Surrey Rail Strategy 2021

 re: https://www.surreycc.gov.uk/land-planning-and-development/development/surrey-future/the-surrey-rail-strategy 

BRTA can email a copy of the said report dated 2021. It misses mention of Guildford-Cranleigh-Horsham and our proposed Redhill Railway Reforms - email ceo@brtarail.com for copy. We welcome interest and support for our schemes and help both with taking them forward and offers for speakers to our voluntary public meetings (see: https://brtarail.com/events/) to help generate a snowball effect of push for them to be studied and the cases built up towards courting government support. Thank you.

I attach our thinking for Redhill Track Reform and request you kindly email your MP (https://members.parliament.uk/members/commons?sort=1) and other outlets like local media to give BRTA your support and consider joining or donating to help us do more and better. ceo@brtarail.com

Better Buses for Bedford and surrounds: a time to renationalise and for public inclusion!

 re: https://www.bedford.gov.uk/news/2025/bus-survey-2025-have-your-say-local-bus-services-bedford-borough

and https://www.gov.uk/government/news/better-buses-more-services-3-billion-boost-for-millions-of-passengers and https://www.bedfordindependent.co.uk/bedford-bus-boost-as-government-announces-additional-funding-for-local-transport/

We've had these kinds of consultations and announcements numerous times and what has happened is frequencies are scaled back and prices even at £3 plus cancellations, unreliability and a lack of buses linking with the main principal Bedford Midland Railway Station, shows a lack of coherence and join-up-ness to a service ethos and a business model which cannot stoop down to where people are at. I email as a layman and will also be sending out via my Bedford Area Rep role in BRTA to make others aware of both opportunities and challenges ahead.

My layman's observation is:

1. Stop outside Pizza Express/The Quarry in St Peters Street, timetable was updated, thank you, but a. would welcome exploration of 905 calling there and also that service to loop via Longsands St Neots to the principal railway station and back and b. also extend to link looping style with Cambridge Central Railway Station with through ticketing encouraged as 905 is a principal linking bus in the absence of any rail for 100 miles north of London on the east-west axis. If you can't see potential there including more footfall and spend for Bedford, something is lacking?

2. My observation is that Nos 5, 6, 10, 3 and 7 are fairly well used plus Kempston buses. However, frequency cut on 10/4 and 7 has blighted usership, waiting an hour out in dark winter months and cold or even in time-use value, is a big ask. Any investment should see these frequencies improved to a basic x2 buses per hour, merge routes should also be considered to speed end-to-end durations up, given the delays of congestion.

3. Gant Palmer 74, 44 fairly well used, 73 a vital link but more to bridge with the new Biggleswade-Cambridge bus service should be done, not isolation because operators and councils cannot talk with each other?

4. The Yew Tree at Pizza Express-The Quarry stop in St Peters Street Bedford, hangs over at 5'8 above the pavement and needs lopping back to align with the garden fence. It casts a shadow on the bus stop, the pavement, a hazard for pedestrians, cyclists and bus users. Likewise an audit on built bus stops should be done with a view to a. foster cleanliness, mending holes in roofs, clearing ivy, disinfecting floors (Olney is a disgrace for the latter) and b. maybe a competition to raise vigilance, standards and local pride?

5. Not all are digital, paper posted timetables do wonders as long as large enough font size and decent lighting are available during the winter months especially. RTI for the Kempston Stop in St Pauls (outwards stop) was vandalised several years ago and has never been replaced despite numerous different operators serving it.

6. I've said it before, the No. 8 via Queens Street goes the wrong way. It should go out via St Paul's and call at North Wing Hospital site, Old Folks Home in Park Avenue, the 'to town' stop Roff Avenue and loop to bus station via a new stop in Bromham Road (The New Ship In area), serve Bedford Midland and loop to bus station via Midland Road and Greyfriars for outwards to Great Denham. That, well publicised, would save walking across busy roads in Park Avenue and boost patronage. Gaps in service frequency, like Saturday (6th) no No. 8 looping for over 1 hour, is disconcerting, a lack of available staff or buses and no verbal communication make bus usage a lottery of reliability. That undermines confidence.

