Friday November 21st is final day of so-called consultation
One day before NR repeat the lie of 2 seconds and 'minimal impact'
Friday November 21st is final day of so-called consultation
One day before NR repeat the lie of 2 seconds and 'minimal impact'
One full working day before the end of consultation NR repeat the lie that the change will 'have a minimal impact' of as little as 2 seconds. Their own expert at the Inquiry was clear: 'The current average barrier downtime is 62 seconds in both the AM peak and the PM peak, which will increase by an average of 107 seconds. Maximum increase will be of 428 seconds in the AM peak and 302 seconds in the PM peak.'
Network Rail plan to change the Meldreth Road barrier to one like Shepreth Station's at Christmas/New Year 2025 - in just a few weeks.
Because of the strength of local objections to another level crossing change like the one that has caused such problems at Shepreth, a Planning Inquiry was held in April 2023.
At it the Planning Inspector agreed with the objections and ruled the change should not proceed.
Because while there would be a reduction in the potential risk of an accident involving a road user and rail that it would create bigger NEW risks elsewhere:
'I conclude that there is not a compelling case in the public interest.. for the purpose of the level crossing upgrade elements at this location... and should not be approved in the foreseeable future'
In fact NRs original classification of the crossing as dangerous is based on simply bogus information:
- The one 'incident' in the original 10 years of data which drove the 'danger' rating was a Network Rail employee.....if it happened at all.
The full info from Network Rail (which had required a Freedom of Info request)At 08:57 hours the [Redacted under section 40(2)] reported that a member of the public (who works for RAIB) reported a train blew his warning horn at Meldreth Road level crossing and that a railway worker wearing Hi - Vis clothing and a White Hat, allegedly did not acknowledge the driver.[Redacted under section 40(2)] reported that 1T13 07:25 Kings Lynn - Kings Cross may have been the train involved, however this was not confirmed.The [Redacted under section 40(2)] reported on arrival to site there was a Level Crossing Manager on site but he was not the person involved. There was no further info or sighting of any person involved.Update:[Redacted under section 40(2)]) contacted the [Redacted under section 40(2)] and he confirmed that no train driver had made a call to the power box to report as alleged. [Redacted under section 40(2)] also contacted GoVia trains requesting if any drivers were able to recall the incident.As of the 21/09/2016 the email had made it's way to various driver managers (Go Via), however no feedback received.
BASED ON THAT WE WILL HAVE 70%+ DOWNTIMES AND MELDRETH 5-7 MINUTES FURTHER FROM ADDENBROOKES
The Inspector also criticized the overall value for money of the crossings - 'NRs calculations indicate that the cost of the upgrades would be more than five times the benefits in terms of the forecast reduction in injuries and fatalities. Moreover NR confirmed that the Cost Benefit Ration calculation does not include any allowance for the the costs which would arise as a result of the level crossing upgrades in terms of increased delays to road users'. The Meldreth Road change is expected to cost around £2 million.
At the same time NR say they have no money to fund a crossing at Shepreth Station, which would have far more utility and likely reduce risks as much or more.
(By the way I actually don't commute across it myself, and live 500 m from it. But I foresee this creating significant problems for many. Clearly most of those who will badly affected know nothing about it.
'Yes but how would you feel if an accident happens and its because the barrier hasn't been changed?'. Well I'd feel really bad! But its about balancing risks. NRs data, which they admit overegged the safety impact, is for a reduction in fatalities from one per 54 years to one per 922 years. Is it more likely that a big increase in downtime will create more risk either from a death due to delay in emergency vehicles or from a speeding car hitting a pedestrian? The Inspector's answer was 'yes'. Its trade offs - if the road was closed up there would be a zero risk....)
Simply put, because while it would slightly reduce road/rail risk it would increase other risks by far more:
1 - Increased risk from cars speeding (to beat new barriers which will be down for up to 5 minutes vs current 50 seconds.
2 - Massive increased risk to Meldreth residents, as all emergency service either wait extra 3-4 minutes at barrier OR divert down A10 and back up Meldreth High Street, at least 7 minutes. Network Rail don't even CONSIDER that apparently until AFTER permission granted!!
3 - Inconvenience and traffic queues from much longer down times - current 50 seconds will increase to Shepreth's or WORSE. Someone crossing 4 times a day can look forward to at least ten minutes a day wasted...
AFTER WEEKS OF ASKING THOSE WHO RAISED OBJECTIONS IN THIS 'CONSULTATION' RECEIVED A LETTER ONE WORKING DAY BEFORE ITS END WHICH SIMPLY REPEATS NOT JUST NR'S UNYIELDING STANCE BUT DATA THEY HAVE SUBSEQUENTLY ADMITTED IS WRONG!!!
