Horses for courses and railways too! Local Railways for Local People

 Dear Friends, Colleagues and Elected Representatives,

re: https://www.bedfordindependent.co.uk/terrifying-railway-viaduct-plan-would-put-trains-50ft-in-the-air-say-residents/?fbclid=IwAR3QH_4i4Bo_7hejPsuY93Yok8vUl8Dc-dndxlzAw2d6jrcTPrR_eUVl134

This is the latest story on East-West Rail. Key question is why? Why go to such lengths, why build a route requiring 50' viaducts and up-hill and down-hill and maybe even tunnels with 50 houses and whatever else needed to plough through the Ravensden area? This, when using the old route via St John's with reversals of passenger services at Bedford Midland or even a segregated 'local' Oxford-Bedford interchange at Bedford Midland with 'local' Bedford-Cambridge is not beyond realms of work-ability. Afterall, one call from the Bedford Committee of the 1960's was to run trains into Bedford Midland for better connectivity and boost the cross-country services as a result. X5/905 buses truncate at Bedford now. Whether immediate lag or 10 minutes, it gives people choices whether to break journeys or not. What opportunities could that kind of planning present, especially if the bays were next to existing Platform 1A Bedford-Bletchley line and a new booking hall was built facing down Midland Road pointing towards the town centre? Then modifying the current station layout off Ashburnham Road, more parking demand is likely and so an extra twin-tracks through that compound, seems at odds with that goal? 

What of freight services? That is why reinstating the triangle at St Johns could enable these to go straight by without recourse to Bedford Midland. The only freight needing recourse to Bedford Midland would be north MML-East West tracks and vice versa, considerably less if you adopt the old St John's route instead.

Likewise at Tempsford, we call for physical tracks linking outer slows of East Coast Main Line for wider market reach and range to and from those destinations like Peterborough, Stevenage and East Bedfordshire DIRECT to Bedford and beyond. Likewise a north-east rail link for direct running from St Neots to Cambridge South Addenbrookes - driving is a nightmare, public transport likewise due to congestion, so rail could offer a real choice. Not so if segregation and changing trains in a bleak landscape is the name of the game as is current in designs!

The battle continues, but at least this time, we are offering a painless relief whilst improving on east-west rail connectivity, than losing it to new roads, A428 dualling and Black Cat Roundabout going on now without regards to the railway... Roxton Garden Centre in the frame? There are few panaceas, but our suggestion may be cheaper, may do a better job and do justice to all concerned. Surely it is worth studying? Please make your views known to the consultation: https://eastwestrail.co.uk/consultation

Yours sincerely,

Richard Pill

ERTA Chairman

Support the Guildford-Horsham-Shoreham Rail Link Reinstatement Campaign

ERTA calls on people everywhere to wade in and support the campaign for reinstating the Guildford-Horsham-Shoreham Rail Link. It needs pro-active protection with Government having a role and responsibility but sadly not insisting it be done. The route is under pressure from various development pressures. Meanwhile Binstead shows what you get without investment in the railway - more roads, bypasses and development with yet more traffic turning up at urban interfaces causing congestion and air pollution, but also land used for more parking is land which cannot be used for employment or housing for example. There's a sense these things are not being properly thought through. We need campaigners to join with us and urge councils to come together with resolve that 'the railway must be reopened'. The Wey and Arun Canal project does not have to assume the old railway trackbed, it has other options. Please join ERTA or at least our email loop for more information: richard.erta@gmail.com

Greetings. Letters sent to local MP's calling for the following, are far more powerful than remote hosted emails from people living outside the areas concerned, however caring they may be. If an MP gets a handful of letters, they are legally obliged to at least look into it and take action where appropriate. Therefore we appeal to you and please forward to like-minds - to email/write to the local MP's between Guildford-Waverley/South West Surrey/Horsham and beyond to Shoreham and Brighton. The missing rail link of Guildford-Cranleigh-Horsham-Shoreham is a vital missing strategic rail link for both carrying passenger and freight off local and regional roads.

ERTA has updated its diagram and tables Zoom Meetings which are open to all/please encourage others to attend these.

The next one is:

July 5th 14.00 hrs Guildford and South East Area Meeting Hosted by Mr Iain Sears iainsear22@hotmail.com Please do contact Mr Sear and register your interest.

