Mrs Christine Ann Holliday
"Re the proposed construction of a new highway bridge over the ECML & associated closure of the Joan Croft Level Crossing :- I vehemently object to this, as being a local OAP resident who values the countryside, I feel not only would this be a detrimental intrusion on our relevantly flat landscape but it would also encourage more road traffic onto our country lanes which are unsuitable for extra vehicles & would put local children, pony riders, cyclists & ramblers at greater risk."

Adrian Greaves
"I have only just been made aware of the proposal for the North Doncaster Chord via a very vague letter from Network Rail, which didn't go on to say how I would be affected, but just the rationale behind it... If the crossing in the village of Askern would take the extra freight trains, this would increase the amount of crossing closures to increase and the length of the crossing closures would also increase this would make the congedtion on the roads in and around askern intolerable as this is already extremely bad at the moment, if this is the case I would object to the re-routing of the freight through Askern"

Francis Jackson on behalf of Askern Town Council
"Key areas on which objection is based 1) The consultation process. 2) The proposed road over bridge of ECML and additional down time of Moss Road crossing resulting from increased rail traffic. 3) The introduction of a temporary haul road to support the Network Rail development."

Raymond Grimson
"As I understand Network Rail's proposal, it would mean an extra four, slow moving freight trains an hour passing through our Moss Road crossing. Moss crossing when closed already causes chaos, as traffic soon backs up the few hundred yards and blocks the T junction with the A19 (the main artery between Doncaster and Selby) nothing gets through, including emergency services and buses, so to introduce many more of these slow moving trains would be absolute stupidity. We down Moss Road, (which includes the majority of Askern's elderly and infirm), would effectively be cut off from all medical emergancy services, we may even lose our bus service, and the other side of the village would be deprived of their fire service, which is on the Moss rd side. The perpetual tail-backs on the A19 would never have time to clear, and just to add to the chaos, there is the other Selby Road Crossing on the A19, compounding the misery."

Paul Howe
"Currently one train passing through Askern affectively closes Moss Road Railway Crossing (Askern) for at least 15 minutes causing traffic chaos that extends to the major arterial A19 road that passes through Askern. It takes traffic a good 10/15 minutes to clear before normal traffic flow resumes. Routing more rail traffic through Askern will serve to cut the village in two, causing massive disruption to the village, through traffic on the A19, public transport and emergency service response times."

Graham Moss
"Whilst I agree totaly that this work is priority as we need to improve the viability of the East Coast main line and also get as much freight and as many passengers onto the rail network as possible I am dissapointed that you have omitted to look at an ideal opportunity to reopen Asken Station which is just north of Shaftholme junction which would further inhance this scheme and also would encourage a tremendous amount of support from the local community for your scheme."

Mrs Jane Mawson
"Whilst the plan to move freight trains off the East Coast Mainline(ECML) and create significantly more capacity for passenger services to and from London has clear advantages for rail transport, the impact of these increases on other transport systems in the area does not appear to have been assessed. The particular problem affects Askern, a large village (population approx 11,000) and it's surrounding farms and properties, situated just off the upper boundary of maps submitted in the proposal. This area is closely bounded in a 'V' by both the Askern and ECML, with access only through 2 level crossings (Askern and Moss Road) . With the current throughput of trains, both crossings are frequently closed, with long tailbacks of traffic. In Askern these can frequently extend through the traffic lights onto the A19, therefore obstructing the busy northbound route to the M62 and southbound into Doncaster. With the proposed significant increase in rail traffic on both lines, travel to and from this community will become intolerable, and have a major impact on the local economy and issues of public safety - the local health centre and retained Firestation, covering a large geographical area are both situated within this restricted area. I would like to see an accurate survey of busy weekday traffic, including the proportion of time both crossings are closed as a baseline against which to compare the impact of the proposed increases. The feasibility of a bridge or underpass at these crossings needs to be considered. There is frequent mention of 'desk based assessments' and effects on nature conservation and the historic environment, but the economic, safety and nuisance effects on this community situated just off the maps does not seem to have been considered."

Instalcom on behalf of Global Crossing (UK) Telecommunications Ltd
"Under way leave agreement with Network Rail, Global Crossing owns telecommunications cables installed within the rail boundary along the East Coast Main Line"

James Stewart-Evans on behalf of Health Protection Agency
"The HPA’s comments below are restricted to public health impacts relating to exposure to chemicals and radiation. The HPA is pleased to note that the applicant has responded to the recommendations made by the HPA at the Scoping Opinion stage and has included a dedicated section in their Environmental Statement (ES) that summarises impacts on public health. The nature of the proposal (the construction and operation of a new railway chord) is such that its potential to lead to exposure to chemicals is limited. The applicant has considered the storage and use of hazardous materials on-site, emissions to air, contaminated land, hazardous wastes, and contamination of water. The new chord will not be electrified; hence it will not lead to exposures to non-ionising radiation. Based on the information provided in the application, the HPA considers that the North Doncaster Chord proposal is unlikely to lead to significant public health impacts provided that the management plans and mitigation measures identified in the ES (Appendix F) are implemented during construction and operation of the project."

