heading North West towards the villages of West Worldham and East

Worldham. A grade separated crossing (or possibly a CCTV controlled crossing due to the low

vehicular use) will be required where the route crosses Blanket Street, the road connecting East and

West Worldham. The line then curves to the north west and runs on a straight alignment towards

Alton.

A grade separated crossing will be required to cross the A31 which by-passes Alton to the east. After

crossing the road, the line will continue on a straight alignment for a short distance before curving to

the north and joining the route of the Mid Hants Railway (Watercress Line), close to Butts Bridge, and

gaining access to the Network Rail lines at Alton Station. For further details refer to drawing 227552-

DRA-PW-0001 and diagram 227552-DIA-PW-0006 in Appendix A.




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4.6 Option ML6 Divert main line from Liss to Liphook via Bordon

Potential Stations:

• Liss Forest

• Longmoor Camp

• Whitehill

• Bordon

• Lindford and Headley

• Liphook

This option is a diversion of the Network Rail Portsmouth main line from a point just north of Liss to a

point just south of Liphook. The initial section of the route follows exactly the route of option ML2 to

Bordon.

The route from Bordon will follow a completely new route from just north of the grade separated

crossing at the LMR Oakhanger site. It will leave the old LMR and turn to the east, passing to the

north of the officer’s mess and Louisburg Barracks before diverting around Broxhead Farm and

heading generally south passing between the villages of Linford and Headley towards Standford and

Passfield Common. The route continues across Passfield Common and Conford Moor before joining

the route of option ML4 and follows this to Liphook.

Due to the current HMRI (ORR) policy not to accept level crossings on new works, it is likely that

grade separated crossings will need to be provided at the A325, Broxhead Farm Road, Farnham Lane,

Mill Lane, Tulls Lane, Standford Lane and Hollywater Road.

For comments on the first and last sections of this route see options ML2 and ML4.


0005 in Appendix A.

4.7 Option ML7 Alton to Liss via Bordon

This option is a combination of options ML2 and ML5. The descriptions of these routes can be found

above. The main difference would be at Bordon, where the line would become a through route rather

than terminate at the transport hub. The resulting station will be slightly further out to the west into the

Hogmoor Inclosure close to the trackbed of the former LMR.


0006 in Appendix A.

4.8 Option ML8 Alton to Liphook via Bordon

This option is a combination of options ML4 and ML5. The descriptions of these routes can be found

above. The main difference would be at Bordon, where the line would become a through route rather

than terminate at the transport hub. The resulting station will be slightly further out to the west into the

Hogmoor Inclosure close to the trackbed of the former LMR.


0006.




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5 PROPOSED LIGHT RAIL OPTIONS

The routes of the Light Rail options generally follow those of the heavy rail options outlined above;

however, the sharper horizontal radii allowable will change the detail of the geometry of the route.

The exception to this is the line from Bordon to Alton, which follows the road alignment, except for a

few short deviations.

5.1 Option LR1 Bordon to Bentley

The route follows a new alignment from the transport interchange hub to the site of Oakhanger level

crossing, where it joins the trackbed of the LMR to a new deviation connecting it with the route of the

Bentley to Bordon branch line. It then follows the route of the old branch line until immediately

before the Network Rail (NR) Alton Branch. It then curves to cross Blacknest Road on a new bridge

adjacent to the existing NR bridge. A reconstructed platform face will be provided behind the existing

platform 2 at Bentley. For further details refer to drawing 227552-DRA-PW-0002 in Appendix A.

5.2 Option LR2 Bordon to Liss

The route for this option runs adjacent to the A325 High Street past the Woolmer trading estate

towards Stubington Avenue before turning into the Hogmoor Inclosure to pass behind the housing at

Sutton Field and rejoining the course of the LMR to the north end of the housing.

The route then follows the old LMR on the existing trackbed along the western side of the Danger

Area. It follows the diverted roadway around the A3 slip roads and along a new alignment between

the military road and the A3 on an existing verge area. The line will continue past the road bridge

access before turning south and crossing the A3 on a new bridge. The line will rejoin the old LMR

route immediately to the south of the road bridge access ramps, close to the former Oakhanger Station

site. The route then follows the LMR route to Liss Forest Road.

The route from Liss Forest Road, leaves the former LMR and follows the route of Forest Road,

through the village and on towards Liss. Before the road crosses the Portsmouth main line it turns to

the south west to run adjacent to the NR Portsmouth main line, and on to a new light rail station

adjacent to the existing Liss Station, or alternatively at the site of the previous LMR station platform.

For further details refer to drawing 227552-DRA-PW-0002 in Appendix A.

Sub Option LR2a This route is a modification of Option LR2 which provides a more direct route between Woolmer

Pond and Liss Forest. It has the advantage of passing through the village of Greatham. This will

provide additional journey opportunities to and from the village. The route crosses the A325 at the

roundabout junction with Petersfield Road on a bridge. The line will then drop to road level and

follow the road through the village with potentially three stops serving the Woolmer Road area,

Longmoor Road area and the village school. The line then continues towards Liss Forest village along

Forest Road, and rejoins the route of option LR2.

For further details refer to drawing 227552-DRA-PW-0002 in Appendix A.

5.3 Option LR3 Bordon to Liphook

From Bordon, the line will continue southwards adjacent to the A325 High Street past the Woolmer

trading estate towards Stubington Avenue before turning into the Hogmoor Inclosure to pass behind

the housing at Sutton Field and rejoining the course of the LMR to the north end of the housing. It will

continue on the LMR route to Whitehill Junction. From this point it will follow the north side of the

Hollywater Loop as far as Holm Hills where it will leave the LMR to climb up to the level of the

existing footbridge over the A3. The light rail alignment will require a new bridge to be provided.

The line will then drop down towards Longmoor Road before turning east to follow the road towards

Liphook, with a few deviations to avoid buildings and private property. The route continues past the

superstores and community centre before terminating adjacent to the railway station at Liphook. For

further details refer to drawing 227552-DRA-PW-0002 in Appendix A.




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5.4 Option LR4 Bordon to Alton

The route follows a new alignment from the transport interchange hub to the site of Oakhanger level

crossing, where it joins the trackbed of the LMR to a new deviation connecting it with the route of the

Bentley to Bordon branch line. It then follows the route of the old branch line until just before the

sand pits adjacent to the B3004 (Forge Road/Green Street), from where it turns to the west and heads

across fields towards the lane towards Oakhanger. It travels west for about 400m before turning to the

north and crossing the road. The line then continues on the north side of the road, bypassing East

Worldham to the north. A stop will be provided where the line crosses Wyke Lane and the Hangers

Way Long Distance Path (LDP) before the line continues on towards Alton. The line will run adjacent

to the road beneath the A31, by creating a culvert for the stream that shares the bridge with the B3004

(Cakers Lane).

The line will continue on the north side of the road for a short distance before it becomes street

running, passing below the MHR at the south end of Alton station, before climbing and terminating at

the front of Alton Station. For further details refer to drawing 227552-DRA-PW-0002 in Appendix A.

5.5 Option LR5 Alton and Bentley to Liss and Liphook via Bordon

This follows the four routes outlined above, but a through connection at Bordon will be provided.