Currently the route is used as a cycle-way/footpath 'green corridor' but now there's a dual application for turning part of the route to a canal 'Wey and Arun'. This, apart from a broadening of the route, would in our view conflict with the railway interest and other options exist combining existing water courses and new build elsewhere. These applications tabled at Guildford and Waverley must be rejected to keep the rail option alive surely? Broadening the trackbed on which a railway could go, would require lands but could accommodate a railway and perimeter fence with walk-way/cycle-way slewed but accommodated. But a canal would be a completely different animal to deal with.

I attach updated brochure and flyer and welcome volunteers to be found to advocate for the railway at the local level. We do have some members in the area, but Covid has taken a toll and physical meetings will take time to nurture in the new context. You may find perusal of our website: https://ertarail.co.uk/publicity/ useful.

You may observe from our diagram, we want a new direct link between Polegate and Stone Cross. Please again, help protect lands to ensure it can be done and the benefits to all received. Development with a new station on existing lines, does not address the time-taken to reverse at Eastbourne whereas if the direct link was restored in some shape or form, it would enable some Hastings-Brighton fasts and more capacity for London-Gatwick-Resort fasts as well, bringing diverse footfall and spend sustainably all year round.

We appeal to Government to enact measures to:

a. protect rail routes wanted for reopening/reinstatement/select new builds

b. to bring the councils together and bid for funding

c. ensure a rolling programme of rail reopenings is on-going, not just a gimmick with a disproportionate spend on new roads, rather than new rails.

Please do email Rt. Hon Grant Shapps MP, Secretary of State for Transport and the Rail Minister, Mr Chris Heaton-Harris MP to get a nationwide plan and action going to keep options open, especially in a context of laissez-faire development without much responsibility to these vital corridors and links.

Does it make any sense to support Guildford-Woking-Heathrow without a rail link south of Guildford for through trains to once delivered and loaded, to run on to elsewhere including Horsham, Crawley and Gatwick from the south or Brighton via Shoreham and those audiences vice versa? Trains waiting on platforms at Guildford going no-where occupy space other trains could be using, so we do need more options and capacity for diverse rail services and less time waiting at signals. Guided Busways are useless for freight and lock out rail, as the example of Cambridgeshire may well be held up as an illustration: http://www.simplonpc.co.uk/CambridgeBusway.html

Email richard.erta@gmail.com for brochure and flyer pdf.

Update 19-06-21

The following minutes have been submitted to me to redistribute. 

Please contact either David Ferguson or Colin Crawford for any enquiries. Due to restrictions on Covid gatherings indoors, our physical meetings are curtailed and most are Zoom only for the time being. See https://ertarail.co.uk/events/ for details and tap into the relevant host and request inclusion.

Minutes are therefore as follows:

Minutes of ERTA Guildford Saturday 12th June  at 3.00 pm- at The Rodboro Buildings, 1–10 Bridge Street, Guildford, Surrey, GU1 4RY

Present{ David Ferguson, Colin Crawford, Simon Barber, Aliatair Smith (Guildford Society- GS)

1. Appointment of Chair for the meeting was Somon Barber. David Fergusion  was appointed Minute Taker for the meeting
2. The Chairman welcomed members to the meeting particularly Alistair Smith as Chairman of the GS who reciprocated by offering to send copies of various papers and links.
3. Apologies for absence:  Richard Pill, Peter Trevaskis, Cllr

4. Guildford-Cranleigh-Horsham-Shoreham 
a. Trackbed Watch – a general discussion took place.Rushett Farm bridge is closed on a cycle track. Dunsford Aerodrome:planning permission but transfer of ownership from Trinity College Cambridge. The GS is monitoring this case.
5. North Downs Link: Baynards tunnel may need re-boring.There is a problem with the south end of Rudgewick with development on a cutting site. The Guildford Society would like to see a rail reopening to Cranleigh with a branch line to Dunsford firsta

6. Guildford Rail Issues:
The Royal Surrey Hospital is at Grip 3 status for a new station. Burpham & Merrow also a new station. The GS want to increase the Portsmouth line from 4rph to 6 tph and ro 4 tph on the North Dows line and to reduce trains terminating at Guildford except from Effingham
7. Guildford town centre : The GS are supporting  the Council in a total revamps of the town centre which will make it a lot easier to move to the train station.

