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Whitehill / Bordon Eco Town
Pre – Feasibility Study of Rail Route Options
Report No. FS/227552/FC/01
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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.
For further details refer to drawing 227552-DRA-PW-0001 and diagrams 227552-DIA-PW-0004 and
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.
For further details refer to drawing 227552-DRA-PW-0004 and diagrams 227552-DIA-PW-0004 and
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.
For further details refer to drawing 227552-DRA-PW-0001 and diagrams 227552-DIA-PW-0005 and
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.
Whitehill / Bordon Eco Town
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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.
Whitehill / Bordon Eco Town
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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
Whitehill / Bordon Eco Town
Pre – Feasibility Study of Rail Route Options
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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
Whitehill / Bordon Eco Town
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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.
Whitehill / Bordon Eco Town
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Further consideration should be given during the next stage of study to determine the type of rail
technology to be utilised.
Whitehill / Bordon Eco Town
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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
Whitehill / Bordon Eco Town
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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
Construct a grade separated
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
Construct a grade separated
crossing or stop up the road
and signpost new route.
The best solution will provide a
level railway trackbed. Either
road over rail or rail over road.
Sickles Road to
footpath at
Alice Holt
Forest
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
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
Construct a grade separated
crossing or stop up the road
and signpost new route.
The best solution will provide a
level railway trackbed. Either
road over rail or rail over road.
Binstead Road
to Broadview
Farm
Agricultural
land and
Forestry
Negotiate with land owners
and provide alternative
facilities for landowners that
correspond with the facilities
currently used.
Broadview
Farm to Bentley
Agricultural
land and
Forestry
Negotiate with land owners
and provide alternative
facilities for landowners that
correspond with the facilities
currently used.
Part of this section has been
lost to agricultural use and is
not visible.
Whitehill / Bordon Eco Town
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Option ML 2 Bordon to Liss
Location Constraint Solution Comment
Hogmoor
Inclosure Ecology
Careful designs and
consultation with ecological
groups and authorities
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
Ensure all necessary
consultation has taken place
and approvals given
EA Flood Zone
2
Create railway elevated high
enough to avoid flooding with
measures to allow water to
flow during flood periods.
South Downs
National Park
Ensure all necessary
consultation has taken place
and approvals given
Site of Special
Scientific
Interest
Ensure all necessary
consultation has taken place
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
Design the railway to avoid
impinging on the areas of
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
Ensure all necessary
consultation has taken place
and approvals given
Special
Protection Area
Ensure all necessary
consultation has taken place
and approvals given
Site of Special
Scientific
Interest
Ensure all necessary
consultation has taken place
and approvals given
Longmoor to
Liss Forest
Road
Military
Design the railway to
minimise the impact on the
Military training area
The route runs through the
Longmoor Military Training
Area
Whitehill / Bordon Eco Town
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Military access
to training area
Design suitable level
crossings or bridges to allow
access within the training area
The military use the routes as
access to training areas.
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
Liss Forest
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.
Ecology
Design the railway to avoid
impinging on the areas of
natural habitat
The route runs through an
important habitat for British
wild life and is subject to many
protective orders
South Downs
National Park
Ensure all necessary
consultation has taken place
and approvals given
Area of
Outstanding
Natural Beauty
Ensure all necessary
consultation has taken place
and approvals given
EA Flood Zone
2
Create railway elevated high
enough to avoid flooding with
measures to allow water to
flow during flood periods.
Liss Forest
Road to Liss
Station
Public Leisure
Design the railway to provide
space for the paths that are
currently used to be
repositioned safely provide
new bridges to replace the
railway bridges that have been
converted.
The old trackbed is heavily
used for walking and cycling
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
Repairs and refurbishment to
convert the bridge back to
railway use
Converted to a foot bridge upon
closure of the line
Briggs 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
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.
Whitehill / Bordon Eco Town
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Option ML4 Bordon to Liphook
Location Constraint Solution Comment
Hogmoor
Inclosure Ecology
Careful designs and
consultation with ecological
groups and authorities
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.