7. The sorts of people who use buses apart to commute, are old folks (free bus passes), young people (school etc), women and disabled people, but getting people out of cars to buses is a real challenge, but not a 'mission impossible' if we're willing to work at it without costing the earth. If price, frequency and going where people wish to get to/from and hours of service can be got right, the world is an oyster, no pun intended! Please lobby to extend a bus pass for all 18-Retirement ages and those on £21, 000 p.a or less to all on welfare benefits, to encourage patronage and maybe include off peak rail as well for inter-modal travel. Savings include less congestion, less waste of space, more usage, footfall and spend and raising the game on cutting emissions in a meaningful manner. Travel broadens the mind, affordability gives a leg-up to enable social mobility as well: https://post.parliament.uk/the-role-of-transport-in-improving-access-to-opportunities/

Rail Professional Article Published and Values in Transport

re: https://issuu.com/railpro/docs/rail_professional_december_issue_318?fr=sNzljNTg5NTExMTc

Thanks to the kind people at Rail Professional, I received an interview published on page 28 of the said Magazine laying out the British Regional Transport Association (BRTA) stall and I would wish that people who support the message, would either join or donate to BRTA via: https://brtarail.com/become-a-member/ and not read it merely in parochial terms of "is my area mentioned?" but consider it as to the pattern and plan for the nation as a whole. Gaps in the rail network, mean roads default has the monopoly and that means unless addressed, elsewhere gets more than its fair share of road reliance than modal shift back to rail to save land, the environment, cut emissions pollution and enhance mobility based on a sounder sustainable manner.

I recall in the 1980's discussions on saving the world and planet of how a religious leader said "morals and ethics follow lead actions." Their philosophy was that overwhelming prioritisation was to secure the end of the world for their faith, than consider advancing a belief system with morals and ethical considerations intact at every stage. I took the latter view and within 5 years I had left that radical church outlet; the same that gave us at a Party Conference 2004 "people on welfare benefits need hands up, not hands out." statements, along with Foodbanks, Centre for Social Justice (for whom?) and rising homelessness amongst young people; and I disagree with them and that pragmatic 'get it all over and done quick' approach even now and that based on bottom lines and 'costs' rather than the view every person matters, is made in the image of God and is worth dignity. Additionally, what is wrong, is to pretend business as usual and we can just pluralism on transport in a fashion akin to the adage "all roads lead to London". Reality is they do not and from Roman times, this was appreciated. So those who do courses on "Surviving Sustainability" as if doing economic, social and environmental activity was not to consider the dynamic relationship of good stewardship of planet with economic activity was somehow a 'threat' and in all but name 'act as if you can do what you like without environmental consideration, care and concern reaching to all people and places and back to the business model in planning and practise'.

I think the sustainability tri-une presentation of social, economic and environmental in balance, should be quadrilateral, and include morals as another consideration. Is a development or policy 'moral' or immoral? On a scale, how far do we go and on what basis does the greater good out-flank the consideration of relocation packages in development for example?

We have politicians hailing net zero agendas, but refusing to engage on local government planning policy and plans which if executed could in some cases thwart aspirations for rail alternatives, capacity and enhancement to challenge total locked-in gridlock congestion, emissions and growing and unnecessary NHS waiting lists!

The dismantling of the planning system to speed up development must be balanced with are we doing planning and development with people, places, land use and the environment intact? Reality as far as Lower Thames Road Crossing is an emphatic "no" in my view. Kent and East Anglia with a European dimension for people and goods would have been far better to be a rail-based project, decongesting roads and opening up Norwich-Canterbury-Channel Tunnel direct opportunities and them to East Anglia in a sustainable fashion.

Likewise, the Severn Estuary has 2 road bridges, just one over capacitated Victorian Tunnel, surely it is time to reinstate a twin-track rail bridge to enable more passenger and freight movements by rail?