8. Any Other Business. general discussion.
9. Day, Date, Time and Place of Next Meeting: To be advised.  Members to Liaise directly with theConvenor: Mr David Ferguson: T. 0208 9774181daferguson1212@gmail.com who will  report back to the  EC.

DF/CC 18.6.21

End.

Chairman's Note: The proposed intrusion on the trackbed of the Wey and Arun Canal Project may seem to lock tranquility in, but the flip side if it deters ability for a railway, is that it locks in all growth to go by roads and that in turn will inform demand for road upgrading. The result is more loss of land and countryside with a green oasis rather than getting people onto public transport and enjoying the wider benefits of doing so. Please help by writing to Waverley and Guildford Councils and your local MP.

Great Central Report - pdf with photos available via richard.erta@gmail.com

 

After crossing Olney Lane at SP 5166 7252 the trackbed is part of the Great Central Way, a well-maintained cyclepath and footpath, for the next 3km. The line of the former railway is unbroken north of here until the point that Abbey Street, Rugby is reached, just before the West Coast Main Line.

{…..detail to come on the bit between Olney Lane and Ashlawn Road}

The trackbed runs under the Ashlawn Road overbridge at SP 5159 7319, and from here until the West Coast Main Line is reached at SP 5160 7569 it is part of National Cycling Network Route 41. Continuing just west of north from Ashlawn Road in a deep cutting (Figure 1) the trackbed passes under the footbridge between Pytchley Road and Catesby Road at SP 5148 7394 (Figure 2). After this the trackbed approaches the site of the former Rugby Central Station. The surface has been well-maintained throughout this walkway, but until a few years ago it had been very muddy in places. Much work has been done to improve the drainage, so now we have good walking/cycling surfaces with areas of wetland to the sides (Figure 3). In places the footpath/cyclepath meanders slightly to move around the wet areas on opposing sides of the path, even though the line of the trackbed is very straight (Figure 4). There are numerous access points for walkers along this stretch.

Figure 1 Looking south along the Great Central Walkway, with the B4429 Ashlawn Road overbridge ahead (SP 5155 7353).

Figure 2 Looking south along the Great Central Walkway, towards the footbridge connecting Pytchley Road and Catesby Road (SP 5147 7400).

Figure 3 Looking north along the Great Central Walkway, showing some of the nearby wetland (SP 5145 7406, or close).

Figure 4 Looking south along the Great Central Walkway at the southernmost extent of the raised station platform. It shows how the walkway has been created to meander with vegetation and wetland in pockets on each side (SP 5139 7445).

At SP 5141 7438, shortly before Rugby Central Station is reached, the cutting widens out slightly. I think this was probably railway sidings. At the station site itself, the central island platform is still in evidence, and the footpath/cyclepath is carried along the length of the platform while the trackbeds on either side are mainly full of water and vegetation (Figure 5, Figure 6, Figure 7).

Figure 5 Detail of the wetland that has been established in part of the trackbed at the site of Rugby Central Station (SP 5137 7461).

Figure 6 Looking north towards Hillmorton Road bridge from the platform at Rugby Central station (SP 5137 7461).

Figure 7 A closer look at the platform at the former Rugby Central station. Looking north from the trackbed (SP 5139 7447).

The trackbed passes underneath Hillmorton Road bridge at SP 5137 7464. It is at this point that there would have been passenger access to Rugby Central Station, although the only access now is via switchback footways on the north side of Hillmorton Road bridge.

At various points on this stretch the local Rotary Club has carried out maintenance on self-seeded and dead trees, as well as installing some short stretches of old railway track in order to add to the interest on this section.

Just north of Hillmorton Road bridge the footpath drops down to track level as the northern end of the island platform is reached (Figure 8). The trackbed continues in a cutting towards Abbey Street and the West Coast Main Line, passing under bridges at Lower Hillmorton Road (SP 5137 7490), Clifton Road (SP 5142 7523) and Bridge Street (SP 5146 7535).

Figure 8 Looking south at Hillmorton Road bridge and the northern extent of the Rugby Central station platform (SP 5137 7467).