Each of the routes are “stand alone”, but can be easily connected to the adjacent route to form a

through route. For further details refer to drawing 227552-DRA-PW-0002 in Appendix A.

5.6 Option LR6 Bordon to Farnham

The direct route for this option will be to follow the route of the A325 between the town centre at

Bordon and Farnham. The route will run adjacent to the west side of the A325 from the north of

Bordon to Halfway House, where it will curve to the east and pass behind the housing in Back Lane

and the adjacent nursery, before curving back to run along the west side of the road again, passing

Bird World. It continues running alongside the road to Holt Pound, where it will continue on a straight

alignment across open land towards, and over the railway from Alton. It then curves and

approximately runs parallel to the railway onward to Farnham Railway Station. It will initially depart

Bordon on the verge of the road and will have a number of stations on the route to serve settlements

and tourist attractions between the two towns. The stops will include the village of Sleaford, Halfway

House (For Alice Holt Forest), Bird World, Wrecclesham Hill and Farnham Station.

5.6.1 Option LR6A Bordon to Farnham – Alternative Route

This route will leave Bordon on the route of the former LMR and Bordon Branch line as far as Forge

Road. From Forge Road it will run along the southern side of the road, through Kingsley, before

crossing the B3004 road close to Malthouse Farm, before crossing agricultural land. It will then cross

the A325 and rejoin the route of LR6 as described above. A connection to Farnham will provide both

business and leisure travel opportunities. For further details refer to drawing 227552-DRA-PW-0002.




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6 IMPACT ON THE EXISTING NETWORK

This section provides a high level assessment of the current traffic and capacity of the existing railway

network at the junctions with the proposed line and at other rail hubs in the area. It will also briefly

touch on other implications such as signalling and train operating requirements.

6.1 Junctions with Network Rail

6.1.1 Bentley The current layout at Bentley is a passing loop on the single line from Farnham to Alton. The general

pattern of services use the main platform with the loop line platform used when a crossing movement

is required on the single line between passenger trains, for perturbation and when required to pass

special traffic or trains passing to or from the Hollybourne Oil Sidings.

The existing train service from Alton towards London is approximately half hourly with all services

stopping at Bentley except for ten trains towards London and seven trains from London in the off peak

which pass through and do not stop at Bentley. There are empty train movements between Farnham

CSD and Alton to form the early morning services and between Alton and Farnham CSD after

working the late evening arrivals from London.

In addition to the timetabled passenger trains, there are oil trains to Hollybourne Oil Sidings on a semi

regular basis. The oil trains run to Alton where the locomotive runs round to the opposite end of the

train, before returning to Hollybourne where the train is reversed into the sidings.

To provide a service to Bordon, it would be necessary to create a new junction either to the Alton side

of the station, or via a connection to a new platform face from the Farnham side of the station. The use

of a new platform face would allow the Bordon train to shuttle to and from Bentley with little impact

on the existing service.

6.1.2 Alton The service pattern at Alton is half hourly towards London from 05.42 to 23.44 with trains arriving

from the London direction between 06.41 and 01.21. The trains generally arrive into Alton alternately

into platforms 1 and 2 with a turnround time of 34 minutes. The station consists of three platforms,

two used by SWT and one by Mid Hants Railway (MHR). On occasions one of the SWT platforms is

used by the MHR, usually for through special traffic.

The connection at Alton could be from the new Bordon line onto the track currently owned and

operated by the MHR; this would require a remodelling of the tracks between the former Butts

Junction and Alton (approximately 1 mile). This remodelling would require the current operation at

Alton to be swapped with the SWT trains arriving in the platforms currently occupied by the MHR

and vice versa. This would entail a resignalling of the NR and MHR lines and possibly some

rebuilding of the station and remodelling of the tracks. It is recognised that this arrangement may not

be acceptable to SWT as all passengers would then need to cross the narrow footbridge when currently

half the trains have direct access. MHR have also invested in their current platform facilities and may

not wish to move their operation to the more basic facilities in the older and potentially more

expensive to maintain, SWT/NR building. There may be disabled access issues for SWT/NR if

platform 1 was not available.

An alternative is for the proposed Bordon line to be singled between Butts Junction and Alton and to

be positioned south of the MHR line from Butts Junction to Alton and then cross the MHR

infrastructure with appropriate interlocked signalling. This arrangement would maintain the existing

platform usage at Alton.

A further alternative could be for the new Bordon Line to be double track into Alton, re-instating

double track between Butts Junction and Alton with the MHR sharing the track between Butts

Junction and Alton which would also maintain the current platform usage at Alton.




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It is recognised there would be contractual and safety of the line issues but these are not felt to be

insurmountable. These final two alternatives have not been costed.

6.1.3 Liss Liss is on the double track London to Portsmouth main line between Guildford and Havant. A level

crossing is provided at the southern end of the station controlled by CCTV from Petersfield Signal

Box. Approximately 1 mile to the Guildford end of the station, Forest Road crosses the line via an

AHB crossing.

Trains stop, in each direction, at the station approximately hourly off peak with two further non stop

passenger trains passing through. In addition to the passenger trains, freight uses the line; this traffic

passes through at irregular, but timetabled, intervals.

Trains to and from Bordon would need to be timetabled to avoid conflicting with any of these trains if

they are to pass onto the main line. If a shuttle service between Bordon and Liss were to be introduced

a new platform would be required at the rear of the existing London bound platform. This would

necessitate the relocation of the small industrial units built on the former goods yard. The existing

platforms are currently capable of taking trains of 4 coaches only and may therefore require

lengthening as part of the platform works for the branch line to Bordon.

If trains are to be run to stations further a field, such as Portsmouth and London, there may be a

reaction on services from and to the south coast and at junctions such as Havant, Guildford and

Woking.

6.1.4 Liphook

The train service pattern at Liphook is identical to that at Liss. The connection in the London

direction would require trains to pass onto the main line and continue towards Guildford, with the

associated impact on track capacity between Liphook and Guildford. There is no opportunity of a

shuttle service to Liphook without constructing a new platform at Liphook, which, it is believed, may

be difficult due to space constraints

6.2 Signalling

These comments are very high level and the existing and proposed signalling requirements in the area

will need to be investigated before any further proposals can be put forward. It is also assumed at this

stage that the track provided will be a single line at the junctions, with double track on the plain line

sections. No assessment of the signalling controls has been carried out. The following section is a

high level indication of the likely works required, and is not a definitive statement.

6.2.1 Bentley The signalling on the single line section of the Alton branch is a combination of two (Red and Green)

and three aspect (Red, Yellow & Green) signals.

With the reinstatement of the Bordon Branch a resignalling of the Alton line will be required. It is

likely that the minimum changes to the signalling system at Bentley would be, in the down direction

(towards Alton), to add a route indicator to signal FN100 at the Alton end of the Down Loop. In the

up direction a new signal would be provided to protect the Down Loop from the Bentley Branch. This

would be a two aspect stop signal. A further signal will be required at the London end of the Down

Loop, to protect the single line.

