Wednesday, 18 October 2023

ERTA Guildford-Cranleigh-Horsham Rail Reopening Working Group

15-02-24 Update - All welcome - bring cash to our meetings please!

BRTA Guildford-Horsham Working Party – Saturday 24 February 2024 in the Jubilee Room, 2-4pm business Venue: Guildford United Reform Church Building, 83 Portsmouth Road, Guildford, GU2 4BS Venue W. https://guildfordurc.org.uk/
Venue Phone: 01483-569822 Main Contact Mr Simon Barber T: 0208 940 4399  
E: simon4barber@gmail.com
 
Agenda
1.     Apologies for absence
2.     Where we are at (CEO BRTA Richard Pill/Chairing)
3.     Volunteers we need:
a.     Seeking funding/sponsorship for flyer printing £200 for 500 A5’s £400 A4 on colour gloss – getting into letter boxes starting in Cranleigh first
b.     Volunteers for reliable on-going leafleting
c.      More members help us grow the support base
4.     Local news on what is happening:
a.     Threats to the route – update on old and new
b.     Council courting
c.      Agency/quango/government courting
d.     Need investors for funding preliminary can-do studies.
5.     South Heathrow Rail Link news and a west-north additional curve for Waterloo direction to the airport and if we get our way to Reading/Old Oak Common/Chiltern Main Lines.
6.     Any Other Business
7.     Date of next Working Group: Saturday 15th June – same venue please Simon/same times.
 
Notes:
1.             Please encourage attendance and support for our Public Meeting in Horsham ERTA Horsham Public Meeting – Saturday 27 April 2024 12 Noon lunch – Meeting 1pm
Lunch Venue: Lynd Cross, 1 Springfield Road, Horsham, West Sussex RH12 2PG
W. https://www.jdwetherspoon.com/pubs/all-pubs/england/west-sussex/the-lynd-cross-horsham
Agenda: 1pm open up.
2-2.30 1st speaker (Tiffany Lynch – Director, TPL Transport Planning Ltd) followed by Q&A.
2nd speaker(tbc) followed by Q&A.
Update from us on the Working Group and close 4pm.
Vacate premises by 5pm.
Meeting Venue: Horsham Unitarian Church, Worthing Road, Horsham RH12 1SL
Venue Website: https://horshamunitarianchurch.com/
Venue Phone: Mobile 07717-221520 Main BRTA contact is Mr Simon Barber:
T: 0208 940 4399   E: simon4barber@gmail.com
2.             Note, we are meeting 12 Noon at the local Wetherspoons, setting up from 1pm and business starts 2pm. We need as many helpers/volunteers and unified advocates and recruiters as we can muster.
Public Meeting at Horsham will additionally have Rob Whitehead
Community Engagement Officer (Southern and GX) | Govia Thameslink Railway (GTR)
3.              As a second speaker.

4.             Please always bring cash to our meetings for retiring collection to help pay venue fees and peruse our second hand books and magazines/encourage people to join as  a member. Thanks.


13-01-24 Update

We received this, disappointing and raises the question of Government inter-play by directing to quangos like this who ignore or dismiss schemes such as ours, so Government ducks responsibility, accountability and scrutiny blaming quangos it sets up for the very purpose of avoiding schemes. Environment, modal shift and re-railing should be harmoniously the main agenda, instead we have plurailism and road schemes in the mix still! Things must change, Guildford-Horsham-Shoreham and trimmings alongside Heathrow Southern Rail Link should be seen strategically and worth investing, not long-grassing to never, never lands!

"Thank you for your email dated 4 January 2023. As a sub-regional transport body (STB) Transport for the South East (TfSE) advises Government on the  investment needed to transform our region’s transport system and drive economic growth. Our Strategic Investment Plan (SIP) outlines all the schemes we have identified with our delivery partners up to 2050. The SIP is the culmination of five years technical work which has included extensive stakeholder engagement.

As an STB, we focus on identifying regionally important transport schemes that will deliver our economic, social and environmental objectives. The schemes in the SIP have been selected for inclusion using a multi-criteria assessment framework consisting of over 50 criteria, including when and how each could be delivered.

It was not realistic to include all the schemes that everyone would like, or which were put forward as part of the Transport Strategy and SIP engagement process. The schemes for which you are seeking support, such as the reopening of the Guildford-Cranleigh-Horsham rail link, construction of the Arundel Curve and re-instatement of the Polegate-Stone Cross have not been included in the SIP.  This does not mean that they would not offer benefit or improve the transport system in the south east but that others were better aligned with our objectives. .

We are not considering any additional schemes to take forward at this time as we are now focussed on how we can support delivery partners to progress the schemes that have been included in the SIP.