I think the onus on demands for Green Book Business Cases to rail proposals, the onus should be on those demanding such to do the lion's share, as it involves avariced costs, delays, complicated maths and really is a brake on rail aspirations from lay people, which are nationwide (England, Scotland and Wales) if anyone listens and cares? It is in our own national interest to engage more humbly and work at nurturing reopenings via partnership, pro-planning and choosing rail over road upgrades which ripple congestion further and elsewhere.

Finally, level crossings on rail, are a tried and proven technology over decades. Most accidents happen when abuse comes from road users, who need better engagement and education. They must be rigorously maintained as well. Bridges get bashed and underpasses still need maintenance. So surely Office for Road and Rail (ORR) needs reform with rail user/lay public involvement. Reopening of rail link schemes are having costs put up avarice causing delays and rising costs, when level crossings would reduce delays and speed delivery for the benefit of all up. Likewise, 'special dispensations' whereby no bridge or duck-under can be done, should revert to a level crossing. Priory Park entrance on the former Bedford-Sandy-Cambridge Railway is one such example and another the Wisbech Branch in North Cambridgeshire?

Please address these issues and help re-rail our nation for everyone's benefit. ceo@brtarail.com

Reopen Ross on Wye rail links with Hereford and Gloucester for local-regional rail modal chocies.

More press coverage:

https://gloucesternewscentre.co.uk/campaigners-back-call-to-reopen-hereford-ross-gloucester-rail-line/

People can support us in: 

We need the dates for 3 forums at Gloucester, Hereford and Ross to be posted on the website for 2026. 

People can also email as individuals to the media outlet and MP in support.

I feel we are gaining ground, but need the government to tango and take an interest and are under resourced people and funding currently. See: https://brtarail.com/become-a-member/

Key things BRTA wants are:

1. A study to make the business case and examine feasibility and come up with viable options where blockages require amendments or deviations for example.

2. For roundtabling to bring talent and resources together to promote the idea and get the public on board as well as the government.

3. For Ross-on-Wye as elsewhere to appreciate that even if a Phase 1 was Gloucester to Ross-on-Wye and Phase 2 to link as a through route to Hereford, the railway even with a Parkway Station at the edge of Ross, would bring loads more people minus the traffic. A40 is congested, accident prone and always being upgraded; rail could make a critical socio-economic and environmental difference. The more support the better.

4. Public is welcome to join BRTA as every member helps us. We aim to hold a forum at Gloucester later in 2026 to bring people together.

5. Scope local between Gloucester-Ross-Hereford but also on a regional basis from Southampton-Shrewsbury - Merseyside and vice versa, could bring significant more usership to rail, which again decongests our busy roads in a context of development and employment opportunities, currently held back due to a lack of rail access.

re: https://www.herefordtimes.com/news/25677452.call-bring-bring-back-hereford-to-ross-on-wye-railway-line/

Please email your local MP in support, the media outlet and the councils at both ends and along the line in support as individuals. BRTA was one of the instigators of this idea and others are now seeing the potential.

It needs:

1. studying/making the business case to Green Book Rules (DFT)

2. Route protection including deviation spaces and realignment of original railway, some compulsory purchase, relocation packages and compensation will be required where pinch points arise.

3. When one thinks of the tourist hot spot Cotswolds and Forest of Dean are and Ross-on-Wye in particular as a tourist hot-spot; it is a winner plus as a through route Reading to Merseyside via Shrewsbury would create paths for other routes and enable much more by rail out of Southampton and elsewhere.

But we need to add our voices and usher it along. Maybe a forum can be convened later in 2026 by BRTA to bolster support. Enquiries ceo@brtarail.com 

Urgent need for a rail corridor alternative

 re: https://www.dgwgo.com/dumfries-galloway-news/new-a75-bypass-must-be-a-dual-carriageway-say-port-operators/

As per our web page: 

https://brtarail.com/dumfries-to-stranraer/ 

We want a direct curve onto the Ayrshire coast railway and vice versa and a study into a new Solway Viaduct to bypass Carlisle for growing freight. 

The freight is growing and currently A75 is reaching a stage where expansion is being sought, when what is needed is a rail alternative parallel to the A75 to give more modal choices and modal shift to save Dumfries and Galloway from the corrosive impact of ever more road expansion, vehicle dependency cultures and rat runs.

