We write regarding above concurrent schemes for two proposed SRFIs,in Milton Northants both of the schemes intend making rail connections on the same section of the Northampton Loop of the West Coast Mainline, this same loop line also serves Daventry Dirft 1,2 and Dirft 3 a recently approved SRFI presently under construction, and Northampton Castle stations passenger and freight services approx. 3 miles north of the PDA also use this limited two line loop section of the WCML.
Given the proximity of both Dirft 3 and Northampton Castle station, we have serious concerns regarding the feasibility, practicality and ability of the Rail network to accommodate either, let alone both, of these proposals, whilst we fully appreciate that this issue is dealt with via Network Rails GRIP PROCESS,(Governance for Railway Investment Projects),we would wish to seek clarification on the following points,
>Does rail connectivity via the GRIP PROCESS have to be firmly established in the” pre application” period
>and if so what level in that process actually has to be established at this pre application stage, Grip 1,2 3…?
Finally we would also question whether either of the applicants have made any approaches to PINS to potentially arrange any joint site viewings or meeting between Network Rail/and yourselves to address this issue, you will be aware that Network Rails initial response to both applicants at the scoping opinion stage was “Given the location of the proposal is predicated on rail connectivity and the primary aim of the proposal(and Government Policy)is modal shift, detailed assessment of the impact(both individual and cumulative)at this early stage is CRUCIAL.

The GRIP process is an internal process used by Network Rail which sets out scheme definition, feasibility, option selection, detailed design and construction in stages. The process is entirely separate to the formal planning stages used by the Planning Inspectorate (PINS) for nationally significant infrastructure projects (NSIPs), and therefore there are no rules that define what stage in the GRIP process a developer needs to have achieved before submitting an application. Ultimately it is for developers to work with Network Rail to develop proposals in line with the GRIP approach.
With the above in mind, the critical consideration for a developer is to seek to provide an Examining Authority (ExA) with sufficient information and detail for them to be able to understand and assess the impacts of a scheme; if an ExA was unable to do this there would be a high risk that they could not recommend that consent be granted for that scheme. GRIP stage 3 relates to option selection, and GRIP stage 4 relates to single option development. If a developer had not reached a conclusion with Network Rail on a single option development (GRIP stage 4) this could present a greater high risk approach, as it could complicate the ExA’s ability to assess the potential impacts of the scheme.
As part our regular meetings with applicants, we ask about on-going engagement with parties such as Network Rail. Notes of these meetings are published on the Planning Inspectorate’s NSIP project webpage (Northampton Gateway Rail Freight Interchange and Rail Central) . Neither of the applicants for the two projects has asked for a joint meeting with Network Rail so far. PINS Environmental Services Team held a site visit to Northampton Gateway in order to inform a recent scoping request. At present there has been no site visit to Rail Central.