Don't take my word for it:
You can find the Inspector's Report here:
Network Rail (Cambridge re-signalling) order inspector's report
And the letter from the Department of Transport here:
Network Rail (Cambridge re-signalling) order decision It is true that a double barrier makes it impossible for either a car/pedestrian/cyclist to cross when the barrier is down.
ALSO
1. The local Rail User Group has no evidence of any incidents or near misses at the crossing throughout the 14 years of its existence.
2. There have been no accidents at the crossing that a double barrier would have helped prevent. In fact to see Network Rail's data required a Freedom of Information request and only came on 1st September, despite the September 23rd objections deadline. In the past 25 years according to that Network Rail data there has been one recorded incident where a double barrier could potentially have improved safety (and even this was NOT classified as a 'near miss). Almost half of the 'incidents' weren't even related to the crossing but to others in the area and misrecorded!
3. It will reduce train usage. Anyone crossing to catch Cambridge bound trains from Shepreth have to allow for ~5 minutes of downtime potentially at both Meldreth Road crossing and then at Shepreth station (which has no footbridge). For some at least it won't feel worth the hassle and they'll now drive instead.
4. The new longer downtime crossing has its own risks. Double barriers stop cars crossing with a barrier down, but also stop a car being able to get off the track if trapped by barriers. During the week of August 15th 2022 at Shepreth after a very long down time frustrated drivers were crossing nose to tail, and the barriers came down again with a car between them. Luckily there was room for it to get off the track just about before a fast train came through.
5. Only issues for those very near the crossing, but the new crossing will likely require floodlighting like the Shepreth station one. And since the downtime would increase NOT from 2 minutes to 3 and a half, but from 50 seconds to almost four minutes, their traffic modelling is wrong and those living close to the crossing will have constant traffic queues outside their homes.
The bottom line is that Network Rail are going to create a problem on the road where none exists, in order to 'fix' what they have themselves decided is a risk on the railway, despite no evidence of any problem.
To see just how bad the impact will be see what happened when exactly the same change was made at Shepreth Station as reported in the Royston Crow - barriers which are down for exactly the same trains. As the Network Rail representative then said, '3 to 5 minutes is the expected time for the barriers to be down'. That compares to 50 seconds now and the downtimes of 7 minutes+ that frequently happen at Shepreth.
SO WHY ARE NETWORK RAIL PRESSING AHEAD?
A legitimate issue is that sooner or later the current barriers WILL need replacing. And clearly when works need doing we do have to accept temporary road closures - fair enough. But NR had originally suggested an upgrade which would MAINTAIN current downtimes - which would be 'the best of both worlds'. Now they say that is not possible, because...
THEY have decided not to work on upgraded half barriers and only replace them
THEY have decided there is risk at Meldreth Road (based on evidence admitted to be incorrect at the Inquiry)
THEY have decided only double barriers like at Shepreth Station can replace them.
And when planning has been rejected, THEY have decided to do it ANYWAY - because THEY are ONLY responsible for and measured on rail safety, not on any transferred risks some of which are only considered and planned for AFTER permission and construction.
The 'ORR' or Office of Rail and Road is due to give final approval by November 21st. It has said unless Cambridgeshire Council has objected by November 22nd, it will assume fine to proceed. As of 10th November it has not.
SO FAR THERE HAS BEEN MINIMAL ACTION FROM OUR ELECTED REPRESENTATIVES. AS OF 18/11 IT SEEMS CCC IS NOT OBJECTING
SO IF YOU CARE ABOUT THIS YOU NEED BY NOVEMBER 1st 2025 TO EMAIL THOSE WHO HAVE POWER TO INFLUENCE CAMBRIDGESHIRE COUNCIL TO OBJECT:
IN PRIORITY ORDER:
Email the ORR on
(and see letter below - ideally stress the issue of initialy incorrect risk assessment of current crossing)
Email our local Councillors:
Peter.McDonald@cambridgeshire.gov.uk
Email Network Rail's Managers for the Scheme -
stephen.deaville@networkrail.co.uk
Email our MP
pippa.heylings.mp@parliament.uk
and her assistant james.wilkin@parliament.uk
SCROLL DOWN FOR AN EXAMPLE LETTER/EMAIL YOU CAN USE OR ADAPT!
Attached is a draft letter/email you can adapt or use as is to make your voice heard! 'Final...' is NR's letter of 19/11. 'Open...' is pdf of my response. 'FOI....' the Freedom of Information data on the barrier we got after hassling in 2022, which debunks the BS in the letter about risks and incidents. 'app-w7-3..' the statement of case at the Inquiry, where NRs expert admitted the real downtimes we will have, 2.5 years before most recent BS about 2 seconds. 1- letter from DoT on why crossing change should not happen. 2 - the full Planning Inspectors report.