Cairnryan is flexing its muscles as a premier sea port and so direct rail linkages into the port from A75 and other places is what is needed to give proper rail-based competition.

BRTA calls on the Scottish Government to kindly intervene and:

1. Demand for the former route of the Dumfries-Stranraer et al rail link, closed 1965 bitterly resisted by the people along its route; that the route be protected and deviation spaces or select new-build is given due consideration as to land use at a planning and national stewardship. Growth is not bad, but needs managing in a sustainable manner. The absence of rail is a glaring gap and impediment to fair competition and that of land use and the environment.

2. That it is 11th hour and timely for a proper full-blown feasibility study to be done into the business case, feasibility and engineering context of a reopened rail corridor including an arm to Kirkcudbright, where BRTA believes portal facilities could also be nurtured. 

3. BRTA intends to hold another meeting in Dumfries to bring more people together in 2026 and details will be published in due course on our website events page: https://brtarail.com/events/

4. Please write to your MP and MSP respectively as well as local councils to encourage looking at things away from piecemeal or parochial fashion and see the passenger and freight by rail benefits reopening the rail link offers.

5. Meanwhile, people can join BRTA or donate and help us grow our own Scottish Team. We welcome to liaise and work with others too and are encouraged others are stirring to reopen the rail link, which surely deserves protection and studies with a view to address the growing demand and absence of a rail solution. Thank you.

East-West Rail Northampton must have rails east too!

Updated case for supportive actions:

re: https://westnorthants.citizenspace.com/place/transport-strategy-and-action-plans-consultation/

BRTA believes things have changed to give a potential new opening of opportunity to revisit the issue of a lack of rails radiating from geographically central Northampton and that this is an 11th hour chance to set the ball rolling for potential rectification of the deficit for the betterment of built Northampton, people and surrounds.

What BRTA wants is 

1. Northampton-Bedford - a study to make the business case and look at routing options and bring other councils, agencies and investors together and ask government to consider Northampton's plight too. East-West Rail going east at design stage does not include Northampton with a direct arcing rail link to the Northern Route Bedford-Cambridge trajectory nor does it entertain access from Northampton the the twin slow lines of the Midland Main Line for access to Bedford, Wixams for Universal Theme Park and Luton Airport for example and vice versa to Northampton from all these markets except by road.

2. Northampton-Market Harborough-Leicester for East Midlands and vice versa, putting Northampton on a Nottingham-Bristol trajectory along with Milton Keynes. 

3. Northampton Main Station needs more tracks and platform capacity to entertain these rail link potentials and enable more by rail generally to get through the station alias Castle Station vicinity. Development plans therefore need amendment and tailoring to take these rail-growth plans into consideration.

4. Roade should also be studied for a Parkway Station now it has its new A508 Bypass, as it intersects the two lines from Northampton and Rugby in a growing rural 10 mile orbit of population growth (A5-A508/M1 for example).

The study, the route and land protection, the bringing other councils, agencies and interests to a roundtable coalitioning to take these projects forward more step by step. 

BRTA is willing to collaborate positively, but needs elected and professional interest and leadership. Government needs to be involved, as if we want net zero, there is a correlation to what happens in our own backyards or not! Please work with us and everyone stands to gain:

1. Northampton, sustainable footfall and spend with urban regeneration and saleable quality of life enhancements.

2. Northern Milton Keynes (North Bucks) with more paths on the main line beit non-time-critical freight looping via Bletchley and Bedford and passenger enhancement/more seats and parking spaces at MK Central Station and Bedford - pivotal interchange with north-south and east-west rail travel arcing East Anglia, South Midlands and the west/Birmingham corridor direct.

If we don't act now; piecemeal development will scupper aspiration and opportunity. If we can move these schemes forward, there's everything to gain respectively. Please do!