For those schemes that are included in the SIP such as the service enhancements to the Reading – Waterloo mainline, we are reliant on our delivery partners such as Network Rail as we are not a delivery body. In turn, our delivery partners are dependent on their own funding and decision-making processes. As a result, not all the schemes in the SIP will be delivered in the short term and a number of them may have to be delayed until a later date. Network Rail will be looking at the Reading – Waterloo mainline link in the second phase of their Wessex Suburban Strategic Study. This will include considering  increases in service frequency to meet demand to 2050 and journey time improvements, however, there is no timetable for this study as yet.

We  are in the process of refreshing our Transport Strategy as we are aware that a lot has changed since it was agreed  in 2020, including a heightened focus on decarbonisation, impacts of Covid on the travel market and the levelling-up agenda among other important influences. Following the Transport Strategy refresh, the SIP will also be reviewed to ensure it continues to deliver on our vision and objectives for the south east.

On your request for a contribution to cost of the production of your fliers, like many other Government funded bodies, I am afraid that we are not in a position to offer any financial support for this."


Kind regards

 

Elan

 

Elan Morgan

SUPPORT OFFICER

07849 308518



  


19-11-2023 onwards:

~ERTA Guildford-Cranleigh-Horsham Rail Reopening Working Group~

Notes from first meeting 18 November 2023 at a Room in the Guildford URC Church premises at 83 Portsmouth Road, Guildford, GU2 4BS

 

Present: Richard Pill (Chair), Simon Barber (assisting), David Ferguson (ERTA), Trevor Jones, Tony Newton and Adrian Chandler.

 

1.     Chairman’s welcome: Richard Pill presided in the Chair explaining our stance is for a heavy rail solution between Guildford-Cranleigh-Horsham with amended spurs to serve Dunsfold and Shoreham as addendums and separate study following support for our core rail focus being advanced.

2.     Introductions: We went round clockwise introducing ourselves, our particulars, and stances.

3.     Things to consider:

Of the many things, the following was noted:

a.     Winning over Cranleigh people as important.

b.     Making it clear that a benefit would be the reduction of waiting time in the commute into Guildford and Horsham respectively and wider, further travel by rail opportunities.

c.      A281 and B2128 were seen as important roads the rail could alleviate.

d.     Stations for Wonersh and Bramley and also at Peasmarsh for the Park and Ride.

e.     Getting councils and MP’s needs local people support and emails/letters. ERTA can inform an umbrella for people to work under if they wish. Richard’s role is one of coordination and delegation.

4.     Actions: ERTA to design an open-ended question one side of an A4 with diagram and membership on the reverse – A4 B&W sheet for delivery at first Cranleigh, the Bramley and Wonersh. In that order. £100 gets 1000 ish or 500 colour gloss. It would be issued from February 2024 That in turns can feed for similar at the Horsham end and Guildford itself. Donations and volunteers working together and coordinated by Richard with whom they communicate, is necessary to avoid duplication or waste. An additional thing could be a draft letter people could download and sign and send to MP’s and Councils.

5.     Prioritisation: All of route protection, getting a coalition of political and public support and funding for studies are all important, but given the situation that we are at the start and foothills and a mammoth project needing more people and resources, to make our appeal to the public affected first and then move onto more and greater – the other aspects is required.

6.     The phased approach of Guildford-Horsham, Curves and Straight, Shoreham and Arundel Curves and other related aspects – Dunsfold was tabled - was generally supported although some thing the Arundel curve idea a red herring! The curve heading West direct off the Guildford line would enable direct and relief route to Arun Valley, Portsmouth, and Chichester. Brighton – Reading arc remains a wider regional un-rail-serve direct link, which our route could facilitate if a route can be found.

7.     Any Other Business:

a.     ERTA does not support Canal intrusions, LRT or Guided Busways on the old trackbed needed for a railway. However, there should, with some widening of the route and some flexibility, enable a walk-way cum cycle-way alongside the railway with perimeter fencing.

b.     Other things mentioned was Guildford East and West Stations and one for Merrow. These were in hand we were told. Likewise, support for an extra platforms and track capacity into Guildford is also to be desired and no more land sales to non-rail uses! A Woking flyover was also mentioned. There was support for a Woking-Heathrow Rail Link with an arm to Reading. This would link and follow the current Paddington-Heathrow rail service route.

c.      Emails from Trevor Jones and Tiffany Lynch were read out.

8.     Day, Date, Time and Place of Next Meeting: same venue Guildford URC Room on Saturday 24th February 2024. It was also noted that a public meeting would be held end of April at the hall of the Unitarian Church next to the Bus Station at Horsham: https://horshamunitarianchurch.com/contact/ with a guest speaker to be announced. All welcome, watch this space.