Elton Moulds on behalf of T E Ritchie and Sons
"As part of the scheme NR are proposing to replace the manned level crossing gates at Joan Croft crossing, with a road bridge. We believe this is not an integral part of the scheme and has been introduced by NR as part of a wider scheme to close as many level crossings as possible. It is not essential for the new chord and NR should not be allowed to use compulsory acquisition powers to make changes to the crossing The road bridge will encourage more traffic to use this route as a short cut. Currently all other crossings in the areas are automatic gates. If Joan Croft is changed to a bridge, it will be the most convenient way of crossing the ECML and therefore traffic will migrate to this route from other crossing points. The road is not suitable for increased levels of traffic. It is single carriageway, uneven and has a number of blind corners. It is for this reason we also have concerns over the proposed haul route being dangerous for local road users despite the proposed 1 way system. The junction onto the A19 is a notorious local accident black spot. We also believe that the new chord would make our client’s   unviable due to loss of land and severance. The   is relatively small and the land loss is a large percentage of his total   area."

Elton Moulds on behalf of F.D Ritchie
"As part of the scheme NR are proposing to replace the manned level crossing gates at Joan Croft crossing, with a road bridge. We believe this is not an integral part of the scheme and has been introduced by NR as part of a wider scheme to close as many level crossings as possible. It is not essential for the new chord and NR should not be allowed to use compulsory acquisition powers to make changes to the crossing The road bridge will encourage more traffic to use this route as a short cut. Currently all other crossings in the areas are automatic gates. If Joan Croft is changed to a bridge, it will be the most convenient way of crossing the ECML and therefore traffic will migrate to this route from other crossing points. The road is not suitable for increased levels of traffic. It is single carriageway, uneven and has a number of blind corners. It is for this reason we also have concerns over the proposed haul route being dangerous for local road users despite the proposed 1 way system. The junction onto the A19 is a notorious local accident black spot."

Elton Moulds on behalf of J.E Ritchie
"As part of the scheme NR are proposing to replace the manned level crossing gates at Joan Croft crossing, with a road bridge. We believe this is not an integral part of the scheme and has been introduced by NR as part of a wider scheme to close as many level crossings as possible. It is not essential for the new chord and NR should not be allowed to use compulsory acquisition powers to make changes to the crossing The road bridge will encourage more traffic to use this route as a short cut. Currently all other crossings in the areas are automatic gates. If Joan Croft is changed to a bridge, it will be the most convenient way of crossing the ECML and therefore traffic will migrate to this route from other crossing points. The road is not suitable for increased levels of traffic. It is single carriageway, uneven and has a number of blind corners. It is for this reason we also have concerns over the proposed haul route being dangerous for local road users despite the proposed 1 way system. The junction onto the A19 is a notorious local accident black spot."

Elton Moulds on behalf of J.E.L Nicholson
"As part of the scheme NR are proposing to replace the manned level crossing gates at Joan Croft crossing, with a road bridge. We believe this is not an integral part of the scheme and has been introduced by NR as part of a wider scheme to close as many level crossings as possible. It is not essential for the new chord and NR should not be allowed to use compulsory acquisition powers to make changes to the crossing The road bridge will encourage more traffic to use this route as a short cut. Currently all other crossings in the areas are automatic gates. If Joan Croft is changed to a bridge, it will be the most convenient way of crossing the ECML and therefore traffic will migrate to this route from other crossing points. The road is not suitable for increased levels of traffic. It is single carriageway, uneven and has a number of blind corners. It is for this reason we also have concerns over the proposed haul route being dangerous for local road users despite the proposed 1 way system. The junction onto the A19 is a notorious local accident black spot. Our client has concerns over the proposed re use of material from an adjacent site in the new chord embankments. He believes the material to be contaminated and it would pose a health risk to him and his families were it to be excavated and re-used. He also has concerns over the intensification of use of Apple Hurst crossing during the construction. The access is through his farmyard and the increase in traffic is a safely concern for his young children"

Elton Moulds on behalf of A.R Booth
"As part of the scheme NR are proposing to replace the manned level crossing gates at Joan Croft crossing, with a road bridge. We believe this is not an integral part of the scheme and has been introduced by NR as part of a wider scheme to close as many level crossings as possible. It is not essential for the new chord and NR should not be allowed to use compulsory acquisition powers to make changes to the crossing The road bridge will encourage more traffic to use this route as a short cut. Currently all other crossings in the areas are automatic gates. If Joan Croft is changed to a bridge, it will be the most convenient way of crossing the ECML and therefore traffic will migrate to this route from other crossing points. The road is not suitable for increased levels of traffic. It is single carriageway, uneven and has a number of blind corners. It is for this reason we also have concerns over the proposed haul route being dangerous for local road users despite the proposed 1 way system. The junction onto the A19 is a notorious local accident black spot."

Sheila Rogers
"Our town is split in two by the railway. There is grave concerns about the length of time these crossings will be closed. We already have have long periods of closure and emergency vehicles have had to wait 20 mins in some cases. This is fact not fiction. Our old folk rely on public transport, when the crossing is closed for a time the buses will do a three point turn because they will be behind time. Doctors appointments have been missed because of the closure. The fire station is on one side of the crossing it cannot get to a fire on the other side. We cannot afford any more more closures on the line. We need a route out. I live between Moss crossing and Askern crossing believe me its a nighmare. Why has Barnby Dun been included? My relatives live there and non of them know why they are included in this matter. I believe Network Rail have been very remiss in not looking into this problem. WE NEED TO GET IN OR OUT AND EMERGENCY VEHICLES IN OR OUT. They can spend 1.5 million on a bridge nobody wants yet do will not put a road in for people that need one."