Media Link 4th December 2025:

https://www.bedfordtoday.co.uk/community/opinion-brtas-reflections-around-recent-east-west-rail-announcements-5430107

Addition 02-12-25:

re: https://www.northamptonchron.co.uk/news/politics/council/major-plans-unveiled-for-new-1700-home-housing-estate-as-extension-to-northampton-neighbourhood-5424920?utm_social_post_id=612041630&utm_social_handle_id=160851263979887 

This development has been speculated with others for a long time I recall? It will mean a lot more road traffic in the radial road areas it links to and from. Delays on deliveries are nothing new, it costs though and more of the same only exacerbates that. I know some do not challenge or get involved with planning matters but BRTA does sometimes. 

Although not on our supported Northampton-Bedford rail route literally, it adds a market demand for a new potential Brackmills area Park and Ride Railway Station on a reopened Northampton-Bedford rail link which could be a considerable benefit on and off the rails. Complications need to be studied, business cases need updating, but with Universal at Bedford, direct 50 minute direct rail access to Luton Airport and those audiences to the Northampton area by sustainable transport, one feels the view strongly that we would be foolish to let the rail aspiration go and bury heads in sands as to the opportunities lost if we do not act now and see the medium term choices now! 

Pragmatically in reopening local rail terms, it is an 11th hour, because junctioning and interim routing options, unless defined and studied, will vanish under these kinds of development proliferating on a nationwide basis! It is time to come together and determine a rail future for Northampton please! 

Useful web page: https://brtarail.com/b2n/

At the Bedford end, ensuring no development blocks access to East-West Rail's northern route from the Northampton direction and that Thameslink trains can enter Bedford en route southwards, does not appear in East-West Rail designs, Northampton will have no quick and direct rail access to Bedford or Cambridge unless a 1.5 hour deviation changing at Bletchley is your ideas of a panacea for travelling to Greater East Anglia, when a B2N direct rail inclusion would cut that time to Bedford down by at least half with Brackmills and a north of Olney Parkway being served on a modern railway?

Northampton is central to the heart of England. It is a major logistics centre. It has many well-attended sporting outlets (Rugby, Cricket, Football) as does Bedford (Rugby, Rowing and Athletics)! Northampton has a population growing upwards of a 250, 000 catchment. It will ultimately have access to the Milton Keynes/Bletchley to Oxford corridor and vice versa.

However 2 aspects need a consistent coalition to be built and take up the baton:

1. Northampton-Bedford/Cambridge synergies. Needs updated studies including business cases, engineering aspects, new route avoiding built-up Olney with a new Park and Ride Station for Brackmills and A428/A509 interfaces and access into existing rails and networks at both Northampton and Bedford ends. East-West Rail proposes a rail route North of Bedford to the East for Cambridge and wider East Anglia and those audiences to Bedford and onwards to Oxford and vice versa. Suitability for freight (revenue) is yet to be determined. Northampton currently will have no direct rail link to this Bedford-Cambridge rail line. It should! Northampton-Bedford would however, plug Northampton and the trajectory to the West Midlands direct to Bedford, Wixams new station for Universal Theme Park (courting 8-million people per year/opens 2031), Luton Airport, London St Pancras Eurostar and the wide South East Thameslink Rail Network and all those audiences to Northampton! What could it do (footfall and spend minus road traffic congestion and pollution?) and much more. It needs an updated study and new routing options determined. Then a coalition to bring key outlets and people together and move it towards both inclusion and delivery within a 10 year time-frame.

2. Northampton-Market Harborough for Leicester, East Midlands and beyond and those audiences to Northampton as well as a Cross Country rail route linking East Midlands say Nottingham, with Northampton, Milton Keynes Central, Bletchley for Oxford, Reading, Bristol and Cardiff and those audiences by rail, to Northampton, lifting congestion on the A43 for example and M1?

There surely must be something in it making it worth a study update and lobbying to get the government to demand designs for a new Bedford-Cambridge railway include a direct link from a Northampton to Bedford new rail link to onwards for Cambridge etc, ideally from day one?

That is what BRTA is seeking and is supporting. We welcome you to join us and help take the vision forward. Leadership and champions are called for please.

Thank you.