Meeting closed approximately 3.30pm

 

Note: ERTA welcomes people to join, donate money and time and volunteer to help us respectively. The Working Group is open to all who support our trajectory of travel and who want to practically help us as these notes indicate. Thank you.


Local Train to Guildford awaits departure from Redhill 18-11-23

Update 12-11-23

Our working group starts the preliminaries next Saturday and over 2024, we have a goal of making progress to be as organised as we may to startmoving pro-affirma the measure of why and whether to reopen and move out and onwards from there to coalition building to get it done within a 10 year period. 


There's the local, regional and nationwide fit of reopening these rail links and benefits near and far if we do. Reading/Heathrow-Brighton arcing the corridor for one, South Coast to West London and beyond likewise. It needs local authorities to work with us and get on board as well as organisations like Transport for the South East (TfSE). They paint a broad brush and tinker with walking and cycling and bus, but we need additional rail reopenings to give modal choice for modal shift on a bulk measure and that can only happen if existing lines get upgraded and strategic missing links like Guildford-Horsham are reinstated. 


Please consider helping us. Sadly one councillor form the Shalford area has been sarcastic talking about cable cars, but we never flinch that tough choices need to be made, rail v obstacles, modern rails instead of steam but gains as with end-to-end timings and faster acceleration and braking for stations. Has Government or Opposition

got the message and courage to engage positively and not long-grass be deferring to quangos it appoints, to trade reports, hold conferences but delivery falls short of actual pro-rail 'spades on the ground'? Things must change and we need an agency which can inselect and thankfully few cases say "here's the cheque, move please", but councils should not be allowing blight on old rail courses in the first place, so some rectification is required to take these things into account.

Free pdf newsletter and agenda available via richard.erta@gmail.com All welcome.




Guildford-Horsham-Shoreham and arms – a pivotal rail link for modal shift revolution

link for modal shift revolution

Of the many aspects one could elaborate on, the rebuilding with new direct lines and curves of re-railing the Guildford-Cranleigh-Horsham-Shoreham rail corridor could inform the following:
1.     The local connectivity of local main centres with each other, currently only bus and road-based direct access is possible. That puts a strain on local roads (rural and urban) and as development goes in, so will get worse.
2.     The regional rail-base choice, currently not on offers could be:
a.     Reading-Guildford-Cranleigh-Horsham/Shoreham-Brighton arc ‘not via London’, freeing up seats elsewhere, shaving end-to-end timings and enabling more rail-based usage, decluttering roads in a large area.
b.     Guildford-Heathrow Southern Rail (see: https://heathrowrail.com/proposed-route/) which should yes, have a Reading arm, yes have a Waterloo (west-north curve) and yes should be extended to link and bay at Old Oak Common (OOC) Interchange (emergent) as well as direct tunnels to link Guildford/Woking with the Chiltern Lines for direct arc and access by rail to Banbury, Aylesbury and Milton Keynes (East-West Rail) and them audiences to Guildford and south ‘not via London’ freeing capacity on existing lines, making rail use more attractive and relevant for existing and new audiences.
c.      The curves at Horsham should link for direct running from Guildford and points north and west into Horsham and onwards via Crawley to Gatwick from the south via Three Bridges. Likewise, a direct curve to the west would link with the Arundel Valley Lines and South Coast to Portsmouth, Chichester and Bognor Regis for example and a direct line onto the former Horsham-Shoreham line would enable direct, quick by rail transit to Shoreham (a port), Worthing and Brighton from the west. The curve from Horsham to the Shoreham line should also be reinstated and also the south to east curve at Arundel as well to give more flexibility to rail-based operations for people and more freight by rail, cutting local road pressures, wear and tear.
3.     These rail links would enable much more by rail and should be supported by all. How do we bridge between aspiration to full Government support?
a.     It needs studying from a can-do point of view. Engineering, business cases, environmental considerations (gains and pinch points) and alongside this, how it would fit into the wider regional landscape in planning, development and sustainability terms. ERTA is confident it would stand evaluation and be an asset not a ‘unviable distraction’!
b.     Route protection is vital to keep options open and where development has encroached the old line, to consider deviations or if not possible in some cases a ‘here’s the cheque, move please’ approach for the greater benefits and good the rail restoration would inform.
4.     What ERTA is seeking to do:
a.     We have a working party to look at small and fine details and what can be done and to nurture towards local government, MP and other support who in turn may adopt the project and take it on to a higher level of appreciation and move the agenda on to delivery not mere talk of a ‘nice’ idea.
b.     We facilitate the working group and also public meetings to bring people together, let them join, have their say and be educated as to what the rail link (relevance) could mean for them.
5.     ERTA is a voluntary membership-based association and welcomes people and organisations to join and be involved with us. We are always seeking speakers (providing they bring their own equipment) to give illustrated talks at our meetings in Horsham and Guildford. Membership helps resource our work and activity and that in turn raises up the profile of the rail link aspiration to ever wider audiences.
 