North of Bridge Street the surrounding land falls away and the cutting becomes shallower. The trackbed passes between rows of houses until it reaches Abbey Street at SP 5160 7570. At this point the trackbed is above street level and this section of the Great Central Way comes to an end. A bridge would have taken the track across Abbey Street and further north across the West Coast Main Line, but the bridge has been removed (Figure 9). It is possible to view some of the bridge supports that are still in place when looking north across the West Coast Main Line from the point at which the Great Central Way comes to an end (Figure 10).

Figure 9 Remains of the bridge taking the GCR across Abbey Street just before it reaches the West Coast Main Line (SP 5161 7570).

Figure 10 Looking at the gap across Abbey Street to the bridge support before the West Coast Main Line is reached by the GCR. Taken from the raised trackbed, at the northernmost walkable extent of this portion of the Great Central Walkway, looking north (SP 5161 7570).

For the pdf with photos please email richard.erta@gmail.com

 

Notes of ERTA Guildford and South East Area Meeting Saturday May 8th 2021 starting 14.00 hrs Host: Mr Iain Sear iainsear22@hotmail.com

 Notes of ERTA Guildford and South East Area Meeting

Saturday May 8^th 2021 starting 14.00 hrs

Host: Mr Iain Sear iainsear22@hotmail.com

Present: Nick Houston, Rob Cooke, Iain Sears, Colin, East Sussex County Councillor, Richard Pill and Margaret Darvill.

1. Apologies for absence: None

2. Guildford-Horsham-Shoreham Rail Reopening/Rebuild: There was discussion with one person saying they may try to widen the corridor to accommodate a railway, a cycleway-cum-footpath and a canal. This was debated a bit, but if can be done, better than no railway accommodation.

a. Wey and Arun Canal Threat Updates: One source said still at planning level, awaiting Environmental Agency approval. Richard explained Simon who was working on the matter was taken ill with a stroke and is therefore out action. ERTA can aim to facilitate Zoom and other gatherings in due course and will aim to notify people of them. We need people to commit to keeping in touch with us also.

b. Getting Councils on board with MP’s: Chicken and egg, which comes first, although bids for the Railway Reopening Fund required MP leadership from the constituency upwards. Richard said we had contacted councils and MPs along the line but mixed responses.

c.  Physical Meetings at Guildford, Horsham and Redhill starts June (dates to be confirmed): David Ferguson was the main contact to keep in touch with.

3. Heathrow Rail Link Progress: Richard reported that some coverage was in Rail Magazine that Secretary of State for Transport Grant Shapps had signalled some support and keeping the door open on it. The result could be a direct Guildford-Heathrow service possibly running onto Old Oak Common Interchange and maybe a new link/tunnel to the Chiltern Main Line for an Aylesbury-Guildford rail arc. How short sighted then not to want rail links south of Guildford to places like Horsham and Shoreham with through running to Gatwick from the south via Horsham and Crawley via Three Bridges for example and also Shoreham for Brighton and vice versa? It was also noted this could alleviate capacity issues at Guildford with trains dropping off/picking up and going onto somewhere rather than sitting on the platforms. The idea of an Arundel Curve was also raised, enabling more for less-than 500 meters and again the avoiding line reinstatement at Eastbourne would only be about 1 mile of track. Fields exist, but height clearances of the main north-south road out of Eastbourne was a concern potentially (see item 4).

4. Brighton-Ashford: Discussion was had on the pros and cons of a direct Polegate-Stone Cross reinstated direct avoiding line to Eastbourne to enable faster Brighton-Ashford services via Hastings and vice versa without recourse to Eastbourne every time. A mix could be looked at and more Capital-Gatwick-Eastbourne direct services lotted in as well. Realignment of the avoiding line would be needed to avoid new development. It may be too late as new development Stone Cross side is envisaged and a new station on existing lines locking in the Eastbourne reversing model. Cllr Colin of East Sussex County Council offered to raise the subject at a future meeting. This was welcome news.

5.  Electrification agendas in the South East pros and cons: The debate on the North Downs lines is whether to electrify and which sort, Overhead or Third Rail and why? Hydrogen powered trains remain an option as well. Electrification could enable Thameslink’s to run to Guildford via Redhill direct as they do from Three Bridges to Horsham.