Whitehill to
Holm Hills 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
Whitehill to
Holm Hills Military
Design the railway to avoid
the danger area
The route skirts the danger area
of the Longmoor Military
Training Area
Whitehill to
Holm Hills
Military access
to Danger area
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
Holm Hills 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
Ecology
Design the railway to avoid
impinging on the areas of
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
Ensure all necessary
consultation has taken place
and approvals given
Special
Protection Area
Ensure all necessary
consultation has taken place
and approvals given
Site of Special
Scientific
Interest
Ensure all necessary
consultation has taken place
and approvals given
Military
Design the railway to
minimise the impact on the
Military training area
The route runs through the
Longmoor Military Training
Area
Military access
to training area
Design suitable level
crossings or bridges to allow
access within the training area
The military use the routes as
access to training areas.
Longmoor to
Conford Moor
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
Conford Moor Demolished
Bridge Rebuild or replace bridge
Conford Moor
to Holm Hills
Ancient
Woodlands –
English Nature
Ensure all necessary
consultation has taken place
and approvals given
Holm Hills A3 trunk road Provide a new railway bridge
to cross the roadway.
Whitehill / Bordon Eco Town
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South Downs
National Park
Ensure all necessary
consultation has taken place
and approvals given
EA Flood Zone
2
Create railway elevated high
enough to avoid flooding with
measures to allow water to
flow during flood periods.
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
Construct a grade separated
crossing or stop up the road
and signpost new route.
The best solution will provide a
level railway trackbed. Either
road over rail or rail over road.
Foley Farm
access road
HMRI (ORR)
Policy on level
crossings
Construct a grade separated
crossing or stop up the road
and signpost new route.
The best solution will provide a
level railway trackbed. Either
road over rail or rail over road.
Portsmouth
Road
HMRI (ORR)
Policy on level
crossings
Construct a grade separated
crossing or stop up the road
and signpost new route.
The best solution will provide a
level railway trackbed. Either
road over rail or rail over road.
Whitehill / Bordon Eco Town
Pre – Feasibility Study of Rail Route Options
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Option ML5 Bordon to Alton
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.
Gibbs Lane to
Oakhanger
EA Flood Zone
2
Create railway elevated high
enough to avoid flooding with
measures to allow water to
flow during flood periods.
South Downs
National Park
Ensure all necessary
consultation has taken place
and approvals given
Ancient
Woodlands –
English Nature
Ensure all necessary
consultation has taken place
and approvals given
Site of Special
Scientific
Interest
Ensure all necessary
consultation has taken place
and approvals given
Oakhanger to
West
Worldham
Special areas of
conservation
Ensure all necessary
consultation has taken place
and approvals given
Truncheaunts to
Alton
EA Flood Zone
2
Create railway elevated high
enough to avoid flooding with
measures to allow water to
flow during flood periods.
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
Whitehill / Bordon Eco Town
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Option ML6 Divert Portsmouth Main Line via Bordon
Location Constraint Solution Comment
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.
Briggs 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
Repairs and refurbishment to
convert the bridge back to
railway use
Converted to a foot bridge upon
closure of the line
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
Public Leisure
Design the railway to provide
space for the paths that are
currently used to be
repositioned safely to provide
new bridges to replace the
railway bridges that have been
converted.
The old trackbed is heavily
used for walking and cycling
EA Flood Zone
2
Create railway elevated high
enough to avoid flooding with
measures to allow water to
flow during flood periods.
Area of
Outstanding
Natural Beauty
Ensure all necessary
consultation has taken place
and approvals given
South Downs
National Park
Ensure all necessary
consultation has taken place
and approvals given
Liss Forest
Road to Liss
Station
Ecology
Design the railway to avoid
impinging on the areas of
natural habitat
The route runs through an
important habitat for British
wild life and is subject to many
protective orders
Liss Forest
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.
Ecology
Design the railway to avoid
impinging on the areas of
natural habitat
The route runs through an
extremely important habitat for
British wild life
South Downs
National Park
Ensure all necessary
consultation has taken place
and approvals given
Special
Protection Area
Ensure all necessary
consultation has taken place
and approvals given
Site of Special
Scientific
Interest
Ensure all necessary
consultation has taken place
and approvals given
Longmoor to
Liss Forest
Road
Military
Design the railway to
minimise the impact on the
Military training area
The route runs through the
Longmoor Military Training
Area
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
Military access
to training area
Design suitable level
crossings or bridges to allow
access within the training area
The military use the routes as
access to training areas.
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
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
Ensure all necessary
consultation has taken place
and approvals given
EA Flood Zone
2
Create railway elevated high
enough to avoid flooding with
measures to allow water to
flow during flood periods.
South Downs
National Park
Ensure all necessary
consultation has taken place
and approvals given
Site of Special
Scientific
Interest
Ensure all necessary
consultation has taken place
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
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.