ERTA Membership Form 2024 Onwards – Join or Renew
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Please send completed form and payment to ERTA Membership:
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Membership Payment can also be done on-line via our website: https://ertarail.co.uk/become-a-member/
Bank Details are Sort Code: 40-45-27 Account Number: 92086808





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Location: England, UK

Monday, 2 October 2023

ERTA Northampton Public Meeting 30th September 2023 Success!


 

Public Meeting reflects both interest and concern over potential rail enhancements and how best to do them incorporating the Brampton Way ‘Green Corridor’

ERTA gathered people at a public meeting to discuss and explore public transport issues in and around Northampton Saturday 30th September. Despite the set-backs of strikes and disarray of buses, we were pleased locals turned out for us.

ERTA is aware that Northampton like many towns has a congestion and air pollution problem and as development goes in, so that will exacerbate, impacting the quality of local peoples lives.

 

It is our view that national and local policy should be geared to fostering local rail reopenings and rail-based solutions. We have unearthed under Freedom of Information (FOI) a study into rebuilding a Northampton-Market Harborough (N2MH) railway, which could offer rail alternative transits between Northampton and Leicester of just 35 minutes competitive to lure people out of their cars.

The Interim 2020 Network Rail study into N2MH reopening needs to be updated and completed. ERTA calls for this. Rail Magazine Edn. 991 6 September-19 September pages 8 and 9 state clearly Network Rail’s West Coast South Strategic Advice (WCSSA) says “HS2 won’t fully resolve WCML capacity issues.” This should be a springboard for ’spades in the ground’ now including extra tracks along the Northampton Loop and new addition through rails and platforms at Northampton Station. Precise details need studying, but ERTA’s call is to embrace potential, not throw it away.

Speakers included Mr Andrew Meaney of Oxera on financing and business cases, Peter Doveston from Northampton Streets Campaign and Professor Andrew N. Williams on the study for reopening the rail link.



ERTA held a public meeting at Northampton on 30th September 2023 at the Northampton Quakers in Wellington Street, Northampton. Despite a nationwide rail strike and bus networks overcrowded and, in some disarray, (fragmented privatised industries means a lack of joined-up-consideration with extra buses laid on for example), so people had to use what is available. Some 17 people came and heard presentations from Mr Andrew Meaney from Oxera on business cases and the funding of rail schemes and his illustrated talk was an interesting contrast between the state of the financing of the railways in the Beeching era and that of today and subsidies. However, we wish to avoid the comparison whereby closures were thought to save money, there being no money for investment to modernise and save medium long term. Now, government dithers and tilts between a roads only future and a fragmented rail landscape with part private and part public involvement and virtually leaderless whereby a single voice speaks and champions rails and rail users market share. Moreover, the business models of maths, engineering and science are all very well, but surely other values and evaluations like people before profit, arts and humanising what we do. Closure of ticket offices, disenfranchising swathes of users, in the name of modernisation and ‘efficiency’ in accountancy terms, must be balanced with the moral value of ‘the right to travel’ and what environmentally is best?  
There then followed and the meeting was chaired admirably by Mr Peter Doveston who leads the Northampton Streets Campaign which arcs walking, cycling, buses and rails from a grassroots level upwards for a better deal for the people of Northampton. Peter was able to ameliorate concerns of impact such a new railway between Northampton and Market Harborough may inform like whether relocation or realigning in a widened ‘green corridor’ the Brampton Way (public footpath and cycle way) and keeping the preserved Northampton and Lamport Railway as well as single bore tunnels and much more.
Professor Andrew N. Williams then spoke eloquently of the study he had unearthed following a Freedom of Information enquiry and the 2020 study showed the benefits of reopening like a 35-minute Northampton-Leicester rail transit for passenger services and how a link at the Market Harborough end could be done. The new Northampton Rail Freight Depot and DIRFT at near Rugby could both be beneficiaries removing more lorries from local and regional roads like the M1 and A508 for example. If we do not embrace the railway option, more development going in now, will exacerbate some of the highest congestion and air pollution in the country and likewise, if we do not embrace more tracks for more trains on the West Coast Main Line inclusive of the Northampton Loop, then true modal shift, let alone current growth of existing lines, will be stifled with roads being widened, where does this traffic end up? At urban interfaces! You cannot build your way our of congestion, but you can inform more rail choice, if we all support and act now to retain that option. No reopening is trouble free, but examples like Ebbw Value in Wales and Borders Rail in Scotland shows reopenings have exceeded expectations and forecasts and Northampton-Market Harborough (N2MH) is no exception. On the one hand you have Oxford-Milton Keynes Central inform potential consideration for more tracks between Bletchley and Milton Keynes Central, but to be able to commute between Oxford-Milton Keynes-Northampton-Leicester and vice versa, local and regional options currently only road served.
ERTA will continue to build a team and chip by chip engage as we may and yes, the pinch points like the Northampton Northern Link Road which crosses the trackbed at Boughton, how the preserved railway can be retained and how the width of the corridor can be widened to incorporate ‘interests’ as much as reasonably possible. In Lewes, East Sussex, they put their cycle-walk-way alongside the A27, which is really where such alternatives belong x every motorway and trunk road surely? See https://www.theargus.co.uk/news/23445960.a27-work-complete-cycle-path-built-east-lewes-scheme/ You can have a route alongside a widened railway, or alongside A508, but the idea that you can only walk on old trackbed, is a belief too far, sharing is an investment in all of us and the railway would protect land which otherwise will be developed with widened roads and congestion proliferation the end result.
The meeting went well and we hope to build on it. ERTA needs more willing volunteers to help with organising meetings and practical considerations like light refreshments, lifts from stations and ensuring the smooth running as much as possible. On a personal front, I do not rule out more meetings in Market Harborough and Leicester, but it depends on more willing volunteers, costs-income and translating to the Working Group to be self-sustaining, self-perpetuating, and able to stand on its own feet.
On Air Pollution in Northampton see: https://www.northantslive.news/news/northamptonshire-news/northampton-people-indirectly-smoke-189-8168681 This is just a law of averages, other towns like Bedford and elsewhere have their fair share too. Only re-railing can offer the modal choice to people and goods, even a 10 % shift nationwide would make substantial benefits and savings (preventative health for example) and yet Government seems in complete denial of this. Let us hope before, during and after a General Election, let alone the Climate Emergency, our elected leaders start to level up towards cleaner air, less congestion and getting UK PLC back on track!