If it was intended that trains would split and join at Bentley a further route indicator would need to be

installed on signal FN101 on the approach to Bentley from the Alton direction. This would allow

trains to pass into the Down Loop, making it fully bi-directional.




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6.2.2 Alton

The resignalling at Alton would be fairly extensive, requiring at least 7 new or repositioned signals,

extensive track alterations with the associated point connections, both on the NR lines and the MHR

lines. A track design would need to be produced to provide enough information with which to develop

a robust signalling solution.

6.2.3 Liss There are three possible schemes at Liss; the first connects in the Portsmouth direction only, the

second to the London direction only and the third to connect in both directions. All three of the

options will include a bay platform for shuttle trains from Bordon.

1. The alterations to the signalling for a connection in the Portsmouth direction only will require

a route indicator to be added to Signal PF232, giving access to the route to Bordon. It would

be recommended that a new trailing crossover is installed. This would require a new signal to

allow trains in platform 2 (Portsmouth direction) to access the route to Bordon. A further

signal would be required on the branch to protect the main line. This signal will have a route

indicator to indicate either the Up or Down main line or bay platform. At the south end the

platform 1 a new single aspect red signal will be provided. This will allow trains to terminate

in this platform from Bordon. The only signalling change on the Down line would be the

provision of a ground signal; which would allow a train in platform 2 to gain access to the line

to Bordon.

2. This option would be similar to option 1 in so far as there is a bay platform at Liss and a

connection with the Portsmouth main line. However, the connection will be towards Liphook,

giving direct access from Bordon to Aldershot, Guildford and London. Signalling alterations

on the Down Portsmouth Line would be fairly minor with the provision of a route indicator on

signal PF229. It is believed that there will be no physical changes to the signalling on the Up

Portsmouth line.

3. The last option combines the first two options; the only difference will be the route indicators

on the new signal protecting the main line from the Bordon Line. All other signals and route

indicators are as the previous two options.

6.2.4 Liphook The connection will be towards London, giving direct access from Bordon to Aldershot, Guildford and

London. Signalling alterations on the Down Portsmouth line would be fairly minor with the provision

of a new signal and route indicator at the country end of Liphook station. It is not known, however,

what implications this will have on the spacing of the existing signals on the route. It is believed that

there will be no physical changes to the signalling on the Up Portsmouth line, although there will be

alterations to the controls and systems in the signal box.

There will be a new three aspect signal to protect the main line from the branch line to Bordon.

6.3 Wider Implications

6.3.1 Bentley and the Alton Line The line running through Bentley originates as a double track line at Woking, running through Ash

Vale where the line from Frimley and Ascot joins from the north. The line continues through

Aldershot North Junction, where a line from Ash joins from the Guildford direction. The line

continues as double track through Aldershot to Farnham. At Farnham there is a depot to house SWT

multiple units. From Farnham the line continues as a single line to Bentley where there is a passing

loop, before the line continues to Alton where the line again becomes double track within the

platforms.

The line speed on the single line section between Farnham and Alton is 70mph on the main line. The

maximum speed on the platform loop at Bentley and the platform lines at Alton is 15mph. The

majority of passenger trains use the main line Platform 1 at Bentley with only trains from the London




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direction that are required to pass a train travelling towards London using the loop Platform 2. As

previously mentioned in the peak hours all trains stop at Bentley and in the off peak the half hourly

service continues to operate to and from Alton with only every other service stopping at Bentley.

Operation of the branch to Bordon could take three main forms. Firstly the service could be a shuttle

from Bordon to Bentley, the capacity of the Alton line would be largely unaffected.

Secondly trains may join and divide at Farnham, where splitting and joining of trains is currently

carried out. This would not require any changes to the signalling in the Farnham area. One portion of

the train would continue to Alton and the other portion going to Bordon. This would double the

amount of trains on the section of line from Bentley to Farnham. This may cause some congestion,

especially in the peak periods. If trains were required to be split or joined at Bentley there would need

to be extra signalling installation work in the area.

The third method of operation would be to extend the current service from Ascot to Guildford via

Aldershot to provide a service between Guildford, Bordon and Ascot. This would require a

reappraisal of the train services in the area, and the purchase of more rolling stock to allow for the

extra mileages. It would, however, create no more traffic on the national system except between

Aldershot and Bentley.

Separate through services to and from London Waterloo to Alton and Bordon are unlikely to operate

due to the constraint of limited train paths available approaching London.

6.3.2 Liss and the Portsmouth Main Line Liss is situated on the Portsmouth main line between Guildford and Havant. It is a double track

section with a line speed of 90mph on the Down Line and 80mph on the Up Line. There is a CCTV

crossing at the Portsmouth end of the station which is remotely operated from Petersfield Signal Box.

In addition, there is an AHB crossing approximately half a mile to the London side of the station, this

is monitored from Petersfield also. There are four main options for running trains to and from Bordon

via Liss.

The first option is a shuttle service from Liss to Bordon using a new platform face behind the existing

platform 1 at Liss. This would have no impact on the main line except for stock transfer movements to

and from the line.

The second option would be to provide a through service to either Portsmouth or Southampton using

track layout option 1, refer to sketch 227552-DIA-SG-0004 in Appendix A. Assuming an hourly train

service there will be an increase of track occupancy of one train per hour in each direction.

The third method of operation would also use track option 1, however, trains would run into platform

1 at Liss where the driver would change ends and the train would proceed towards Guildford. In the

return direction the train would arrive at Liss from Guildford in Platform 2, the driver would change

ends and the train would then take the line to Bordon. This method of operation would add trains on

the Portsmouth Main Line, and take up track occupancy whilst the drivers change ends.

The fourth method of operation would use track option 2, refer to sketch 227552-DIA-SG-0004 in

Appendix A, which provides a connection towards Guildford, but will not serve Liss. Trains could

travel directly from Bordon to Guildford or London. These trains would increase the track occupancy

between Liss and Guildford, where the train could be attached to another train before proceeding

towards London. Trains from Guildford would use the crossover and take the route directly to the

Bordon Line. If the fourth method of operation were to be selected, it may be possible to relocate Liss

Station to serve the new route.




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7 COMPARISON BETWEEN HEAVY RAIL AND LIGHT RAIL

The major difference between the two types of system is that heavy rail can be used for though

services to the National Network, whereas a light rail system is largely self contained. A light rail

system would require, as a minimum, a cross platform connection to the national network. In addition

there is the Tram – Train concept, where the light rail vehicles can use shared track on the national rail

network over relatively short distances (this method of operation has not been discussed in depth

within this document). The advantages and disadvantages are listed below, and apply equally to all

route options.

7.1 Rails

The rails used on a heavy rail system will be either CEN56 or CEN60 rails, depending on the level of

traffic expected and the track type on adjacent lines. This will ensure compatibility of the wheel/rail

interface on the branch and main line. It will also aid a smooth transition at junctions with the national

system.

On light rail systems the rails will be a smaller cross section due to the lighter axle load of the

vehicles. It is likely that there will be more than one profile, depending on reserved track or paved

sections. In paved areas a grooved rail section would be used, and in reserved track areas a light

section flat bottom rail would be used.