Justin Atkin on behalf of Associated British Ports
"ASSOCIATED BRITISH PORTS SUPPORTS THE PROPOSED NETWORK RAIL (NORTH DONCASTER CHORD) ORDER IN THAT IT WILL LEAD TO AN IMPROVED, MORE DIRECT ROUTE FOR FREIGHT TRAINS (COAL) FROM THE HUMBER PORTS TO THE AIRE VALLEY POWER STATIONS, AS WELL AS DELIVERING SIGNIFICANT BENEFITS TO THE ECML."

Mr Matthew J Reynolds on behalf of SYPTE
"Ref: North Doncaster Chord IPC Application Reference: TR040001 South Yorkshire Passenger Transport Executive (SYPTE) responded to the original proposal in July 2010 and once again in April 2011. I would like to take this opportunity to highlight SYPTE’s position on the proposed plans and outline the benefits that this scheme will realise. SYPTE remain highly supportive of the scheme given the likely benefits that would be achieved through its completion. These benefits are focused around the potential for an increase in passenger train capacity and reliability improvements along the East Coast Main Line (ECML) as well as various benefits for rail freight. The Chord is intended to reduce freight traffic on the ECML, therefore providing an opportunity to increase the number of passenger services. This will have benefits for quicker journey times from the connected towns and cities along the ECML as well as the providing the potential to run more rolling stock at certain times of the day. The Chord will create a more direct route for a significant number of freight trains each day with improvements in journey time and a reduced carbon footprint. This will create a potential for additional freight train movements on the Askern and Skellow Lines by avoiding use of the ECML, whilst providing an opportunity to take freight traffic from the local and strategic highway network. This is supported by SYPTE as the reduction of heavy freight vehicles on local roads will have benefits for road safety, decreasing road wear and congestion. Improvements to reliability and capacity of the passenger and freight railway network will contribute towards the achievement of a number of SYPTE’s and Doncaster Metropolitan Borough Council’s (DMBC) policy objectives. The proposed scheme will contribute directly to the Sheffield City Region Transport Strategy (Policy D) and the DMBC Local Development Framework Core Strategy (Policy 9). It also supports the national Government policies on climate change, air quality and train service performance outlined in ‘The Case for Rail, 2007’. Local benefits include the closure of the Joan Croft level crossing and a replacement highway bridge over the ECML. Once operational, the highway bridge will remove queuing traffic at the level crossing and improve local accessibility over the ECML. This will also provide a safety benefit through removal of the interface of road traffic and a busy railway line. This is fully supported by SYPTE and local bus operators. However, SYPTE must stress that the dimensions of the bridge must cater for bus vehicles (auto-tracked) as local bus services currently use the level crossing. To conclude, SYPTE are supportive of the scheme and would welcome the approval of these plans by the IPC. I hope the above comments can be taken into consideration in your appraisal of the consultation and if you have any further queries or require additional information, please do not hesitate to contact me."

Yorkshire Water
"The Infrastructure Planning Commission Temple Quay House Temple Quay Bristol BS1 6PN Your Ref: IPC Reference: TR040001 Our Ref: M004764 Land and Planning Yorkshire Water Services Ltd P.O Box 500 Western House Western way Bradford BD6 2LZ Tel: (01274) 691111 Fax: (01274) 692643 E-mail stephanie.walden@yorkshirewater.co.uk For telephone enquiries ring: Stephanie Walden on (01274) 692349 23rd August 2011 Dear Sir/Madam, North Doncaster Chord - Proposed railway track and associated works Thank you for consulting Yorkshire Water on the above application. We have now reviewed the Mott MacDonald report, May 2011 - North Doncaster Chord ES - 4.1 Volume 1 and have the following comments:- Protection of Groundwater In general the Environmental Statement has adequately assessed the risk to groundwater, from the proposed development. The report correctly observes that the site lies within the Source Protection Zone 3 for the Doncaster groundwater sources. Section 7.13.2.1. of the ES States: "The Sherwood Sandstone Principal Aquifer underlies the entire site, although across much of the site it is confined by negligibly permeable superficial deposits. Contamination of the aquifer through the migration of contaminants will be reduced through the implementation of a Pollution Incident Control plan. Piling is to be undertaken according to Network Rail standards and “Piling into contaminated sites” (Environment Agency, 2002) guidance note. Although a Source Protection Zone 3 (total catchment) is present under the south east part of the site, it does not extend under the area where piling is to be undertaken. Therefore, the aquifer is of moderate value in this area. Any impacts on the Sherwood Sandstone will be temporary and not significant." It should be noted that where a site partially lies within a Source Protection Zone, the convention is to treat the entire site as though it was within the SPZ. Therefore, for any piling carried out on the site, the risk to the underlying aquifer, and the public water supply goundwater abstractions should be assessed and suitable mitigation measures should be in place prior to permission being granted. It is also worth noting that the Sherwood Sandstone is a Principal Aquifer, (as stated in the excerpt above) and as such the entire aquifer is considered to be of high value as a primary source of potable water. Therefore, any impacts on the aquifer, however temporary should be considered significant. I strongly recommend that the Environment Agency is consulted with specific regard to the protection of the aquifer. Protection of Water Supply Infrastructure In an earlier pre-application consultation we highlighted the fact that Company records indicate water mains cross parts of the red line site boundary, as shown on the enclosed plan. The presence of the mains may affect the layout of the site and therefore I consider it to be a material consideration in the determination of this application. A 4" diameter water main crosses the site at both Joan Croft Lane and at Honey Lands Lane crossings. No obstruction should encroach within 3 metres on either side of the mains i.e. protected strip widths of 6 metres per water main. Yorkshire Water has a legal document which protects one of these pipes from such development (deed no.17231). The exact line of the mains will have to be determined on site under Yorkshire Water Services supervision. The mains could be diverted under s.185 of the Water Industry Act 1991 to accommodate the new track crossing points. These works would be carried out at the developer's expense. It is in the developer's interest to agree such measures well in advance of commencement on site to avoid any delays to the scheme. I suggest that a condition similar to that suggested below is attached to a Development Consent Order:- Unless otherwise agreed in writing by the local planning authority, no building or other obstruction shall be located over or within 3 metres either side of the centre line of each of the water mains i.e. total protected strip widths of 6 meters per water main, that cross the site. (In order to allow sufficient access for maintenance and repair work at all times) For further information and advice, the Distribution Asset Manager should be contacted at the following address: The Water Business Unit (Distribution Assets South/South East), Thorncliffe Hall/Area Office, Newton Chambers Road, Thorncliffe Park, Chapeltown, Sheffield, South Yorkshire S35 2PQ. I trust the above is helpful but if you require further information, please do not hesitate to contact me a the above address. Yours faithfully Stephanie Walden Land Use Planning Manager"