Suffice to say I note Roade has got its bypass (A508), Parish Council dismissed the idea of a railway station… as the area grows, so the need becomes ever greater and we call for a. let the people decide in a vote and b. think again… think rail!


 

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Location: Northampton, UK

Thursday, 21 September 2023

The Mayor of London refuses to address the impacts removing the Day Travelcards affecting the disabled, refugees, victims of crime, digitally excluded, etc.!

Update at 21-09-23

The paper Day Travelcard shall remain to be the most important ticket, I suggest that he read the equality impact assessment from the mayoral decision page.


The links to the equality impact assessment documents

The information is quite detailed and it will affect various groups of people, especially the disabled as some are unable to get a freedom pass due to their location (outside of Greater London) or the eligibility criteria by the London borough council which I find discriminatory.

The Oyster and contactless PAYG is not suitable for the disabled people because they have to wait longer at stations for assistance, and they get hit with maximum fares for staying over the maximum journey times. Geoff Marshall explain about it on his YouTube video which starts 10 minutes in.


An organisation named Inclusion London also tweeted their concerns about the removal of the Day Travelcard affecting the disabled people.


TFL stated on their website: "We will not give a refund if you have already claimed 3 maximum fare refunds in the same calendar month."


This shows that the Oyster and contactless PAYG is not suitable and is discriminatory for the disabled people, and they prefer to use the paper Day Travelcards, especially with their railcard discount for themselves and their companions.

Also, I believe this is against the Consumer Rights Act 2015 in terms of hidden charges.


I hope the information helps.



Hello

I wish to bring the issue to your attention.

Very recently, the Mayor of London has recently answered a question submitted by the London Assembly member named Caroline Pidgeon about the impacts on the removal of the Day Travelcards where people who had their cards and smartphone lost or stolen and they are unable to travel on public transport as the cost of a new Oyster card is £7 which is non refundable, and they had to wait for their replacement cards to arrive in the post. This will certainly make travel expensive and harder for various groups of people including overseas tourists!

The questions and answers:

Question
Withdrawal of the Day Travelcard (1)
With the withdrawal of the Day Travelcard, how can Londoners who have been victims of certain crimes, such as people who have had their wallets or smartphones stolen, make use of TfL’s services, including buses which are cash-free, whilst they await replacement bank cards or Oyster Cards?

Answer
Date: Tuesday 19 September 2023
The withdrawal of the Day Travelcard will not have an impact. Customers can continue to buy paper single tickets using both cash or bankcards at our ticket machines.