6. Any Other Business: Richard to email Wealden District Council about it in due course.

7. Day, Date, Time and Place of next Zoom Meeting: July 5^th 14.00 hosted by Mr Iain Sear to whom we thank for his help.

Meeting finished 14.43pm.

ERTA London-wide Pamphlet now available.

The ERTA 8 page London pdf pamphlet is available on request to richard.erta@gmail.com - all welcome/open to all.

Please give it and us your support. 

Together we can make some progress! 

ERTA Newsletter May-June 2021 and Volunteer Opportunities

Despite the gloom around Covid, we had a positive meeting on Zoom yesterday about rail links to and from Northampton. Positive action and moving things forwards on a number of fronts courts Government tiers of all kinds to play ball and reciprocate and ideally give more leadership, direction and targeted policy and resources to nurture modal shift through choice for the benefit of people, communities and the environment. Clear choices exist, it is either more roads with time-wasted congestion and parking conflicts or re-railing and enabling rail to do more beit freight and/or passenger as well. ERTA is playing a key role in seeking to bring people of all walks together and find common ground, work together and nurture those choices we all may wish for on and off the rails. Development and impacts should be a concern to us all and striving to get balances right beyond mere ascetical considerations, should be a top priority. We can't just go on building platforms dependent on the car for everything, we must nurture choice to such lifestyles and make amenities accessible with walking, cycling, bus and rail incentives more.

I attach our newsletter showing what we are doing and have done as well as our summer programme of zoom meetings. Physical meetings may commence with our stall at St Paul's on 5th June in Bedford and unroll as unlock may permit. See: https://www.antiques-atlas.com/antique_fair/bedfordshires_antiques_collectors_fair_st_pauls/af2055 and https://ertarail.co.uk/events/ and register to join our zoom meetings.

On a note about being Bedford-centric, we are reliant on people elsewhere to help make things happen and send us news and captions/photos for us to use on social media and newsletter potential. We can only input what others help to inform, campaigning is about making news, not just passively following it! But with East-West Rail debates - remember in 1986 when we met at Centre Com Milton Keynes and 1987 when we met at The Bell Sandy, no-one was organising rail reopening of an Oxford-Cambridge railway beyond talk individually. Then 1995 the East West Consortium was formed after years of us pleading Councils and Government to protect routes and keep options open. 1997 the Bedford-Sandy part was fully worked up and evaluated and positive to go ahead, but stalled. Now we have a new route which is not as we may wish and indeed have suggested an alternative using the old route can be identified which fits in with a Tempsford orientation rather than Sandy which is screened off with development now. Cambridge likewise, pleaded with Councils not to build Trumpington Meadows Estate across the old railway route, but they have anyway. So we are left with a derivative set of options and dynamics and sadly, the pattern repeats elsewhere too. We want to rebuild a Westminster Team to pursue a national rail route protection legal obligation with incentives to reopen and protect and sanctions if development is allowed to blight strategic corridors. 

For the Brackmills Brochure, Newsletter or Rail Reopenings pdf docs please request email via richard.erta@gmail.com. Hard copies also available. 

Yours sincerely,

Richard Pill

ERTA Chairman

Notes from ERTA Northampton Area Meeting

 Notes from ERTA Northampton Area Meeting

30-04-21 15.00 hrs Hosted by Ms Sara Homer

Present: Ms Sara Homer, Owen O’Neill, Cllr Phil Larratt, Colin Crawford, John Harrison and Richard Pill (Chair).

1. Apologies for absence: None had been received.

2. Brackmills Branch Re-Railing: A statement from Sara was issued as follows:

“Brackmills industrial Estate Branch Re railing Project.

All is quiet at the moment with town Elections and Unitary happening.

I have recently had a meeting with Delapre Abbey, Jonathan Nunn, leader of the Council, the university and a gentleman that works on setting up BIDS across the country. The difference being with this is we are looking to set up a Green Improvement District which incorporates the whole of Brackmills, Delapre Abbey, the university, A new leisure facility which is under wraps at the moment. If this status happens for the area, it will incorporate the Railway line and it may well give us some avenues of funding that we can tap into.

I have sent out the electronic version of our Brochure to all of the businesses on the estate and I have been giving it out to interested parties on and around the surrounding villages around the estate.”