Yours sincerely,

Richard Pill

CEO of the British Regional Transport Association (BRTA) For background reading:

https://www.bedfordindependent.co.uk/east-west-rail-plan-promises-new-bedford-station-hospital-hub-and-universal-ready-line-as-leaders-warn-big-questions-remain/ and https://brtarailvolunteer.blogspot.com/

BRTA is saddened by recent developments regarding rail links east of Bedford.

24-11-25

Letter received by my BRTA Colleague, Mr Simon Barber regarding 1000 houses on lands west of Willington Bedford. Please have a perusal The full planning application is yet to be submitted and we want BRTA and its supporters to be read for it:

1. It doubles the size of Willington - physical and population-wise.

2. We want a rail link east of Bedford via St John's and this development blocks both the old railway and deviation lands to avoid encroachment at Willington, a pittance contrasting East-West Northern Rail Route at 60+ houses to be demolished.

3. Our route was studied by a Bedford Borough Council paid for study and found to be viable. It goes north of Blunham (new-build) to Tempsford north or south of Station Road (aptly named!) with physical links to the north-south main line for direct running south of Peterborough, East Bedfordshire and north of Stevenage to Bedford County Town and beyond via the Oxford Corridor and those audiences, yes to Cambridge and East Anglia, but so much more INCLUDING freight by rail. Think of the environmental, trade and other social boosts it could offer. If Lidlington on Bedford-Bletchley is to retain its station, how much more should Willington have a new station with development tailored, the railway bridged and development made to fit what is available, not block out our rail option call?

If you agree, please email planning@bedford.gov.uk in support of our rail option (original letter included). We will aim to notify of planning submission for objections and comment, even though as a layman one cannot get a direct telephone call to the Planning Department at Bedford Borough Council, it goes to Customer Services instead and personally, as a layman I find the Borough's website daunting and feel one is seeking a needle of information in  a haystack of superbally!

Please give us your support. If Northern Route flounders for any reason, a fall-back would seem prudent to keep options open. Likewise, freight by any and all rails at design concept would seem prudent as well for modal shift 'new' potential as well as easing capacity on existing lines into, across and out of London, which needs that capacity for London centric growth by rail.

Please peruse our website for further background and please make a donation to help us with our efforts. Thank you.

20-11-25:

Also: https://www.bedfordindependent.co.uk/east-west-rail-plan-promises-new-bedford-station-hospital-hub-and-universal-ready-line-as-leaders-warn-big-questions-remain/

Does this mean eradication of a handful of halts like Aspley Guise and Millbrook and the end of the shuttle, which served them, to make way for semi-fast end-to-end Oxford-Cambridge passenger services and what of freight?

re: https://www.bedfordtoday.co.uk/news/transport/east-west-rail-latest-updates-new-multi-storey-car-park-to-be-accessed-via-bedfords-ford-end-road-5407817

Moving faster now, but some saying it is the result of consultation when our route was not put before the public in 2019! Unless we get a champion and see off encroachment threats, this steam-roller push seems it. However, how do we bring Northampton into the frame for Northampton-Cambridge linkages and Tempsford Interchange with physical rails for main north-south running to and from Bedford and Cambridge respectively? If new station West of Cambridge is okay, why not Newton Longville 'Bletchley West'? It is a growing catchment, Winslow okay for itself and Buckingham, but too far out for MK urban areas proliferation. Likewise BRTA wants the Claydon Parkway Station and the Aylesbury rail link for South Bucks - Milton Keynes and Northampton synergies. 

No good waiting until 2050, it needs factoring in now by design, as 10 years hence, development will consume land needed for rail access and linkages? 

There's more, but we need a champion or two to get these matters better appreciated where it counts. Email ceo@brtarail.com to be on our loop.

Update 19-11-2025

re: https://www.constructionenquirer.com/2025/11/19/6-7bn-east-west-rail-plan-ramped-up-in-design-rethink/

Concerns are:

1.  Kimberley College and Village at Stewartby, 150 users per day, will they be jeopardised for merged Kempston Hardwick and abolition of Stewartby Halt. A solution can be found, but no champions or asking our views yet.