Question
Withdrawal of the Day Travelcard (2)
With the withdrawal of the Day Travelcard, how can passengers who use concessionary cards such as the Freedom Pass or zip cards make use of TfL’s services, including buses which are cash-free, as they wait to receive their replacement card?

Answer
Date: Tuesday 19 September 2023
The withdrawal of Day Travelcards will have no impact. Customers waiting for a replacement card can use contactless to pay as you go, get an Oyster card to pay as you go or buy a paper single ticket.


I'm appalled with the answers by the Mayor of London, the withdrawal of the Day Travelcard will catastrophically people, especially tourists (both overseas and domestic), and vulnerable groups including victims of crime, refugees, digitally excluded, the disabled, people fleeing domestic violence, etc.

He did not even address issue regarding people who have no Oyster or contactless card to travel on London's buses as they are cash-free.

On the Mayoral decision page linked below, please scroll down to the 'supporting documents' to read the equality impact assessment and the supporting documents for more issues raised in regards to the withdrawal of the Day Travelcards.


Recently, the Campaign for Better Transport has launched a campaign to pressure the Mayor, TFL and the government to retain the Day Travelcards. But they missed out a vital issue which had been raised to the Mayor of London.


I recommend that you contact your Member of Parliament about this issue, and please raise your concern directly to TFL and the Mayor's office about it!


Please get this shared far and wide, the withdrawal of the Day Travelcard is absolutely concerning and it will make travel in London much harder for vulnerable groups. The Day Travelcard is a very important ticket and it must be retained at all costs! https://members.parliament.uk/members/commons
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Location: England, UK

Wednesday, 20 September 2023

Evaluating sachemes - interim update 20-09-23

28-09-23

re: https://www.dailymail.co.uk/columnists/article-12567891/PETER-HITCHENS-HS2-Low-Speed-One.html

I don't usually agree with the politics of Peter Hitchens, but I think here, he has a point. If only Reversing Beeching was pitted alongside or instead of HS lines and a referendum to let the people decide, maybe region by region and have a nationwide approach? In any case, it has been poorly managed from a great height! All eggs in one rail solution basket and now whether delivered or not, still leaves many a glaring gap with shorter journeys and connectivity being a life-line to outlying areas and town with coordinated buses. Localised sourcing of small scale freight by rail like post, pallets and parcels, should be a nationwide push and the government, if it took the environment seriously, would give equal subsidy to it as per Bridgewater (Car Batteries) and Cowley (Electric Cars). ERTA will keep on, keeping on. But the rail fraternity is divided around these issues and some calling any who disagree with HS 'buffoons'; we don't stoop to that level, but the process of dumping development in the wake of say East-West Rail (Oxford-Bedford-Cambridge) misses the point, whereby yes some additions with stations but swamping with 150, 000 'new towns minus infrastructure' is not to do the rail or locations any balancing justice. In any case, the queue is on first time homes and lower income brackets seeking somewhere to live, whereas semi-detached upwards of £350, 000 starting price alienates the majority if the wages do not match the costs and deficit of transport.


Join us for our meeting: 

Agenda of Northampton Public Meeting 

Saturday 30th September 2023 from 2pm at The Northampton Quakers, Quaker House, Wellington Street, Northampton NN1 3AS https://www.quaker.org.uk/meetings/northampton

1.    Chairman’s welcome

Andrew Meaney, Partner in Oxera https://www.oxera.com/

2.    An economic and finance consultancy. Andrew will be speaking around ‘‘Rail funding, and effective business cases”

3.    Questions and Answers (Q&A)

4.    Peter Doveston of Northampton Streets Campaign

5.    Questions and Discussion

6.    Northampton-Market Harborough Rail Link – outline and discussion

7.    Motion for an ERTA Umbrella Working Group to be set up to bi-monthly meet at Northampton to forward the rail agenda.

8.    Any Other Business

9.    General Mingle and Chat.

10. Finish 16.00hrs, out by 17.00 hours 

All welcome, admission free.

I spotted this: https://free-3733520.webador.co.uk/ 

What do people think? Is it viable, a goer? From a point of view that all closures were wrong, yes, from a more likely than not, marginal? Yes, we need more and to up the game, but I'd have thought Witney comes first in the league before this scheme? However if more interest was emanating from the Government, the balancing of subsidy to car and road building if commuted to reopenings, could inform more than the trickle tokenism we see at the moment. At this rate, Gloucester-Hereford via Ross-on-Wye looks plausible. 