Austen White
"In my representation I wish to express my concern regarding the consultation process carried out by Network Rail. They have failed to consult the residents of the area affected by the Works. Their documentation has only been received by certain areas and other areas overlooked completely. The need for proposed scheme is proposed scheme is understood and accepted. However, the effects on the roads infrastructure and traffic in the surrounding area has been completely ignored. The increased rail traffic on the Askern Line will result in the Moss Road level crossing being closed more often for longer periods. The effect of this is: 1. Traffic will queue back on to the A19 where there are traffic lights. This will affect the flow of traffic along the A19 in both directions leading to further queues, delays and potential accidents. The phasing of the traffic lights will not solve the problem due to the volume of traffic and the frequency of the trains. 2. The layout of Askern is such that the town is cut in half by the railway line. To the East there is a large elderly population in aged persons bungalows. The local Fire Station is also located on this side of the line. The consequences of this are of great concern. When the crossing is closed, more often with the increase in train traffic, the fire engine is unable to travel to any incidents on the other side and these delays will effect response times with possible fatal results. The ambulance service will have to wait on the West side of the line. The proposals for the road bridge on Rockley Lane are driven by cost alone with no consideration for the effect on traffic flow in the area. It encourages an increase of traffic on what is essentially a single track, country lane. The construction of the existing road is not of a standard to carry the increase in traffic. The junction of Rockley Lane with the A19 is already a very dangerous junction where five roads converge. This junction requires extensive improvements to manage the proposed construction traffic and the consequential increase in traffic should the road bridge be approved. Network Rail are proposing only minor improvements to this junction. I request that consideration be made to providing an alternative road to offset the effect of the traffic congestion that will result from the increase in rail traffic. I also request that the A19/Rockley junction is improved for safety reasons. I am of the opinion that the road bridge is not essential to deliver the project successfully and in fact it will have a lasting detrimental effect on the area."

Andrew Booth
"I object to the proposal on the following key points; The constuction of a roadbridge to replace Joan Croft level crossing. The use of Rockley, Holme and Storrs Lanes as haulage roads from the west,whilst on the eastern side rail haulage is employed. The closure of Honeylands Lane level crossing and diversion of the Bridleway."

Vicky Stirling on behalf of National Grid Plc
"National Grid infrastructure within the site boundary Two National Grid high voltage electricity overhead transmission cross the eastern side of the DCO boundary. Details of the overhead lines are as follows: • 400kV ZZH route Thorpe Marsh to Upton • 400kV ZZI route Thorpe Marsh to Fenwick • In addition, the following National Grid electricity substation is located to the south east of the site boundary of the proposed project: ? Thorpe Marsh Substation The overhead line and substation form essential parts of the electricity transmission network in England and Wales. National Grid’s approach is always to seek to retain our existing overhead lines in situ. To promote the successful development of sites crossed by existing overhead lines, and the creation of well-designed places, National Grid has developed ‘A sense of place – Design guidelines for development near high voltage overhead lines’ (see below). In particular, the following points should be taken into consideration: ? Statutory electrical safety clearances must be maintained at all times. This includes safety clearances for buildings and other structures such as lighting columns, trees and landscaping, ground levels alterations and uses underneath or adjacent to overhead lines such as storage and parking. Safety distances are set out in EN 43 – 8 Technical Specification for “overhead line clearances Issue 3 (2004) outlined at the following webpage: http://www.nationalgrid.com/uk/LandandDevelopment/DDC/devnearohl_final/ ? Further guidance on development near electricity transmission overhead lines is available here: http://www.nationalgrid.com/NR/rdonlyres/1E990EE5-D068-4DD6-8C9A-4D0B06A1BA79/31436/Developmentnearoverheadlines1.pdf Further Advice If we can be of any assistance to you in providing informal comments please do not hesitate to contact us at the address below: National Grid Land & Development Stakeholder and Policy Manager Land & Development Team National Grid House Warwick Technology Park Gallows Hill Warwick CV34 6DA In addition the following publications are available from our website at www.nationalgrid.com/uk/landanddevelopment: • National Grid’s commitments when undertaking works in the UK – Our stakeholder, community and amenity policy • A sense of place – Design guidelines for development near high voltage overhead lines • Development near overhead lines."