This was welcome news and we wish it success. It was discussed the coming together of interested people and organisation. Special Status and Green Improvement District may leverage special funding which otherwise may not have been available. Key issue is the growth of traffic on the main road feeds to/from the area A45-A43, M1 and A428 which serves Brackmills. A bid for the Railway Study Fund for Bedford-Northampton had been received by the DfT and Bedford Borough may be interested. Some new route between Castle Ashby Estate and Stevington area needs construction anew as old route via Olney is obliterated now. Likewise, the route could be added to the Oxbridge East-West Rail route and be useful for passenger and freight connectivity. Brackmills is a local scheme, serving local need, Bedford-Northampton is an inter-regional scale and amalgamating the two may be a challenge in the future. However, examples of where local services and regional services coexist can be looked at and applied surely. Keeping the corridor clear of obstruction, overcoming the issue of London Road access and elsewhere also needs to be looked at and what special dispensations may be available.

We postponed item 3 until later so someone could join us.

4. Northampton-Leicester via Market Harborough. Some support. Network Rail had done a study a couple of years ago. However, project seems to have stalled and issues like North Westbury Road link lands on the old route near Boughton Level Crossing. The preserved group interest also has a claim as well as utility leisure use like walking and cycling. Maybe a wider definition of the trackbed could accommodate more. New development along the route, without the railway, will exacerbate traffic on A508 and M1 respectively commuting into Northampton and northwards. Freight could also use the line as well as passenger links with Leicester and south of Leicester/East Midlands to Northampton, Milton Keynes and the Oxford links. A new ½ mile section south of Market Harborough would need constructing to link to the Midland Main Line as old route is blocked at the Market Harborough end. However, support from councils and rail industry as well as carrying public with us is required. It offers significant connectivity* (see notes below)

3. Northampton-Leicester via Rugby: Owen O’Neill has pioneered this project and has both received good media coverage and courted MP support. However more Local Council support is wanted and being courted. Owen has met various councils. John Harrison raised the issue of better connectivity and freight as well as Blaby Council potential interest. He flagged up a Nuneaton – Midland Main Line via the Wigston/Leicester direct south curve being utilised. Other discussion was a direct line under the West Coast Main Line for freight and passenger use to avoid Nuneaton and enable faster Coventry-Leicester and vice versa end to end competitiveness with roads for example. * (see notes below)

Richard raised the idea of a direct curve from south of Kenilworth to run direct to Stratford upon Avon from the Coventry direction and vice versa celebrating the regional Shakespeare links and heritage.

5. Northampton-Wellingborough: It was felt challenges were formidable but would link in with MML and Welland schemes. However, priorities it was felt should be Brackmills, Bedford-Northampton and Northampton-Market Harborough. If extra all well and good, but these priorities need our support and interest to keep options alive more.

6. Welland Valley Railway: The project has courted successfully local council interest and support. It would link Kettering with Peterborough via Corby. Peterborough-Leicester and the Melton Mowbray-Nottingham scheme all tie in extra passenger operations and demand feed to each other potentially.

7. Remodelling Northampton Station for trains off the Brackmills Branch. It was felt restoring the bays on what is currently a car park just south of the road bridge south of the station would be one solution and reconnecting the junction with twin tracks to link with the Northampton Loop Lines for further afield business should be looked at and taken into design consideration. Bridges may need renewal and possibly some remodelling.

8. AOB et al: Brackmills Report (above in quotes) downloaded to add to notes. Thanks.

9. Day, Date, Time and Place of Next Meeting is June 25th 15.00 hrs

Contact host: Ms Sara Homer: sara.homer@brackmillsindustrialestate.co.uk

All welcome/open to all. Please encourage interested and supportive to attend. Richard Thanked all present and meeting finished 16.06

cc. Simon Barber/David Ferguson.

Notes:

1. A north-west curve could run into DIRFT to/from the Leicester direction

2. Leicester A46 road upgrade and bypass scheme has stalled, but other schemes and development are in the pipeline. We must keep an eye on such threats where they may impinge on rail reopenings like St James’-London Road Northampton road link which assumed old railway land/Brackmills Branch and scuppering access off GC/new build railway to link with Leicester-Nuneaton lines in the west of Narborough area for example.

https://ertarail.co.uk/events/