7.2 Sleepers

For heavy rail the sleepers would generally be concrete. The concrete sleepers would be supplied with

the appropriate fixings for the rail type selected.

For the sections of light rail reserved track, it is likely that the sleepers would also be concrete. This

may entail the production of “special” sleepers for the light rail section; however, given the increase in

the number of UK light rail systems and their extensions, we believe that it will be possible to procure

an appropriate concrete sleeper.

For areas of paved track it is likely that a concrete slab would be produced. A rail with a coating to

alleviate any noise and vibration issues will be applied to the rail before concrete is poured to secure

the rail.

7.3 Signalling

Signalling for a heavy rail scheme will use a similar technology as used on the existing national rail

network in the area. It would use two aspect signalling with route indicators at notable junctions. At

passing loops there will signals at the approach to the loop and exit from the loop. For double track it

is likely that there will be signals controlling train movements onto the branch and protecting the

turnouts and junctions on the branch. The signals would be controlled from Farnham Signal Box.

Signalling for a light rail scheme would be a less sophisticated type of signalling. The junctions and

passing loops would be controlled; some permissive running may be used on the open tracks.

Permissive working is a system that relies on the driver’s observation of the track ahead; there is

usually a maximum speed limit for this type of operation. For a double track railway the system

would be generally similar, there may however, be a requirement for intermediate signals on the line.

A new control centre would need to be provided for the control of the signalling system.

7.4 Traction Current

The heavy rail branch line would use a 750v DC third rail system compatible with the existing

Network Rail lines in the area. This consists of a conductor rail mounted via insulators to the sleeper

ends at regular intervals. The rolling stock will be provided with third rail pick up shoes.

For light rail schemes an overhead contact wire will be provided, this will be fed with 750v DC. The

light rail vehicle will be provided with a pantograph to collect the power from the contact wire.




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If a Tram – Train system were considered the rolling stock will require both third rail pick up shoes

for use on the existing Network Rail Lines and a pantograph for use on the light rail sections of the

route.

7.5 Level Crossings

New level crossings are not normally accepted by the HMRI (ORR), so this report does not

recommend the use of level crossings on a heavy rail system.

A light rail system in the Bordon area will rely on level crossings at a number of locations, and

normally this is acceptable to HMRI (ORR) provided certain requirements are met. The crossings

would be protected with white light indicators for trams and flashing red lights or road traffic signals

for road traffic.

7.6 Street Running

There will be no street running on a heavy rail system.

Light rail systems can run in the street, or on the verges of the street. If the track is within the road, it

will be on the same side of the road as the traffic travelling along it. This will, in places require a

double track as a matter of course. Vehicles using street running sections will require skirts as a safety

measure.

7.7 Vehicles

For a heavy rail system, the vehicles will be the same as the trains on the adjoining Network Rail main

lines. This will allow through working and attachments to trains to be made.

The vehicles on a light rail system will be a low floor tram type for interurban use. The seating areas

of the trams will be similar to the main line trains. The low floor will allow access from ground level

or a low platform, and permit the loading of wheelchairs, prams and buggies directly from the low

height platform.

7.8 Depot

It is anticipated that the trains on a heavy rail scheme will be housed at Farnham depot, and no

separate facility will be required, subject to assessment of capacity.

A dedicated depot and maintenance facility will be required for a light rail system. Depending on the

size of the fleet, it may be economic to send units away for major maintenance, with all daily, weekly

and monthly checks being undertaken at the depot.

The depot will require a suitable number of sidings to house the vehicles when they are not required

for service, this number is yet to be determine. The maintenance facility will need to be large enough

to allow the fleet of units to be maintained according to the routine maintenance schedule in place.




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8 COST ESTIMATE

The following tables provide an ‘order of magnitude’ cost estimate for the works:

Heavy Rail

Option ML1 Bordon to Bentley £ 50,677,116

Option ML2 Bordon to Liss £70,154,618

Option ML3 Bentley to Liss £120,760,774

Option ML4 Bordon to Liphook £56,986,102

Option ML5 Bordon to Alton £74,226,776

Option ML6 Divert the Main Line between Liss and Liphook £182,470,632

Option ML7 Alton to Liss £143,789,794

Option ML8 Alton to Liphook £130,818,478

Light Rail

Option LR1 Bordon to Bentley £47,120,215

Option LR2 Bordon to Liss £56,518,709

Option LR2A Bordon to Liss (alternate route) £54,267,613

Option LR3 Bordon to Liphook £57,874,749

Option LR4 Bordon to Alton £60,754,478

Option LR6 Bordon to Farnham £66,032,130

Option LR6A Bordon to Farnham (alternative route) £77,966,210

Level of confidence in cost estimate is +/- 40%.

Costs include:

• Supply of equipment and installation and are for double track configuration

• All station platforms, including the terminal and intermediate stations

Costs for, and associated with, the following items are excluded:

• Design and Project Management

• Third Party and TOC and FOC compensation (Heavy Rail)

• Environmental issues

• Transport and Works Order

• Land purchase and compensation payments

• Resignalling works outside of the actual route options shown in this report

• Signal control centre / Electrical control centre / SCADA / Telecoms

• All platform furniture and fitting out

• New trains / light rail vehicles as required

• Light rail depot




9-21 227552/HWY/HCC/01/P1 - 04/08/2009/9-21 of 23


9 JOURNEY TIME COMPARISONS

The following table provides a high level assessment of journey time comparisons for each heavy rail

option:

Route

Distance

(Miles)

Assumed

Average

Speed

(MPH)

Total Time

(Minutes)

Overall

journey time

to London

with 5

minute

connectional

allowance

Time

reduction if

assumed

average speed

increased to

40 (MPH)

Bordon to Bentley 5.5 30 11 82 3 minutes

Bordon to Liss 7.5 30 15 91 4 minutes

Bordon to Alton 7.4 30 15 93 3½ minutes

Bordon to Liphook 5.4 30 11 80 2½ minutes

Liss to Liphook Via Bordon 14 30 31

Alton to Liphook Via Bordon 12.8 30 29

Alton to Liss via Bordon 14.9 30 33

Assumption for Journey Time Comparisons (heavy rail options only):

• A 40 mph average speed would accommodate a train traversing the route between Bordon and the main

line station with no intermediate stops on a line speed of 70 mph. It should be noted that the time

penalty for an additional stop is approximately 2 minutes therefore a 30 mph average has been used to

simulate the requirement for intermediate stops.

• A dwell time of 3 minutes has been assumed at Bordon for the Liss to Liphook, Alton to Liphook and

Alton to Liss proposed services

• No speed restrictions will be needed

• Alignment will be suitable for an average speed of 30mph

• Gradients will not affect train performance

• No level crossings

• Acceleration and deceleration is uniform

• Train performance is sufficient for the track condition




10-22 227552/HWY/HCC/01/P1 - 04/08/2009/10-22 of 23


10 CONCLUSIONS AND RECOMMENDATIONS

The routes discussed can be constructed as either single lines or twin track lines depending on the

operational requirements. There may, however, be some areas where the existing track bed will need

to be widened to accommodate a second track. Given sufficient investment funds and subject to

detailed survey and further design, it is anticipated that there will be no physical constraints preventing

double tracking throughout. However, should the track widening not be progressed, lengths of single

line and passing loops between longer sections of twin track will need to be provided depending on the

level of traffic expected and operational requirements. Feasible rail alignments are possible to the

specified destinations using the existing railway corridors, with one exception, Option ML5 to Alton,

which is largely on a new alignment.