I reckon as a layman, the pull of Ross, is such that even a terminal branch to the edge of Ross Parkway style, could fill trains easily. But is some cases, we need a third-party agent which says "here's the cheque, move please" as 55 years of neglect, means breaches inevitable and so reclaiming or realignment is required in many cases. 

On the HS2 saga, I have never heard of any compare and contrast study between rebuilding the Great Central with Woodhead and HS2 in terms of cost comparison, upheaval, relocation and so forth. It seems Birmingham and bolting for HS Network without much regards for anything else. 
We have seen recently WCML capacity issues will remain at current levels of demand, new or environmental modal shift back to rail, will mean a demand to widen our railways with new tracks for more trains - Bletchley-Milton Keynes Central and Northampton cited. However, the delay, lag and non commitment to delivery/the plan now, is a key concern. 

On Northampton-Market Harborough rail reopening, we have a. unearthed a study making a thorough case, b. are now gathering professionals to support it and c. take it forward to next stages. I thank and credit Professor Andrew Williams for his lead on the matter. If you can give support and attend the Northampton Public Meeting, so well and good. https://ertarail.co.uk/events/
Thanks very much for your interest. 

East-West Rail has taken over 35 years, 10 years should be the norm. Help make it so please. The 2019 consultation did not include the original route east of Bedford via St John's and whilst propaganda says "built over", in the name of a new railway, the instigators want upwards of 60 houses for their new 'non threat' rail course! 

It is ERTA's view that cost and upheaval could be reduced if our proposed route was considered, worked up and supported. Alas, argie-bargie seems the order of the day and every delay only bumps up cost and fatigue. 

ERTA does provide a voice, but needs more volunteers for both existing and new demands. If you want to explore more, please offer to be part of that answer to prayer!

Again, there's a push for an Ely rail bypass to speed and enable more freight by rail from East Coast Ports etc, but pressure is then cascaded to March-Peterborough, Peterborough-Leicester, Leicester bottlenecking and Leicester-Nuneaton. Clearly we need relief lines, which means new-build. Yes, we need Ely, but March-Spalding and a new A14 parallel passenger and freight line is also needed with an arm to Northampton for the A45 alternative.

On Leicester, Melton Mowbray-Nottingham via Old Dalby needs a rebuild to link with Nottingham Midland, nothing is easy or cost free, but if we want capacity through Leicester, that and what a Knighton-Burton upon Trent-Derby et al could do for freight all needs to be evaluated and considered and progressed incrementally. 

Together, we can foster progress, but for some of us, it seems much is cascaded to future generations to unpick the mess bequeathed to them and that both costs and raises the question whether they will apprehend it or bypass by other means-ways like we can only speculate on? But for my money, conventional heavy rail, able to handle people and goods like HS1 does, is the way to go, not segregated lines or hyperloop. The adage that Cambridge can get you to Mars but not Oxford by rail, may have been mitigated by such a future time, but if you take environmental and land use concerns seriously, one cannot but be saddened by the waste occurring amidst dithering and failure to put basic rail access first.
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Location: England, UK

Saturday, 9 September 2023

Network Rail's West Coast South Strategic Advice (WCSSA)

12-09-23 Please come and support us at the Northampton Public Meeting 'open to all':

ERTA Northampton Public Meeting:

Saturday 30th September at

The Northampton Quakers, Quaker House, Wellington Street, Northampton NN1 3AS https://www.quaker.org.uk/meetings/northampton

2pm-4pm (core time) with Guest Speakers:

Andrew Meaney, Partner in Oxera https://www.oxera.com/

An economic and finance consultancy. Andrew will be speaking around ‘‘Rail funding, and effective business cases” followed by

Peter Doveston of Northants Streets Campaign

There will be a Question and Answer (Q&A) time followed by a Discussion on reopening the Northampton-Market Harborough rail link followed by a general rail and transport discussion, general mingle and sales stall (old magazines mainly). Please bring cash with you.

Further comment: Professor Andrew Williams 07923489254 anw@doctors.org.uk or broader comment: 

Mr Richard Pill ERTA CEO richard.erta@gmail.com

A retiring collection will be available. Please invite others and help spread the word. Parking is limited. All offers to help get people there and support on the day welcome. Successful meetings can inspire other to get involved. Northampton-Market Harborough rail needs a dedicated team!