Phil Brandreth on behalf of The Coal Authority
"The Coal Authority have an existing licence with Network Rail for a culvert near Applehurst junction. The licence allows us to discharge water at this point. This representation is in case the works are likely to affect that or be affected by the discharge of water. We can provide a plan showing the position of the culvert (our ref G218/06)"

John Booth
"Network Rail propose to put a road bridge over the railway line to replace the existing level crossing at Shaftholme Junction. This will adversely affect our business due to the extra amount of road traffic this will create. Vehicles will use this route to avoid the Daw Lane, Arksey, and Moss Crossings and we feel the lesser of two evils will be to have an automated level crossing."

Andrew Richard Booth
"Network Rail propose to put a road bridge over the railway line to replace the existing level crossing at Shaftholme Junction. My property is adjacent to   which will be severely affected by the extra amount of road traffic I predict this will create. Vehicles will use this route to avoid the Daw Lane, Arksey, and Moss Crossings and we feel the lesser of two evils will be to have an automated level crossing. I strongly object to this proposal to construct a bridge for road traffic."

Martin John Spoor
"The public consultation was poor and flawed for the following reasons; wider consultation has focused on communities like Barnby Dun and Askern where regular leaflet drops and community meetings have been held but no such effort has been made for the residents of Owston & Holme. those few residents of Owston/Holme that have been able to access information via third parties from Askern and attend meetings and have responded to Network Rail's request for feedback have not received any Acknowledgement or responses to issues raised. The consultation and the current scheme fails to adopt Localism and Big Society approaches to its outcomes. The residents of Owston and Holme will be those most greatly affected by the Scheme proposals during both the construction and post construction stages. The rural single carriageway roads will be used as a route for the hauling of materials during the construction stage whilst it is acknowledged this was consulted on and the proposals being adopted are reasonable, the impact on the environment and the local residents will be significant. This is, however, accepted but the failure to address the local concerns regarding the existing extremely busy junction on the A19 with Rockley Lane, is not. The recent and late addition of the road bridge crossing of the east coast main line is considered to have none of the major benefits stated by Network Rail. The reduction in height to the rail chord being achieved is regarded locally as insignificant in such a flat and open landscape, with the addition of a second structure of similar height compounding the already environmental blight by such an alien structure. The inclusion of the road bridge post construction will lead to increased traffic flows via the local highway network, regarded as inadequate to carry such volumes. The methodology and reporting of the traffic generation put forward by Network Rail is again regarded as flawed. It reduced the predicted numbers by 25% due to uncertainties and was undertaken during the extremely poor weather conditions of last winter when usage of the local network was low and therefore is under reporting the extent of potential users. The bridge solution will create the only local unhindered crossing of the east coast main line, it is therefore reasonable to assume this route will become a significant 'rat run'. The single track nature of the lane will lead to a significant risk of increased accidents. The original Scheme consulted on by Network Rail based on a higher chord embankment and no bridge over the railway line is in principle generally accepted on the basis of its national importance and wider strategic benefits. Were Network Rail to return to this scheme and accommodate the concerns of the local residents then it is felt the Scheme could progress with local support."

Elton Moulds on behalf of Gary & Claire Ellis
"My Client is concerned about the access to his property. The entrance is on Holme lane on a slight bend with poor sight lines. At present this is not a significant problem due to the low traffic levels. It will however become extremely dangerous, particularly during the construction phase of the works. When leaving his property it is not possible to see very far to the left. Lorries will be coming this way whilst the one way system is in place. My client uses slow moving vehicles such as tractors and a horse box. The Lorries will be empty and travelling at speed, if our client pulls out in front of a lorry with a slow moving vehicle, we are concerned a fatal accident is possible. We did raise this concern with Network Rail, but no measures have been put in place to improve sight lines as part of the haul road scheme. We are also concerned about the long term increases in traffic that will be a result of the changes to Joan Croft level crossing. The road is not suitable to take large volumes of traffic and speed restrictions are not in place to slow traffic down sufficiently."

Oliver Stewart on behalf of Office of Rail Regulation
"HEALTH AND SAFETY AT WORK ETC ACT 1974 PLANNING PROPOSAL BY NETWORK RAIL FOR DONCASTER CHORD I am writing in connection with the above matter. I understand that the submission by Network Rail Infrastructure Ltd has been made to the Infrastructure Planning Commission (IPC). I represent the Office of Rail Regulation (ORR) in this matter. I am aware that IPC has accepted this proposal and that the Commissioners are examining it, including seeking representations from interested parties. ORR has been in early discussion with Network Rail regarding this proposal and has been made aware of a potential objection. Part of the proposal, as submitted to IPC is for the closure of Joan Croft level crossing and replacing it with a road bridge. Under the previous planning process, the installation of such a bridge required the consent of Doncaster Metropolitan Borough Council (DMBC) Highways Department. It appears that DMBC have on two previous occasions refused planning permission for this structure. While I understand DMBC no longer have a direct role, I expect that they may make representations to you during this process. As the regulator for the industry, ORR is an ‘interested party’ and statutory consultee*. Our firm view is that the provision of a bridge at this location is the right solution to best manage the risks involved and to mitigate the inconvenience and potential disruption to road and rail traffic. It is entirely consistent with our own policy (at http://www.rail-reg.gov.uk/upload/pdf/319.pdf)and that of Network Rail for ‘Managing Level Crossing safety’. Replacing this crossing with a bridge is consistent with Network Rail’s statutory obligation, under the provisions of the Health and Safety at Work etc Act (and other relevant statutory provisions), to reduce the level of risk so far as is reasonably practicable. While not wishing to prejudice the examination process, I take this opportunity to record ORR’s strong support for the removal of this level crossing. I expect that, should it prove necessary, ORR will be making representations at any future hearings associated with this application."