Option ML1 (Bordon to Bentley) appears to provide the most cost effective solution. It avoids the

military and environmentally sensitive areas; it is the shortest route to a main line station and does not

require any significant civil engineering structures (apart from one rail over road bridge).

Option ML2 (Bordon to Liss) provides the second shortest route to a main line station and is the third

most cost effective. Towards the southern end of the route, in order to follow the LMR trackbed it

takes a less than direct route. However, consideration could be given to sub option ML2a which takes

a more direct route between Woolmer Pond and Liss Forest Road, requiring a new rail formation to be

provided on this section. By adding a London facing connection (Option ML2b) a direct connection

from Bordon to the Portsmouth main line in the London direction could be made, however, this would

avoid Liss Station on the Portsmouth main line, unless the station were relocated.

Option ML4 (Bordon to Liphook) has the longest route from Bordon to a main line station, However,

it is the second most cost effective option and provides the best connection directly to Liphook Station

on the Portsmouth main line. For this option only approximately half of the route follows the original

LMR Trackbed.

Option ML5 (Bordon to Alton) provides a similar route length to a main line station (Alton) as option

ML4; however the cost of this option is the highest of the base options. The route only uses the LMR

trackbed for the initial section from Bordon; thereafter it will require a new trackbed construction

across rural and agricultural land, and a connection to an existing heritage railway, prior to reaching

the Network Rail track at Alton. Alton is the only proposed main line connectional location where

trains from London currently terminate and therefore trains could be extended through to Bordon as

part of the proposal. The current train turnround time of 34 minutes at Alton would be give an

extremely tight turnround time at Bordon and therefore an additional turnover unit should be resourced

to maintain robustness of the timetable.

Option ML6 (Diversion of the Portsmouth main line between Liss and Liphook via Bordon) The route

length of this option is considerably longer than the other options, and hence is the least cost effective

of the base options. Should the main line be diverted using this option, it is estimated that it would

add approximately 30 minutes to the journey time. For these reasons this option is considered the least

viable and it is not recommended for further development.

The remaining options (ML3, ML7 and ML8) are combinations of the previous options (ML1, ML2,

ML4 and ML5).

It is considered that a connection to the north of Bordon (Bentley or possibly Alton) would offer the

best heavy rail service to London and other destinations, and avoids the environmentally sensitive and

military areas to the south of Bordon.

Given that the Whitehill – Bordon Eco Town Scheme has been given the go ahead to progress to the

next stage of planning approval, we recommend that further engineering, operational and business

case studies are carried out on all heavy rail options, with the exception of ML6.




10-23 227552/HWY/HCC/01/P1 - 04/08/2009/10-23 of 23


Further consideration should be given during the next stage of study to determine the type of rail

technology to be utilised.




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Appendix A Drawings and Diagrams

Route Drawings

227552-DRA-PW-0001 Whitehill-Bordon Eco Town High Level Route Options for Heavy Rail

Service

227552-DRA-PW-0002 Whitehill-Bordon Eco Town High Level Route Options for Light Rail

Service

Location Diagrams

227552-DIA-PW-0001 Option ML1 Bordon to Bentley

227552-DIA-PW-0002 Option ML2 Bordon to Liss

227552-DIA-PW-0003 Option ML4 Bordon to Liphook

227552-DIA-PW-0004 Option ML5 Bordon to Alton

227552-DIA-PW-0005 Option ML6 Divert the Main Line between Liss and Liphook via Bordon

High Level Signalling Sketches

227552-DIA-SG-0001 Bentley Station

227552-DIA-SG-0002 Bordon Station (Through Scenario)

227552-DIA-SG-0003 Bordon Station (Terminal Scenario)

227552-DIA-SG-0004 Liss Station (Options 1,2 and 3)

227552-DIA-SG-0005 Alton Station

227552-DIA-SG-0006 Liphook




B-1 227552/HWY/HCC/01/P1 - 04/08/2009/B-1 of 21


Appendix B Construction constraints

The schedule below highlights potential constraints to construction of the heavy and light rail

alignments. The positions mentioned in the location column are approximate.

B1 Heavy Rail Options

Option ML1 Bordon to Bentley

Location Constraint Solution Comment

Hogmoor

Inclosure Ecology

Careful designs and

consultation with ecological

groups and authorities

Oakhanger

Road

HMRI (ORR)

Policy on level

crossings

Construct a grade separated

crossing. Either road over rail

or rail over road.

The best solution will provide a

level railway trackbed.

Oakhanger

Road to Forge

Road

EA Flood Zone

2

Create railway elevated high

enough to avoid flooding with

measures to allow water to

flow during flood periods.

Forge Road

HMRI (ORR)

Policy on level

crossings


crossing. (rail over road).

Replace previous bridge and

rebuild embankments or build

viaduct.

Forge Road to

Sickles Road

South Downs

National Park

Try to construct the railway

outside the boundary where

possible.

The route runs along the border

of the proposed National Park

Sickles Road

HMRI (ORR)

Policy on level

crossings


crossing or stop up the road

and signpost new route.


level railway trackbed. Either

road over rail or rail over road.

Sickles Road to

footpath at

Alice Holt

Forest

South Downs

National Park



possible.



Footpath at

Alice Holt

Forest to

Binstead Road

South Downs

National Park

Ensure all necessary

consultation has taken place

and approvals given

The route runs through the

proposed National Park

Sickles Road to

Binstead Road

Agricultural

land and

Forestry

Negotiate with land owners

and provide alternative

facilities for landowners that

correspond with the facilities

currently used.

Binstead Road

(Black Nest

Crossing)

HMRI (ORR)

Policy on level

crossings







Binstead Road

to Broadview

Farm

Agricultural

land and

Forestry





currently used.

Broadview

Farm to Bentley

Agricultural

land and

Forestry





currently used.

Part of this section has been

lost to agricultural use and is

not visible.




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Option ML 2 Bordon to Liss


Hogmoor

Inclosure Ecology

Careful designs and



A325 / Liphook

Road/ Firgrove

Road Junction

Filled in /

demolished

bridge

Construct a new bridge

allowing the railway to pass

on the original route

Drainage will need to be

rectified as there is a running

spring adjacent to the bridge.

Ecology

Design the railway to avoid

impinging on the areas of

natural habitat

The route skirts an extremely

important habitat for British

wild life and is subject to many

protective orders

Special

Protection Area



and approvals given

EA Flood Zone

2





South Downs

National Park



and approvals given

Site of Special

Scientific

Interest



and approvals given

Military Design the railway to avoid

the danger area

The route skirts the danger area

of the Longmoor Military

Training Area

Military access

to ranges

Design suitable level

crossings or bridges to allow

access to the danger area

The military use the routes as

access to the ranges etc.