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.
Special
Protection Area
Ensure all necessary
consultation has taken place
and approvals given
Farnham Road
to Broxhead
Farm Road Site of Special
Scientific
Interest
Ensure all necessary
consultation has taken place
and approvals given
River Wey EA Flood Zone
2
Create railway elevated high
enough to avoid flooding with
measures to allow water to
flow during flood periods.
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
Conservation
Area
Ensure all necessary
consultation has taken place
and approvals given
Stanford
EA Flood Zone
2
Create railway elevated high
enough to avoid flooding with
measures to allow water to
flow during flood periods.
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
Option ML7 Alton to Liss via Bordon
Location Constraint Solution Comment
Alton to
Truncheaunts
EA Flood Zone
2
Create railway elevated high
enough to avoid flooding with
measures to allow water to
flow during flood periods.
South Downs
National Park
Ensure all necessary
consultation has taken place
and approvals given
Ancient
Woodlands –
English Nature
Ensure all necessary
consultation has taken place
and approvals given
Site of Special
Scientific
Interest
Ensure all necessary
consultation has taken place
and approvals given
West
Worldham to
Oakhanger
Special areas of
conservation
Ensure all necessary
consultation has taken place
and approvals given
Oakhanger to
Gibbs Lane
EA Flood Zone
2
Create railway elevated high
enough to avoid flooding with
measures to allow water to
flow during flood periods.
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.
Hogmoor
Inclosure Ecology
Careful designs and
consultation with ecological
groups and authorities
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
Ensure all necessary
consultation has taken place
and approvals given
EA Flood Zone
2
Create railway elevated high
enough to avoid flooding with
measures to allow water to
flow during flood periods.
South Downs
National Park
Ensure all necessary
consultation has taken place
and approvals given
Site of Special
Scientific
Interest
Ensure all necessary
consultation has taken place
and approvals given
Whitehill to
Longmoor
Military Design the railway to avoid
the danger area
The route skirts the danger area
of the Longmoor Military
Training Area
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
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.
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
Design the railway to avoid
impinging on the areas of
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
Ensure all necessary
consultation has taken place
and approvals given
Special
Protection Area
Ensure all necessary
consultation has taken place
and approvals given
Site of Special
Scientific
Interest
Ensure all necessary
consultation has taken place
and approvals given
Military
Design the railway to
minimise the impact on the
Military training area
The route runs through the
Longmoor Military Training
Area
Military access
to training area
Design suitable level
crossings or bridges to allow
access within the training area
The military use the routes as
access to training areas.
Longmoor to
Liss Forest
Road
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
Liss Forest
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.
Ecology
Design the railway to avoid
impinging on the areas of
natural habitat
The route runs through an
important habitat for British
wild life and is subject to many
protective orders
South Downs
National Park
Ensure all necessary
consultation has taken place
and approvals given
Area of
Outstanding
Natural Beauty
Ensure all necessary
consultation has taken place
and approvals given
Liss Forest
Road to Liss
Station
EA Flood Zone
2
Create railway elevated high
enough to avoid flooding with
measures to allow water to
flow during flood periods.
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
Public Leisure
Design the railway to provide
space for the paths that are
currently used to be
repositioned safely provide
new bridges to replace the
railway bridges that have been
converted.
The old trackbed is heavily
used for walking and cycling
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
Repairs and refurbishment to
convert the bridge back to
railway use
Converted to a foot bridge upon
closure of the line
Briggs 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
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.
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
Option ML8 Alton to Liphook via Bordon
Location Constraint Solution Comment
Alton to
Truncheaunts
EA Flood Zone
2
Create railway elevated high
enough to avoid flooding with
measures to allow water to
flow during flood periods.
South Downs
National Park
Ensure all necessary
consultation has taken place
and approvals given
Ancient
Woodlands –
English Nature
Ensure all necessary
consultation has taken place
and approvals given
Site of Special
Scientific
Interest
Ensure all necessary
consultation has taken place
and approvals given
West
Worldham to
Oakhanger
Special areas of
conservation
Ensure all necessary
consultation has taken place
and approvals given
Oakhanger to
Gibbs Lane
EA Flood Zone
2
Create railway elevated high
enough to avoid flooding with
measures to allow water to
flow during flood periods.
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.