Anton Josef Fix
"Network Rail have not considered the impacts of their development proposal either during construction, or as a result of additional rail traffic, upon the rail level crossing at Arksey. There is already one train, on average, every 8.5 minutes resulting in significant traffic delays and additional impacts to local residents. The construction traffic assessment has considered the work undertaken by Thorpe Marsh Power Limited, which is considered to be both incomplete and inaccurate. There has been no assessment made of the traffic route in to Barnby Dun from junction 4 of the M18 (only way in) and no cumulative impact with Kirk Sandall industrial estate has been considered. No operational noise or vibration assessment has been consideration for the village of Barnby Dun as a consequence of additional rail traffic. No consideration of air quality (standing vehicle emissions) at the Arksey rail level crossing upon sensitive receptors. No consideration of National Grid works proposed for Thorpe Marsh - cumulative impact Appendix H Traffic - The site is not considered attractive to non-motorised users. Thorpe Marsh is not on a bus route, is considered too far to walk to from rail or bus stops and is accessed from a an extremely dangerous road regarding cycling. Section 5.3 - Only change to local highway network is Joan Croft level crossing - what about the additional impact on Arksey level crossing - causing greater delays due to increase rail movements?"

Rachel Jones on behalf of Environment Agency
"Network Rail has advised that, on 22 June 2011, an application for a DCO under the Planning Act 2008 was submitted to the Infrastructure Planning Commission (IPC). We understand that the IPC accepted the application (reference TR040001) on the 19th July 2011. The Environment Agency’s comments in respect of this application are set out below. Flood Risk The application is submitted with a Flood Risk Assessment Document Ref 3.2 Version 3 dated May 2011 (Mott MacDonald). We are satisfied with the content and conclusions of this Flood Risk Assessment. We have no objection to the Development Order on flood risk grounds subject to the inclusion of a clause in Schedule B (Requirements) of the Order requiring that the development be carried out in accordance with the Flood Risk Assessment. We consider that the clause could be worded as follows: The authorised development shall be carried out in accordance with the approved Flood Risk Assessment Document Ref 3.2 Version 3 dated May 2011 (Mott MacDonald) and the mitigation measures detailed therein. Groundwater and Contaminated Land. We consider the conclusions relating to geology and water resources contained within the Environmental Statement, Volume 1 Main Statement, Volume II, technical appendices D and J of the Environmental Statement to be appropriate. As recognized in the Environmental Statement, the development area lies above the Sherwood Sandstone Principal Aquifer, with the presence of a Source Protection Zone (SPZ3) under the south east part of the site. We are pleased to note that there will be no piling in the SPZ3 area. It is noted that the development will include piling for the piers supporting the new viaduct. This construction method has the potential to create pollution pathways to controlled waters. We have no objections to the development from a groundwater point of view subject to the requirement that the development be carried out in accordance with a method statement for the proposed piling works which has been approved by the Environment Agency. We note that Network Rail have included a requirement within the Environmental Statement (Volume 1 Main Statement Section 7.6.3.1 and 7.13.2.1) for the contractor to seek approval for the method of piling from the EA. We request that Schedule B (Requirements) of the Order contain an appropriate mechanism to ensure compliance with this requirement. Biodiversity In earlier consultations on this project, we have identified a preference for Network Rail to support a partnership between the EA and the Yorkshire Wildlife Trust that aims to significantly improve connectivity for Great Crested Newts between Duck Holt and Thorpe Marsh. We are pleased to note that Section 6.2.3 of the Environmental Statement Volume II, Ecology Technical Appendix C now includes this enhancement opportunity. We request that Schedule B (Requirements) of the Order should contain an appropriate mechanism to implement this enhancement opportunity. We are happy to provide clarification of any of the points above if this is required, in which case contact should be made with Rachel Jones, Yorkshire Area Planning Liaison Technical Specialist, Phoenix House, Global Avenue, Leeds, LS11 8PG, email rachele.jones@environment-agency.gov.uk; tel 0113 2134909."

Andrew Ritchie
"I feel the two bridges will be huge eyesores. The road bridge is unneccesary and will bring a large increase in traffic in real terms. This traffic will cause danger to pedestrians and riders using the transpennine trail and totally change the undisturbed nature of the area. Network Rail has not listened to local opinion and submitted an application which totally suits them. Road safety is another major factor which I feel has not been looked at closely,using narrow country lanes as haul roads and an allready dangerous junction on the A19."

Suzanne Bates on behalf of Wakefield Council
"Wakefield Council has no comments to make. I would be grateful if you could change your contact details to: Ian Thomson Service Director, Planning, Transportation and Highways Wakefield Council Regeneration and Economic Growth Newton Bar Wakefield WF1 2TX"

Michelle Lambert
"I have a concern about the traffic implications that the additional rail movements will make on the traffic coming into Barnby Dun. Currently, we experience a large volume of traffic when the crossing has been down and this will only get worse with the increased holding of traffic at the Arksey/Daw Lane crossings. With regard to the additional freight needed for the bringing of the required hardcore, would it have not been pertinent to utilise the demolition of the cooling towers to ease this burden. ie use the hardcore from them which is already on site."