Whitehill to

Longmoor

Public Leisure

Design the railway to provide

space for the paths that are

currently used to be

repositioned safely

The old trackbeds are heavily

used for walking and cycling

Longmoor A3 trunk road Provide a new railway bridge

to cross the roadway.

Ecology



natural habitat

The route runs through an

extremely important habitat for

British wild life and is subject

to many protective orders

South Downs

National Park



and approvals given

Special

Protection Area



and approvals given

Site of Special

Scientific

Interest



and approvals given

Longmoor to

Liss Forest

Road

Military

Design the railway to

minimise the impact on the

Military training area


Longmoor Military Training

Area




B-3 227552/HWY/HCC/01/P1 - 04/08/2009/B-3 of 21


Military access

to training area



access within the training area


access to training areas.

Public Leisure




repositioned safely



Liss Forest

Road

HMRI (ORR)

Policy on level

crossings



or rail over road.



Ecology



natural habitat




protective orders

South Downs

National Park



and approvals given

Area of

Outstanding

Natural Beauty



and approvals given

EA Flood Zone

2





Liss Forest

Road to Liss

Station

Public Leisure




repositioned safely provide

new bridges to replace the

railway bridges that have been

converted.

The old trackbed is heavily


Rose Bridge Single span

structure

Repairs and refurbishment to

convert the bridge back to

railway use

Converted to a foot bridge upon

closure of the line

Nightingale

Bridge

Double span

structure



railway use


closure of the line

Briggs Bridge Single span

structure



railway use


closure of the line

Connection to

Network Rail

lines at Liss

Ecology

The connection will require a

number of trees to be felled

and undergrowth to be cleared

This applies to both the North

facing connection and the south

facing connection.

Option ML3 Bentley to Liss via Bordon

This option uses the routes of Options ML1 and ML2, and the constraints are as listed in those options.




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Option ML4 Bordon to Liphook


Hogmoor

Inclosure Ecology

Careful designs and



A325 / Liphook

Road/ Firgrove

Road Junction

Filled in /

demolished

bridge







Whitehill to

Holm Hills Ecology



natural habitat




protective orders

Whitehill to

Holm Hills Military


the danger area



Training Area

Whitehill to

Holm Hills

Military access

to Danger area






Whitehill to

Holm Hills Public Leisure




repositioned safely



Ecology



natural habitat





South Downs

National Park



and approvals given

Special

Protection Area



and approvals given

Site of Special

Scientific

Interest



and approvals given

Military






Area

Military access

to training area






Longmoor to

Conford Moor

Public Leisure




repositioned safely



Conford Moor Demolished

Bridge Rebuild or replace bridge

Conford Moor

to Holm Hills

Ancient

Woodlands –

English Nature



and approvals given

Holm Hills A3 trunk road Provide a new railway bridge





B-5 227552/HWY/HCC/01/P1 - 04/08/2009/B-5 of 21


South Downs

National Park



and approvals given

EA Flood Zone

2





Holm Hills to

Liphook

Agriculture Avoid excessive land take for

the railway

The route of the line passes

through agricultural land

Longmoor

Road

HMRI (ORR)

Policy on level

crossings







Foley Farm

access road

HMRI (ORR)

Policy on level

crossings







Portsmouth

Road

HMRI (ORR)

Policy on level

crossings










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Option ML5 Bordon to Alton


Hogmoor

Inclosure Ecology

Careful designs and



Oakhanger

Road

HMRI (ORR)

Policy on level

crossings



or rail over road.



Gibbs Lane to

Oakhanger

EA Flood Zone

2





South Downs

National Park



and approvals given

Ancient

Woodlands –

English Nature



and approvals given

Site of Special

Scientific

Interest



and approvals given

Oakhanger to

West

Worldham

Special areas of

conservation



and approvals given

Truncheaunts to

Alton

EA Flood Zone

2





Alton

Mid Hants

Railway (The

Watercress

Line)

Construct a new line adjacent

to the existing MHR running

line and replace MHR sidings

and other ancillary facilities

on a new site if possible




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Option ML6 Divert Portsmouth Main Line via Bordon


Connection to

Network Rail

lines at Liss

Ecology






facing connection.


structure



railway use


closure of the line

Nightingale

Bridge

Double span

structure



railway use


closure of the line


structure



railway use


closure of the line

Public Leisure




repositioned safely to provide



converted.



EA Flood Zone

2





Area of

Outstanding

Natural Beauty



and approvals given

South Downs

National Park



and approvals given

Liss Forest

Road to Liss

Station

Ecology



natural habitat




protective orders

Liss Forest

Road

HMRI (ORR)

Policy on level

crossings



or rail over road.



Ecology



natural habitat



British wild life

South Downs

National Park



and approvals given

Special

Protection Area



and approvals given

Site of Special

Scientific

Interest



and approvals given

Longmoor to

Liss Forest

Road

Military






Area




B-8 227552/HWY/HCC/01/P1 - 04/08/2009/B-8 of 21


Military access

to training area






Public Leisure




repositioned safely



Ecology



natural habitat




protective orders

Special

Protection Area



and approvals given

EA Flood Zone

2





South Downs

National Park



and approvals given

Site of Special

Scientific

Interest



and approvals given


the danger area



Training Area

Military access

to ranges






Whitehill to

Longmoor

Public Leisure




repositioned safely



A325 / Liphook

Road/ Firgrove

Road Junction

Filled in /

demolished

bridge







Hogmoor

Inclosure Ecology

Careful designs and



Oakhanger

Road

HMRI (ORR)

Policy on level

crossings



or rail over road.



Special

Protection Area



and approvals given

Farnham Road

to Broxhead

Farm Road Site of Special

Scientific

Interest



and approvals given

River Wey EA Flood Zone

2








B-9 227552/HWY/HCC/01/P1 - 04/08/2009/B-9 of 21


Conservation

Area



and approvals given

Stanford

EA Flood Zone

2








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Option ML7 Alton to Liss via Bordon


Alton to

Truncheaunts

EA Flood Zone

2





South Downs

National Park



and approvals given

Ancient

Woodlands –

English Nature



and approvals given

Site of Special

Scientific

Interest



and approvals given

West

Worldham to

Oakhanger

Special areas of

conservation



and approvals given

Oakhanger to

Gibbs Lane

EA Flood Zone

2





Oakhanger

Road

HMRI (ORR)

Policy on level

crossings



or rail over road.



Hogmoor

Inclosure Ecology

Careful designs and



A325 / Liphook

Road/ Firgrove

Road Junction

Filled in /

demolished

bridge







Ecology



natural habitat




protective orders

Special

Protection Area



and approvals given

EA Flood Zone

2





South Downs

National Park



and approvals given

Site of Special

Scientific

Interest



and approvals given

Whitehill to

Longmoor


the danger area



Training Area




B-11 227552/HWY/HCC/01/P1 - 04/08/2009/B-11 of 21


Military access

to ranges






Public Leisure




repositioned safely





Ecology



natural habitat





South Downs

National Park



and approvals given

Special

Protection Area



and approvals given

Site of Special

Scientific

Interest



and approvals given

Military






Area

Military access

to training area






Longmoor to

Liss Forest

Road

Public Leisure




repositioned safely



Liss Forest

Road

HMRI (ORR)

Policy on level

crossings



or rail over road.