Hogmoor
Inclosure Ecology
Careful designs and
consultation with ecological
groups and authorities
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
Military Design the railway to avoid
the danger area
The route skirts the danger area
of the Longmoor Military
Training Area
Military access
to Danger area
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
Holm Hills
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
Ecology
Design the railway to avoid
impinging on the areas of
natural habitat
The route runs through an
extremely important habitat for
British wild life and is subject
to many protective orders
Longmoor to
Conford Moor
South Downs
National Park
Ensure all necessary
consultation has taken place
and approvals given
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
Special
Protection Area
Ensure all necessary
consultation has taken place
and approvals given
Site of Special
Scientific
Interest
Ensure all necessary
consultation has taken place
and approvals given
Military
Design the railway to
minimise the impact on the
Military training area
The route runs through the
Longmoor Military Training
Area
Military access
to training area
Design suitable level
crossings or bridges to allow
access within the training area
The military use the routes as
access to training areas.
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
Conford Moor Demolished
Bridge Rebuild or replace bridge
Conford Moor
to Holm Hills
Ancient
Woodlands –
English Nature
Ensure all necessary
consultation has taken place
and approvals given
Holm Hills A3 trunk road Provide a new railway bridge
to cross the roadway.
Holm Hills to
Liphook
South Downs
National Park
Ensure all necessary
consultation has taken place
and approvals given
EA Flood Zone
2
Create railway elevated high
enough to avoid flooding with
measures to allow water to
flow during flood periods.
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
Construct a grade separated
crossing or stop up the road
and signpost new route.
The best solution will provide a
level railway trackbed. Either
road over rail or rail over road.
Foley Farm
access road
HMRI (ORR)
Policy on level
crossings
Construct a grade separated
crossing or stop up the road
and signpost new route.
The best solution will provide a
level railway trackbed. Either
road over rail or rail over road.
Portsmouth
Road
HMRI (ORR)
Policy on level
crossings
Construct a grade separated
crossing or stop up the road
and signpost new route.
The best solution will provide a
level railway trackbed. Either
road over rail or rail over road.
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
B1 Light Rail Options
Option LR1 Bordon to Bentley
Location Constraint Solution Comment
Hogmoor
Inclosure Ecology
Careful designs and
consultation with ecological
groups and authorities
Oakhanger
Road Road Crossing
Construct either a grade
separated crossing or a
tramway crossing
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 Road Crossing
Construct either a grade
separated crossing or a
tramway crossing
Replace previous bridge and
rebuild embankments or build
viaduct.
Forge Road to
Sickles Road
South Downs
National Park
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
Construct a grade separated
crossing or tramway crossing
The best solution will provide a
level railway trackbed. Either
road over rail or rail over road.
Sickles Road to
footpath at
Alice Holt
Forest
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
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)
Road Crossing
Construct a grade separated
crossing or a tramway
crossing
The best solution will provide a
level railway trackbed. Either
road over rail or rail over road.
Binstead Road
to Broadview
Farm
Agricultural
land and
Forestry
Negotiate with land owners
and provide alternative
facilities for landowners that
correspond with the facilities
currently used.
Broadview
Farm to Bentley
Agricultural
land and
Forestry
Negotiate with land owners
and provide alternative
facilities for landowners that
correspond with the facilities
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
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
Option LR2 Bordon to Liss
Location Constraint Solution Comment
Hogmoor
Inclosure Ecology
Careful designs and
consultation with ecological
groups and authorities
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
Ensure all necessary
consultation has taken place
and approvals given
EA Flood Zone
2
Create railway elevated high
enough to avoid flooding with
measures to allow water to
flow during flood periods.
South Downs
National Park
Ensure all necessary
consultation has taken place
and approvals given
Site of Special
Scientific
Interest
Ensure all necessary
consultation has taken place
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
Design the railway to avoid
impinging on the areas of
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
Ensure all necessary
consultation has taken place
and approvals given
Special
Protection Area
Ensure all necessary
consultation has taken place
and approvals given
Site of Special
Scientific
Interest
Ensure all necessary
consultation has taken place
and approvals given
Longmoor to
Liss Forest
Road
Military
Design the railway to
minimise the impact on the
Military training area
The route runs through the
Longmoor Military Training
Area
Whitehill / Bordon Eco Town
Pre – Feasibility Study of Rail Route Options
Report No. FS/227552/FC/01
B-17 227552/HWY/HCC/01/P1 - 04/08/2009/B-17 of 21
E:\Whitehill R.J568286.01-Final report 1.4.10.doc
Military access
to training area
Design suitable level
crossings or bridges to allow
access within the training area
The military use the routes as
access to training areas.