Julie Ann Holman
"The opportunity to remove the former, disused, Thorpe Marsh Power Station cooling towers should be fully explored as this would reduce / eliminate the amount of materials that would need to be transported to the site and would offer considerable environmental planning gain for the project. This action would also be considered 'sustainable' in the true sense of the word. Although the proposed development would result in a small benefit to a handful of road users crossing the Joan Croft crossing, the impact of the development will have an adverse impact on the activity of the Arksey rail level crossing and this should be fully explored. Due to the close proximity of the crossing to Doncaster, the barriers are not raised if there is a train anywhere near the crossing resulting in multiple trains passing before the barriers are finally raised. A time study of this rail level crossing should be considered as part of the environmental consideration of the proposal."

Teresa Hubery on behalf of Doncaster Metropolitan Borough Council
"Previously (15.03.2011 and 17.05.2011) DMBC Planning Committee have resolved that whilst supporting the Chord proposal resolved not to support the proposed road bridge over Joan Croft Level Crossing preferring as an alternative a proposed CCTV Obstacle Detection (OD) on the grounds that a road bridge would be likely to increase the risk of vehicles routing between communities to the east and the A19 (west) therefore causing potential environmental and highway problems. Concerns were also raised with regards the visual amenity of the road bridge in this Green Belt and Countryside Policy area (as designated in the Council’s UDP Adopted July 1998). Reason - In the interests of safeguarding the visual and residential amenity of existing residents in the locality and to avoid highway problems as a result of the increased levels of traffic on the local highway network. Other concerns also include:- - The documents submitted focus on the ECML impacts and new highways bridge, without acknowledgement or assessment of the impact (including noise) to the delays and effects on communities (particularly Askern) during the operational phase as a result of additional freight traffic on the Askern line - It remains unclear if the development enabling works will affect the closed landfill and its infrastructure to the south east of the site; an authorised site known as 'HJ Banks & Co’. - Current lack of clarity with respect to the supplementary mitigation for ecology given the great crested newt population - Lack of clarity on the full impact to the Trains Pennine Trail both during and after construction - Impact of development on the historic landscape and hedgerow where the haul road and compound is proposed. Also the excessive tree loss from the road alignment at the A19 junction. Full responses from the Council Officers are available on request or by viewing them at http://local.doncaster.gov.uk/PublicAccess/tdc/DcApplication/application_detailview.aspx?caseno=LPENXOFX05B00"

Mark Leving on behalf of Passenger Focus
"I confirm that Passenger Focus has no planning issues to raise in respect of the above application. Our only comments, already provided to Network Rail are that implementation should be as non-disruptive to passengers as possible and that once constructed and wherever possible, rail freight operating companies should have some form of obligation placed upon them to use the new freight route in rather than the existing East Coast Main Line (and other lines) currently shared with passenger trains."

Joanne Hodgson on behalf of Yorkshire Wildlife Trust
"Our comments are similar to those given as part of DMBC’s consultation (ref 11/00980/CON). The Trust is happy with the quality of the ecological surveying which has been carried out for the Environmental Statement. The comprehensive information on species and habitats present will be adequate for assessing impacts and designing mitigation. Planning Policy Statement (PPS) 9 states that the Government’s objectives for planning are ‘to conserve, enhance and restore the diversity of England’s wildlife and geology’. One of the biggest problems affecting biodiversity is the fragmentation of areas of natural habitat, which creates barriers to successful breeding and species migration. The Wildlife Trusts nationally are working to re-connect fragmented habitats to create bigger more wildlife-friendly spaces. This gives wildlife the chance to adapt to an ever changing environment. The Wildlife Trusts are working on a number of Living Landscape projects where this approach is already producing significant benefits (The Lawton Review: www.defra.gov.uk/environment/biodiversity/documents/201009space-for-nature.pdf; http://www.ywt.org.uk/living_landscapes.php). In Yorkshire, through this Living Landscape vision, we aim to conserve and enhance the biodiversity value of Thorpe Marsh Nature Reserve, the Don Catchment and the Humberhead Levels. As highlighted in the Environmental Statement this development will cause some disturbance to species at Thorpe Marsh Nature Reserve and have an impact on nearby habitats (section 4 Appendix C). The Trust is therefore keen to work with Network Rail to develop a plan which mitigates for the effects of the proposed development and also supports our Living Landscape aspirations. We would be happy to continue the discussions already started with Jim Pearson (Network Rail’s Environment Specialist Enhancements) and we are pleased to see that the need for further consultation has been highlighted in the Environmental Statement (Appendix C paragraph 6.2.3). We currently have a licence for the land at Thorpe Marsh Nature Reserve but have recently signed a legal agreement with Acorn Power to gain a full long term lease for the land which will also include the addition of an education centre on the site (dependent upon Secretary of State approval for the power station). The current owner of the site is H J Banks."

Miss Rachael A Bust on behalf of The Coal Authority
"Thank you for your consultation letter of 27 July 2011 seeking the views of The Coal Authority on the above proposal. I have reviewed the proposals and have the following brief comments to make. The application site falls within the defined coalfield. The Coal Authority is therefore pleased to note that section 7.6 and Technical Appendix D of the Environmental Statement (ES - May 2011) assesses the impact of coal mining legacy on the proposal. The ES is based on appropriate and up to date geological and mining information, and is able to conclude that past coal mining activity in this area has taken place to work deep coal seems and consequently poses no risk to the proposed development. The ES acknowledges that coal resources still exist in this area that could be worked at some time in the future. Please do not hesitate to contact me if you would like to discuss this matter further."