2. Tempsford Interchange Station - over or under A1 Black Cat Roundabout, under or over Great River Ouse, duck-under ECML and nil connective tracks for Peterborough, Stevenage and East Beds direct to Bedford or Cambridge = a missed connective opportunity for passenger and freight.

3. No plans for bolt-on/integration with a new arm to Northampton. 2003 LSMMMS Study by Government included Northampton-Cambridge and Atkins study 2017 showed it was a good deal on timings and potential usage as part of a modern railway plus the freight - Northampton is a chief logistic centre with very poor radial rail links.

4. Nothing on arms to Ipswich and Norwich.

5. Nothing on the Aylesbury rail link and 

6. Nothing on Bedford Midland...silent as night! Plans have been produced of design however, we know this because we know someone who has seen them.

7. Development of 1000 houses west of Willington brings the curtain down on our preferred route to Tempsford from Bedford. That locks-in the Northern Route. If not flexible and adaptable; that cuts out rails potential reaches and ranges and throws growth to the roads, with locked-in congestion and pollution bloating NHS waiting lists. 

Otherwise good as far as it goes, but a time-line would also be welcome, so we know whether bets on 7 or 10 years for ribbon cutting is realistic, meanwhile any post 2031 Oxford-Bedford and Universal demand growth will need baying at Bedford Midland = a crunch time of where to put it all and what gives, what takes. Our option is perfectly do-able, but requires champions, political will and route protection strategies. So far, no local politicians has come to our aid on it, which betrays Bedford in terms of reach, range and scope. A railway is better than no-railway, but emergent railway is an end game for many of us and what will be, will be for a very long time for successive generations!

BRTA is saddened by recent developments regarding rail links east of Bedford.

re: https://www.bedfordindependent.co.uk/major-development-submitted-for-1000-homes-at-bedford-river-valley-park/

The British Regional Transport Association (BRTA) is concerned that its preferred rail route east of Bedford is under threat and lacks any notable champions coming forward to advocate for it despite best efforts.

From 1995-2017 it was agreed a new Bedford-Cambridge railway would go east of Bedford via the former St John’s Station area on the course of old railway. Then in 2019 the consultation on routes, abandoned the previous consensus and did not include it in the list of options for the public to engage with. The public gave support for a Northern Route E, because of the wish to link with the principal Bedford Midland Railway Station and go north and out via a new constructed rail route to Tempsford and onwards to Cambridge. 

The reasons for the abandonment of the previous ‘old’ route were:

1. The old route is built on at Blunham and Sandy

2. The Officer for Road and Rail (ORR) stipulated no new or reopened rail links would be able to have Level Crossings and would need flyovers or duck-under bridges.

BRTA believes this should be challenged with special dispensations where no other enablement to reopening can be done unless a level crossing is provided.

Alas, despite campaigning over many years, no champions have arisen from MP’s to Mayors to other leaders, and that lack of champions has left the rail route vulnerable. 

Indeed, the Bedford Borough Council did a study looking at 3 rail routes going east of Bedford and found BRTA’s route was viable and do-able given the caveats required. However, drift has meant default to the Northern Route and now 1000 houses west of Willington, Bedford will scupper the former rail route and lock-in the Northern Route which wants at least 60 houses demolished for an extra two tracks north of Bedford and faces engineering and costly challenges getting through Black Cat Roundabout on the A1 and over the River Great Ouse at Tempsford before ducking under the main north-south main line at Tempsford to go on to Cambridge.

BRTA is disappointed, BRTA CEO Richard Pill said “we are sleep walking into the Northern Rail Route and that will mean upheaval and take 10 years to build whenever permission is granted. Meanwhile the Bedford Midland Railway Station will need more tracks and platform provisions and a new passenger booking hall. Given Oxford-Bedford trains are due 2031, waiting another 8 years for the Bedford-Tempsford-Cambridge railway to be built, means sidings at Bedford for Oxford trains will be needed. Add to which, Universal’s 8-million visitors per year from 2031, will mean things are extremely busy. BRTA is sad our route is not being supported despite our many appeals and congestion looks set to get worse for years to come.”

See also our web page: https://brtarail.com/ewrail/