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
Liss Forest
Road Road Crossing
Construct either a grade
separated crossing or a
tramway crossing
The best solution will provide a
level railway trackbed.
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
Design the railway to avoid
impinging on the areas of
natural habitat
South Downs
National Park
Ensure all necessary
consultation has taken place
and approvals given
EA Flood Zone
2
Create railway elevated high
enough to avoid flooding with
measures to allow water to
flow during flood periods.
Liss Forest
Road Level
Crossing to Liss
Station
Area of
Outstanding
Natural Beauty
Ensure all necessary
consultation has taken place
and approvals given
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
Option LR3 Bordon to Liphook
Location Constraint Solution Comment
Hogmoor
Inclosure Ecology
Careful designs and
consultation with ecological
groups and authorities
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
Ensure all necessary
consultation has taken place
and approvals given
EA Flood Zone
2
Create railway elevated high
enough to avoid flooding with
measures to allow water to
flow during flood periods.
South Downs
National Park
Ensure all necessary
consultation has taken place
and approvals given
Site of Special
Scientific
Interest
Ensure all necessary
consultation has taken place
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
Liphook
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
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
Option LR4 Bordon to Alton
Location Constraint Solution Comment
Bordon to East
Worldham
South Downs
National Park
Ensure all necessary
consultation has taken place
and approvals given
Hogmoor
Inclosure Ecology
Careful designs and
consultation with ecological
groups and authorities
Oakhanger
Road Road Crossing
Construct either a grade
separated crossing or a
tramway crossing
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 Road Crossing
Construct either a grade
separated crossing or a
tramway crossing
Replace previous bridge and
rebuild embankments or build
viaduct.
East Worldham Village
Construct the route on the
south verge of the road
through the village
Blanket Street Road Crossing
Construct either a grade
separated crossing or a
tramway crossing
A31 Road Crossing Construct a grade separated
crossing
Adjacent to
A31
EA Flood Zone
2
Create railway elevated high
enough to avoid flooding with
measures to allow water to
flow during flood periods.
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.
Whitehill / Bordon Eco Town
Pre – Feasibility Study of Rail Route Options
Report No. FS/227552/FC/01
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Option LR6 Bordon to Farnham
Location Constraint Solution Comment
Molex House to
Sleaford (east
of Road)
Special
Protection Area
Ensure all necessary
consultation has taken place
and approvals given
Keep the light railway to the
West of the road
Site of Special
Scientific
Interest
Ensure all necessary
consultation has taken place
and approvals given
Keep the light railway to the
West of the road
Sleaford to
Wobblers
EA Flood Zone
2
Create railway elevated high
enough to avoid flooding with
measures to allow water to
flow during flood periods.
Greens Farm to
Frith End Road
EA Flood Zone
2
Create railway elevated high
enough to avoid flooding with
measures to allow water to
flow during flood periods.
Frith End Road
to Forest Lodge
Scheduled
Ancient
Monuments
Ensure all necessary
consultation has taken place
and approvals given. Divert
Light rail to avoid if possible
Forest Lodge to
Buckshot Hole
Ancient
Woodlands
Ensure all necessary
consultation has taken place
and approvals given
Forest Lodge to
Fullers Road
South Downs
National Park
Ensure all necessary
consultation has taken place
and approvals given
Halfway Farm
to Alice Hot
Farm
Ancient
Woodlands
Ensure all necessary
consultation has taken place
and approvals given
On the East side of the road
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
Option LR6A Alternative route to Sleaford
Location Constraint Solution Comment
Hogmoor
Inclosure Ecology
Careful designs and
consultation with ecological
groups and authorities
Oakhanger
Road Road Crossing
Construct either a grade
separated crossing or a
tramway crossing
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.