Keith Gummerson
"That the proposal will isolate Moss Rd Askern, by causing road traffic delays when rail crossing is closed, ambulancers will not get down moss rd & fire engines will not be able to reach Instoneville. The scheme should include a relief road k. gummerson"

Mrs J Werrett
"Our main concerns are due to the fact that considerably more trains are to be re-routed onto the line which goes through Askern using the crossing that goes through Station Road/Moss Road. This would affect us in the following ways: 1. Considerably more stoppages at the crossing gates for traffic and pedestrians resulting in longer and more frequent hold ups on a very busy road. This will effect Emergency services (fire station is a few hundred yards from the crossing) also ambulances and paramedics who are very often called to the numerous ages persons residences on the Moss road area. 2. The bus service which serves the Moss road/Coniston Road sites will be held up more often, resulting in delays to timetables. Therefore we worry that this service maybe withdrawn making it very difficult for the aged and infirm in the area. 3. The constant build up of traffic on the Station Road/Moss Road could result in accidents occurring with the elderly and children in the area."

Chris H. Smith on behalf of Natural England
"Dear Sirs The proposed Network Rail (North Doncaster Chord) Order Section 56, Planning Act 2008 & Regulation 8, Infrastructure Planning (Applications Prescribed Forms & Procedure) Regulations 2009 Regulation 13, Infrastructure Planning (Environmental Impact Assessment) Regulations 2009 Thank you for consulting us about the Proposed Network Rail (North Doncaster Chord) Order received by Natural England on 9th August 2011. Natural England is a non-departmental public body. Our statutory purpose is to ensure that the natural environment is conserved, enhanced, and managed for the benefit of present and future generations, thereby contributing to sustainable development. North Doncaster Chord Environmental Statement 3.3 Report on the Assessment of Effects on Designated Sites or Features of Nature Conservation, Habitats and Water Bodies Natural England notes this report and has no comments to make. 3.6 Report identifying the effects on European and/or Ramsar sites Natural England agrees with the conclusions of this report and confirms its advice (Appendix 3 in the report) that an Appropriate Assessment will not be required. 4.1 Volume1: Main Statement Natural England has considered the Main Statement and has no additional comments to make. From the information provided, it appears that our concerns about the impact of construction traffic upon the biodiversity of the area have been taken into account and access across Shirley Pool SSSI is not needed. Protected Species Natural England has recently produced revised national standing advice for protected species (http://www.naturalengland.org.uk/ourwork/planningtransport/spatialplanning/standingadvice/default.aspx) This provides a consistent level of basic advice which can be applied to any planning application that could affect protected species, and I suggest that may be of use to yourselves. We are satisfied with the mitigation measures outlined for nationally protected species in the Environmental Statement. Also attached below, for the avoidance of doubt, are copies of Natural England’s responses to Network Rail consultations. If I can provide any further advice relating to this consultation, please do not hesitate to contact me. For all other correspondence, please contact the address above."

Councillor Ros Jones
"I wish to make representations on the impact this scheme will have on the residents of Askern and Norton. The level crossings at Askern will be closed far more frequently creating traffic congestion that causes problems on the bust A19 and also prevents the fire engine getting to the west and police, ambulance etc. to the east. With emergency services being held up much more frequently I believe a relief road (currently a green road) needs surfacing to create the means of bypassing the crossing and the cost of this is estimated to be £1.25 – 1.5 Million. I also wish to make representation re the residents of Owston as there is a junction that has five roads which will have increased usage and thus make the Rockley lane, A19 etc far more dangerous. To summarise I believe this is a scheme of national importance but the residents of Askern, Norton, Campsall and Askern should not have their lives adversely affected. The five lane junction should be improved as part of this scheme, and the relief road from Norton common Lane to Fenwick should be surfaced in order that residents and the emergency services are not delayed. This could be achieved within costs by not building the bridge, closing the Joan Croft crossing and funding the relief road and junction improvements from the savings made."

Mrs G Bell
"I am a 74 yrs old OAP living a mile from Askern crossing (railway) on (station rd/moss rd.) The crossing is about 500 yds from A19. At the moment when crossing is closed sometimes 10 minutes for 2 trains (freight) traffic is backed up to A19, also other side of crossing. This happens very often. So the traffic on A19 needing to go down moss road cannot, and drivers start backing up on A19 this is happening now. Also a lot of heavy traffic, lorries etc also use this road, if they are coming from the south, use it as a short cut via Barnaby dun to stop going through Doncaster town. Also use it the other way, as its only 4 mile from M62. It seems British rail forget over 100 OAP’s bungalows are situated down moss road and we rely very much on our bus service (only one an hour) and it seems Arriva bus drivers are already grumbling about delays at crossing, and Arriva are thinking about stopping services down Moss Road, that would be our means of transport gone, not everyone can afford taxis me included. Also ambulance services are being held up, only other way is Barnaby dun way which would be well over 30 minutes. The ambulance is down here most days because of the number of elderly Also fire engine is situated our side of crossing station so bad luck if needed other side if crossings are closed. Have been told we will be getting an extra 4 freight trains an hour. So don’t forget that’s not closed 4 times extra, that’s 8 times, wagons have to come back. So you see our dilemma. Not very good. Also the private estate further down moss road have quite a lot of elderly who don’t own cars."