BML2: “a good idea” says industry voice
- Published on Tuesday, 04 December 2012 06:27
In 1985 the Thatcher Government acceded to British Rail’s application to close the main rail link between Sussex and Kent – which it had been steadily running down. BR said they could avoid spending £1.2m over 3 years on maintenance and would save another £140k by not renewing Grove Junction at Tunbridge Wells (shown here) where lines from Brighton and Hastings once diverged.
This critical land (in foreground) though described as ‘safeguarded’ is now being offered on the open market to the highest bidder.
The debate over the fate of strategic rail land at Tunbridge Wells continues. Kent on Sunday featured the issue, whilst BBC Radio Kent recently interviewed the Government’s Transport Minister Norman Baker; BML2’s Project Manager, and Sim Harris the Managing Editor of Railnews – ‘The voice of the industry’.
Its editor began by saying electrification was probably the biggest challenge facing BML2, pointing out that industry policy and Government are now moving away from DC third rail to AC overhead power supply whereby this raises significant incompatibility problems for the Southern Region’s extensive third rail system. “If you want to do the BML2 Project, electrification would appear to be essential” he said, commenting: “It would be a shame if this scheme has to hang on because electrification is changing, but that might be what happens.”
He is absolutely right of course and we intend addressing this subject in the New Year.
For the moment, though, the BBC interviewer wanted to focus on the immediate business of safeguarding the land so that Tunbridge Wells and its many commuters would not lose out on all the benefits of another London main line with BML2.
For the moment, though, the BBC interviewer wanted to focus on the immediate business of safeguarding the land so that Tunbridge Wells and its many commuters would not lose out on all the benefits of another London main line with BML2.
Sim Harris told her: “I think I can come down quite firmly here. Electrification apart, it’s a good idea and there’s a lot to be said for it and land that would be essential to the scheme I don’t think it should be sold off. I think that is wrong. It is short term. Yes, somebody can build some new houses on it, well there are other places in Tunbridge Wells where you’ll be able to build some new houses, I’m quite sure.”
He then aptly raised the difficulties confronting reopening lines where subsequent industrial and residential redevelopments have severely compromised rights of way. In the case of Tunbridge Wells he was most insistent: “We can see this coming a mile off. It should stay in a position where you could put the railway back. Let’s not make it much worse.”
He went further by saying: “Rail capacity is a big issue in Kent and Sussex – certainly we’re going to need more trains in the future if present trends are anything to go by, so let’s not stop a significant improvement by just allowing somebody now to step in and get in the way.”
Earlier that morning, Norman Baker told the BBC interviewer about his support for reopening the Uckfield-Lewes link as part of a new main line between London and Newhaven. He said: “It would certainly strengthen the case if we could open the line properly between Eridge and Tunbridge Wells and I was very sorry when that closed. That was actually quite a late closure and I was disappointed British Rail went ahead with that.”
The Minister was then asked: “Are you aware that lines from Tonbridge and Brighton into London are so overcrowded?” to which he responded: “Well, indeed, absolutely so – the railway is a victim of its own success.”
Later in the programme, Railnews’s editor commented: “Well it’s interesting to hear that Mr Baker is wholly in favour of it, I’m glad to hear it, but I’m wondering whether he’s speaking in his capacity as MP for Lewes or is he speaking as a Transport Minister? Because if he is, then that means that DfT transport policy is inclined to warm to this scheme and if they are then they should be intervening and making sure that this piece of derelict land is preserved.”
Later in the programme, Railnews’s editor commented: “Well it’s interesting to hear that Mr Baker is wholly in favour of it, I’m glad to hear it, but I’m wondering whether he’s speaking in his capacity as MP for Lewes or is he speaking as a Transport Minister? Because if he is, then that means that DfT transport policy is inclined to warm to this scheme and if they are then they should be intervening and making sure that this piece of derelict land is preserved.”
We earnestly wish such was the case. But the DfT seems to have misunderstood Lord Berkeley’s question tabled in the House of Lords on 12 November: “To ask HMG whether it will request the new owners of British Rail Property land to purchase the former track bed of the line between Tunbridge Wells central and West stations in order to safeguard a corridor for future expansion of the rail network between Kent and Sussex.”
However, a few days ago Earl Attlee, on behalf of HMG responded: “BRB Residuary does not own the former trackbed of the line in question”. Well, we know that.
London & Continental Railways (LCR) – a company owned by the Transport Secretary – will take over remaining assets once belonging to BRB. Lord Berkeley’s request was for this former BR land, now being sold on by Railway Paths for potential housing development, to be taken back into public ownership through the Secretary of State, perhaps with LCR.
Earl Attlee continued: “The National Planning Policy Framework states that: ‘Local Planning Authorities should identify and protect, where there is robust evidence, sites and routes which could be critical to developing transport infrastructure to widen transport choice’.”
This just excuses Government from any responsibility for safeguarding rail corridors in the nation’s interest and reveals an absence of strategy for specific routes with widely- acknowledged potential to strengthen and improve the network. And with one of the Government’s own transport ministers, Norman Baker, making the case himself – how clear does it have to be?
Local authorities aren’t qualified to plan future rail capacity – that’s not their job and they really shouldn’t be put in this position. Even where they have aspirational policies to protect routes within their boundaries, almost none has the power, let alone the will, to stand up to aggressive developers with well-paid QCs at their side – as we have seen in the past.
For its part, Railway Paths Ltd, which bought the half-mile rail corridor for £1 in 2001, claims it needs to raise money to meet its ‘significant maintenance liabilities’ and, as a charity, is required to obtain ‘best value’ for asset disposal.
Its chairman Ian White told us: ‘Most of the land in question in Tunbridge Wells did not carry a former railway line and the potential sale does not jeopardise the future of the railway line that runs through it. The route of the line itself is doubly protected, not only by the planning authority but also this absolute requirement for the Secretary of State to give authorisation for the land to be used in a way that would prevent the railway from being reopened.’
We disagree that the land is ‘doubly protected’ as Ian White suggests. We have no objection to the bulk of non-railway land being sold separately, but the trackbed – and that means its entire double-track formation – should not be included in this sale.
The preferable solution is for Network Rail to take ownership and we await a response to our request that they take custody of it – particularly as they’ve said they are not opposed to reopening the line subject to a robust business case.
Given the increasingly critical situation facing the South East’s overburdened network, there can be no further erosion of this important rail corridor.
One interesting development will be the replacement of TWO heritage routes, the Lavender Line and the Spa Valley Railway, a development that is likely to happen elsewhere in the UK but probably only on former through routes. Heritage groups operating branch lines and narrow gauge lines - PROVIDING THEY ARE SERIOUS ABOUT OFFERING REAL FREIGHT AND PASSENGER SERVICES - should simply become mini-TOCs.
Cambridge to Colchester Rail Project - David Edwards, Paul Donno, Revd Malcolm Hill