Ecology



natural habitat




protective orders

South Downs

National Park



and approvals given

Area of

Outstanding

Natural Beauty



and approvals given

Liss Forest

Road to Liss

Station

EA Flood Zone

2








B-12 227552/HWY/HCC/01/P1 - 04/08/2009/B-12 of 21


Public Leisure




repositioned safely provide



converted.




structure



railway use


closure of the line

Nightingale

Bridge

Double span

structure



railway use


closure of the line


structure



railway use


closure of the line

Connection to

Network Rail

lines at Liss

Ecology






facing connection.




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Option ML8 Alton to Liphook via Bordon


Alton to

Truncheaunts

EA Flood Zone

2





South Downs

National Park



and approvals given

Ancient

Woodlands –

English Nature



and approvals given

Site of Special

Scientific

Interest



and approvals given

West

Worldham to

Oakhanger

Special areas of

conservation



and approvals given

Oakhanger to

Gibbs Lane

EA Flood Zone

2





Oakhanger

Road

HMRI (ORR)

Policy on level

crossings



or rail over road.



Hogmoor

Inclosure Ecology

Careful designs and



A325 / Liphook

Road/ Firgrove

Road Junction

Filled in /

demolished

bridge







Ecology



natural habitat




protective orders


the danger area



Training Area

Military access

to Danger area






Whitehill to

Holm Hills

Public Leisure




repositioned safely



Ecology



natural habitat





Longmoor to

Conford Moor

South Downs

National Park



and approvals given




B-14 227552/HWY/HCC/01/P1 - 04/08/2009/B-14 of 21


Special

Protection Area



and approvals given

Site of Special

Scientific

Interest



and approvals given

Military






Area

Military access

to training area






Public Leisure




repositioned safely



Conford Moor Demolished

Bridge Rebuild or replace bridge

Conford Moor

to Holm Hills

Ancient

Woodlands –

English Nature



and approvals given

Holm Hills A3 trunk road Provide a new railway bridge


Holm Hills to

Liphook

South Downs

National Park



and approvals given

EA Flood Zone

2





Agriculture Avoid excessive land take for

the railway

The route of the line passes

through agricultural land

Longmoor

Road

HMRI (ORR)

Policy on level

crossings







Foley Farm

access road

HMRI (ORR)

Policy on level

crossings







Portsmouth

Road

HMRI (ORR)

Policy on level

crossings










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B1 Light Rail Options

Option LR1 Bordon to Bentley


Hogmoor

Inclosure Ecology

Careful designs and



Oakhanger

Road Road Crossing

Construct either a grade

separated crossing or a

tramway crossing

Oakhanger

Road to Forge

Road

EA Flood Zone

2





Forge Road Road Crossing



tramway crossing



viaduct.

Forge Road to

Sickles Road

South Downs

National Park

Construct the railway outside

the boundary where possible.



Sickles Road

HMRI (ORR)

Policy on level

crossings


crossing or tramway crossing




Sickles Road to

footpath at

Alice Holt

Forest

South Downs

National Park



possible.



Footpath at

Alice Holt

Forest to

Binstead Road

South Downs

National Park



and approvals given


proposed National Park

Sickles Road to

Binstead Road

Agricultural

land and

Forestry





currently used.

Binstead Road

(Black Nest

Crossing)

Road Crossing


crossing or a tramway

crossing




Binstead Road

to Broadview

Farm

Agricultural

land and

Forestry





currently used.

Broadview

Farm to Bentley

Agricultural

land and

Forestry





currently used.

Part of this section has been

lost to agricultural use and is

not visible.

Aldix Copse

Farm to Bentley

Existing railway

embankment

Widen existing embankment

or provide a viaduct

Black Nest

Road Road

Provide a new bridge adjacent

to existing railway bridge




B-16 227552/HWY/HCC/01/P1 - 04/08/2009/B-16 of 21


Option LR2 Bordon to Liss


Hogmoor

Inclosure Ecology

Careful designs and



A325 / Liphook

Road/ Firgrove

Road Junction

Filled in /

demolished

bridge







Ecology



natural habitat




protective orders

Special

Protection Area



and approvals given

EA Flood Zone

2





South Downs

National Park



and approvals given

Site of Special

Scientific

Interest



and approvals given


the danger area



Training Area

Military access

to ranges






Whitehill to

Longmoor

Public Leisure




repositioned safely





Ecology



natural habitat





South Downs

National Park



and approvals given

Special

Protection Area



and approvals given

Site of Special

Scientific

Interest



and approvals given

Longmoor to

Liss Forest

Road

Military






Area




B-17 227552/HWY/HCC/01/P1 - 04/08/2009/B-17 of 21


Military access

to training area






Public Leisure




repositioned safely



Liss Forest

Road Road Crossing



tramway crossing



Liss Forest

Road to Liss

Forest Road

Level Crossing

Road Traffic

Ensure the Light Rail is

designed so as not to

compromise road safety

Ecology



natural habitat

South Downs

National Park



and approvals given

EA Flood Zone

2





Liss Forest

Road Level

Crossing to Liss

Station

Area of

Outstanding

Natural Beauty



and approvals given




B-18 227552/HWY/HCC/01/P1 - 04/08/2009/B-18 of 21


Option LR3 Bordon to Liphook


Hogmoor

Inclosure Ecology

Careful designs and



A325 / Liphook

Road/ Firgrove

Road Junction

Filled in /

demolished

bridge







Ecology



natural habitat




protective orders

Special

Protection Area



and approvals given

EA Flood Zone

2





South Downs

National Park



and approvals given

Site of Special

Scientific

Interest



and approvals given


the danger area



Training Area

Military access

to ranges






Whitehill to

Liphook

Public Leisure




repositioned safely






B-19 227552/HWY/HCC/01/P1 - 04/08/2009/B-19 of 21


Option LR4 Bordon to Alton


Bordon to East

Worldham

South Downs

National Park



and approvals given

Hogmoor

Inclosure Ecology

Careful designs and



Oakhanger

Road Road Crossing



tramway crossing

Oakhanger

Road to Forge

Road

EA Flood Zone

2





Forge Road Road Crossing



tramway crossing



viaduct.

East Worldham Village

Construct the route on the

south verge of the road

through the village

Blanket Street Road Crossing



tramway crossing

A31 Road Crossing Construct a grade separated

crossing

Adjacent to

A31

EA Flood Zone

2





Option LR5 Alton and Bentley to Liss and Liphook via Bordon

This is a combination of the above four options, all the comments which apply to those options equally

apply to this option.