Kingsley Village
Construct the route on the
south verge of the road
through the village
Malthouse
Farm Road Crossing
Construct either a grade
separated crossing or a
tramway crossing
A325 at
Sleaford Road Crossing
Construct either a grade
separated crossing or a
tramway crossing
Whitehill / Bordon Eco Town
Pre – Feasibility Study of Rail Route Options
Report No. FS/227552/FC/01
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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
Whitehill / Bordon Eco Town
Pre – Feasibility Study of Rail Route Options
Report No. FS/227552/FC/01
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Liss LMR Station
Rose Bridge
Whitehill / Bordon Eco Town
Pre – Feasibility Study of Rail Route Options
Report No. FS/227552/FC/01
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Liss Forest Road Crossing
Training Bridge close to Weaversdown Station Site
Whitehill / Bordon Eco Town
Pre – Feasibility Study of Rail Route Options
Report No. FS/227552/FC/01
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Longmoor Downs Station Site – now the A3
Whitehill / Bordon Eco Town
Pre – Feasibility Study of Rail Route Options
Report No. FS/227552/FC/01
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C2 Longmoor to Bordon
Trackbed close to Woolmer Pond
Trackbed close to Two Ranges Halt
Whitehill / Bordon Eco Town
Pre – Feasibility Study of Rail Route Options
Report No. FS/227552/FC/01
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Trackbed close to Whitehill South of Liphook Road
Trackbed close to Whitehill North of Liphook Road
Whitehill / Bordon Eco Town
Pre – Feasibility Study of Rail Route Options
Report No. FS/227552/FC/01
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Route through the Hogmoor Inclosure from the south
Route through the Hogmoor Inclosure from the north
Whitehill / Bordon Eco Town
Pre – Feasibility Study of Rail Route Options
Report No. FS/227552/FC/01
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Hogmoor Inclosure looking towards Bordon Garrison
Route through Bordon Garrison from the South
Whitehill / Bordon Eco Town
Pre – Feasibility Study of Rail Route Options
Report No. FS/227552/FC/01
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Route through Bordon Garrison from the North
(the line passed to the left of the buildings)
Oakhanger Road crossing looking towards Bordon Garrison
Whitehill / Bordon Eco Town
Pre – Feasibility Study of Rail Route Options
Report No. FS/227552/FC/01
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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)
Whitehill / Bordon Eco Town
Pre – Feasibility Study of Rail Route Options
Report No. FS/227552/FC/01
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Site of Bordon Station behind fence (now Bordon trading estate)
Whitehill / Bordon Eco Town
Pre – Feasibility Study of Rail Route Options
Report No. FS/227552/FC/01
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C3 Bordon to Bentley
Route of the track towards Bentley from Bordon Station
Looking south from the Kingsley Mill access road crossing towards Bordon
Whitehill / Bordon Eco Town
Pre – Feasibility Study of Rail Route Options
Report No. FS/227552/FC/01
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Looking North from the Kingsley Mill access road crossing towards Bentley
Site of the bridge over Forge Road
Whitehill / Bordon Eco Town
Pre – Feasibility Study of Rail Route Options
Report No. FS/227552/FC/01
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Looking towards Bordon from Sickles Road Crossing (Kingsley Halt)
Looking towards Bentley from Sickles Road Crossing (Kingsley Halt)
Whitehill / Bordon Eco Town
Pre – Feasibility Study of Rail Route Options
Report No. FS/227552/FC/01
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Looking towards Bordon from Black Nest Crossing
Looking towards Bentley from Black Nest Crossing
Whitehill / Bordon Eco Town
Pre – Feasibility Study of Rail Route Options
Report No. FS/227552/FC/01
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Bentley (Black Nest Road Bridge) with the junction to Bordon just beyond
Bentley Station, down platform, with disused Bordon Branch Platform behind
Whitehill / Bordon Eco Town
Pre – Feasibility Study of Rail Route Options
Report No. FS/227552/FC/01
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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
Whitehill / Bordon Eco Town
Pre – Feasibility Study of Rail Route Options
Report No. FS/227552/FC/01
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Remains of the bridge over the footpath from Conford Moor
Looking towards Whitehill from close to Hollywater Pond
Whitehill / Bordon Eco Town
Pre – Feasibility Study of Rail Route Options
Report No. FS/227552/FC/01
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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
Whitehill / Bordon Eco Town
Pre – Feasibility Study of Rail Route Options
Report No. FS/227552/FC/01
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Whitehill North Junction (Hollywater Loop to left Longmoor main line to right)
Whitehill / Bordon Eco Town
Pre – Feasibility Study of Rail Route Options
Report No. FS/227552/FC/01
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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)
Whitehill / Bordon Eco Town
Pre – Feasibility Study of Rail Route Options
Report No. FS/227552/FC/01
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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)
Whitehill / Bordon Eco Town
Pre – Feasibility Study of Rail Route Options
Report No. FS/227552/FC/01
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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