B-20 227552/HWY/HCC/01/P1 - 04/08/2009/B-20 of 21


Option LR6 Bordon to Farnham


Molex House to

Sleaford (east

of Road)

Special

Protection Area



and approvals given

Keep the light railway to the

West of the road

Site of Special

Scientific

Interest



and approvals given

Keep the light railway to the

West of the road

Sleaford to

Wobblers

EA Flood Zone

2





Greens Farm to

Frith End Road

EA Flood Zone

2





Frith End Road

to Forest Lodge

Scheduled

Ancient

Monuments



and approvals given. Divert

Light rail to avoid if possible

Forest Lodge to

Buckshot Hole

Ancient

Woodlands



and approvals given

Forest Lodge to

Fullers Road

South Downs

National Park



and approvals given

Halfway Farm

to Alice Hot

Farm

Ancient

Woodlands



and approvals given

On the East side of the road




B-21 227552/HWY/HCC/01/P1 - 04/08/2009/B-21 of 21


Option LR6A Alternative route to Sleaford


Hogmoor

Inclosure Ecology

Careful designs and



Oakhanger

Road Road Crossing



tramway crossing

Oakhanger

Road to Forge

Road

EA Flood Zone

2





Kingsley Village

Construct the route on the

south verge of the road

through the village

Malthouse

Farm Road Crossing



tramway crossing

A325 at

Sleaford Road Crossing



tramway crossing




C-1 227552/HWY/HCC/01/P1 - 04/08/2009/C-1 of 22


Appendix C Photographs

C1 Liss to Longmoor

South West Trains Station at Liss Looking South

South West Trains Station at Liss Looking North

towards the junction with the LMR




C-2 227552/HWY/HCC/01/P1 - 04/08/2009/C-2 of 22


Liss LMR Station

Rose Bridge




C-3 227552/HWY/HCC/01/P1 - 04/08/2009/C-3 of 22


Liss Forest Road Crossing

Training Bridge close to Weaversdown Station Site




C-4 227552/HWY/HCC/01/P1 - 04/08/2009/C-4 of 22


Longmoor Downs Station Site – now the A3




C-5 227552/HWY/HCC/01/P1 - 04/08/2009/C-5 of 22


C2 Longmoor to Bordon

Trackbed close to Woolmer Pond

Trackbed close to Two Ranges Halt




C-6 227552/HWY/HCC/01/P1 - 04/08/2009/C-6 of 22


Trackbed close to Whitehill South of Liphook Road

Trackbed close to Whitehill North of Liphook Road




C-7 227552/HWY/HCC/01/P1 - 04/08/2009/C-7 of 22


Route through the Hogmoor Inclosure from the south

Route through the Hogmoor Inclosure from the north




C-8 227552/HWY/HCC/01/P1 - 04/08/2009/C-8 of 22


Hogmoor Inclosure looking towards Bordon Garrison

Route through Bordon Garrison from the South




C-9 227552/HWY/HCC/01/P1 - 04/08/2009/C-9 of 22


Route through Bordon Garrison from the North

(the line passed to the left of the buildings)

Oakhanger Road crossing looking towards Bordon Garrison




C-10 227552/HWY/HCC/01/P1 - 04/08/2009/C-10 of 22


Looking towards the north from Oakhanger station site

Site of Gibbs Lane Level Crossing showing rail chairs in track bed

(now used as an access road)




C-11 227552/HWY/HCC/01/P1 - 04/08/2009/C-11 of 22


Site of Bordon Station behind fence (now Bordon trading estate)




C-12 227552/HWY/HCC/01/P1 - 04/08/2009/C-12 of 22


C3 Bordon to Bentley

Route of the track towards Bentley from Bordon Station

Looking south from the Kingsley Mill access road crossing towards Bordon




C-13 227552/HWY/HCC/01/P1 - 04/08/2009/C-13 of 22


Looking North from the Kingsley Mill access road crossing towards Bentley

Site of the bridge over Forge Road




C-14 227552/HWY/HCC/01/P1 - 04/08/2009/C-14 of 22


Looking towards Bordon from Sickles Road Crossing (Kingsley Halt)

Looking towards Bentley from Sickles Road Crossing (Kingsley Halt)




C-15 227552/HWY/HCC/01/P1 - 04/08/2009/C-15 of 22


Looking towards Bordon from Black Nest Crossing

Looking towards Bentley from Black Nest Crossing




C-16 227552/HWY/HCC/01/P1 - 04/08/2009/C-16 of 22


Bentley (Black Nest Road Bridge) with the junction to Bordon just beyond

Bentley Station, down platform, with disused Bordon Branch Platform behind




C-17 227552/HWY/HCC/01/P1 - 04/08/2009/C-17 of 22


C4 Longmoor to Whitehill via Hollywater Loop

Looking South (Into Danger Area) at Conford foot crossing

Looking North (away from Danger Area) at Conford foot crossing




C-18 227552/HWY/HCC/01/P1 - 04/08/2009/C-18 of 22


Remains of the bridge over the footpath from Conford Moor

Looking towards Whitehill from close to Hollywater Pond




C-19 227552/HWY/HCC/01/P1 - 04/08/2009/C-19 of 22


Whitehill East Junction (Line to Bordon to the right, Longmoor to the left)

Stream crossing the trackbed between Whitehill East Junction and Whitehill North Junction




C-20 227552/HWY/HCC/01/P1 - 04/08/2009/C-20 of 22


Whitehill North Junction (Hollywater Loop to left Longmoor main line to right)




C-21 227552/HWY/HCC/01/P1 - 04/08/2009/C-21 of 22


C5 Bordon to Alton

Mid Hants Railway train passing over Butts Bridge (approaching possible junction towards Bordon)

Mid Hants Railway looking toward Butts Bridge (Junction of line to Bordon would be to the left in the

mid distance)




C-22 227552/HWY/HCC/01/P1 - 04/08/2009/C-22 of 22


MHR Line looking towards Alton (Bordon line would take over the siding on the right

MHR maintain the existing alignment to the left)

Current interface between Network Rail and the Mid Hants Railway (New arrangement would be for

the MHR to use existing NR platforms and NR to use existing MHR platform plus one new platform

e.g. swap sides)




D-1 227552/HWY/HCC/01/P1 - 04/08/2009/D-1 of 1


Appendix D References

Title Date Publisher Comments

Whitehill/Bordon Eco-Town

Transport Assessment: Volume 1 of

2: Text

Dec 2008 WSP

Connecting Communities June

2009

ATOC

Whitehill Bordon Review of

Transport Opportunities

March

2009

Alan Baxter

Liss Riverside Walk Management

Plan 2001-2005

East Hampshire

District Council

Development Brief Hogmoor Road

Whitehill/Bordon

July 2005 East Hampshire

District Council

South Downs National Park Public

Inquiry (Re-opened) Supplementary

Proof of Evidence by Council for

National Parks

April

2008

Wildlife of Whitehill – A Local

Biodiversity Action Plan

2008 East Hampshire

District Council

LSWR Diagram of system circa

1910

LSWR

British Rail Bridge Book (SW

Division)

circa

1970

British Rail

OS explorer map sheet No.133 2009 Ordnance Survey

OS explorer map sheet No.144 2005 Ordnance Survey

Branch Lines to Longmoor 1987 Middleton Press

Railway Track Diagrams Quail Map Co.

Kent/Sussex/Wessex route sectional

appendix

Dec 2006 Network Rail

Diagram of System 1924 London and

South Western

Railway

ABC “five mile” Diagrams 1997 Railtrack

pre – feasibility study of rail route options · pre – feasibility study of rail route options...

Documents