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

re: https://www.networkrail.co.uk/wp-content/uploads/2021/05/West-Coast-Main-Line-South-Capacity-Enhancement-Plan-v1.0.pdf

This report was not communicated to ERTA and not me in particular. Unsure if the link tallies with the named report featured in Rail Edn. 991 Sept 6-Sept 19 2023 pages 8-9 or an update? If 2021, was it delayed due to Pandemic or like 2020 Northampton-Market Harborough rail study, suppressed? In the case of the latter, it was only unearthed by my ERTA colleague and Patron Professor Andrew N. Williams via a Freedom of Information request. The report is comprehensive and shows a real case and can-be-done project, which could have been forged ahead as an investment in all our futures as a levelling up project 'around the regions' linking as it would and complementing East-West Rail with Leicester and East Midlands/The North and also the Peterborough link to Felixstowe and the East Coast for example. Taking cvars and lorries off local and regional roads through more choice, a win, win, for the environment, land use and reducing pollution, informing sustainable new investment and benefits for all, on and off the rails. So why was it suppressed until now or rather not reported until now?

According to the Rail Magazine reporting of it my reflection is:
1. HS2 may help with some capacity, but is not a panacea and has been over-egged on wider impact capacity wise terms. 
2. Besides, new links/reopenings to enable more by rail are needed and this study shows why Northampton-MH (N2MH) is a key candidate with many benefits.
3. The report goes on "too many trains, not enough tracks"
Capacity for existing trends fine, but any modal shift to rail, will demand more. What does that growth look like?
a. modal shift, with public health and environmental benefits.
b. new flows of business and commerce under-girded by a sustainable means for shifting people and goods, off local roads.
c. recovering ground lost thanks to the closures, of people and goods back to rail, we need infrastructure and services.
4. Network Rail's (WCSSA) - 340 page report cites known capacity demands, which is? But new demands now and going forward plus unexpected increased demand for modal shift/transport collapse if costs of logistics make by rail - if rail can rise to the challenge - means we need diversity of tracks and trains, speed it not a panacea per se unless you tackle volume and flows unserved by rail which would be if the closures had not of been so drastic. Can we learn lessons and stop the rot on closure of ticket offices, price-managing demand off rails and denting public health and environmental well-being in the broadest sense?
5. The article goes on "To fully unlock the benefits of released capacity, strategic investment will be required between Milton Keynes and Bletchley." Laudabl;e, but work needs 'spades in the ground' now, not 2050 (assumed long-grassing measure by power deferring responsibility but increasing costs, risks and liabilities if any complain posthumously). Moreover we can note:
a. East Croydon/Gatwick-Watford-MK Central Station services cut back to Watford because of pathing capacity constraints now.
b. In a short space of time, Oxford-Milton Keynes services will want to traverse the 2-3 mile distance off the Bletchley Flyover to Milton Keynes Central Station, where through tracks and baying capacity is premium. 
c. I attended a meeting where it was put forward a direct curve from the east off the Bedford-Bletchley Railway for direct running into Milton Keynes Central Station was envisaged for people and goods as a cheaper option to new-build a new Bedford-Northampton rail link, which needs a new 10 mile new-build between Midland Main Line and Great Houghton across remaining and diminishing countryside amidst unsustainable, expensive piecemeal housing encroachments. ERTA has blown the whistle many times, we need councils and officers to talk to us, work with us and together with NR, Great British Railways, DfT and Treasury and other agencies (too many at cost not delivering!) means like with NR's WCSSA Report, they should have consulted us as stakeholders interested in getting things done in a timely manner. That means pre-planning, that means case, support and route management in one framework, not fragments, asking development consideration one hand, but plotting around to  both hedge bets against the odds and scupper off main line capacity enhancements as the Bedford-Northampton-Market Harborough twin packaged rail links would engenda.
6. On the Bedford-Bletchley curve element, for direct running of freight and passenger operations heading north-east respectively, you have to understand that it would be considerably troublesome:
a. lack of capacity between Bletchley and Milton Keynes, leaves the door wide open to do nothing on Bedford-Northampton amidst blighty, whilst knowingly advocating more trains without major expansion of tracks, trains and land-take?Does it square? We need definitive answers now and a map of intent of where it is going so we can rally around and ensure some progress is made within a 7 year time frame.
b. Whether bolted on to the flyover or under and 90 degree curve (not viable?) across currently used sidings -m Bletchley needs them now and going forward, keep shifting and longer delays for relief support service trains and maintenance? Maybe a new depot east of Bletchley at Swanbourne could offer some relief and capacity, ditto neglected Forders Sidings could also do more off main lines for servicing and storage for example? 
c. Northampton2MH offers integrated service if capacity can exist, but even if Leicester-Northampton (twin northern facing bays off Northampton Loop as an interim facility) it enables Oxford-Leicester via principal MK City and Northampton (large population) and gains by taking on in real modal choice terms A43, M1, A508 for example and modal shift by more accessibility rail-based solutions and local-regional combined use of same tracks and strategic gap plugged.
d. Freight by rail, a west to north direct curve and additional tracks on the Northampton loop line, would enable Felixstowe/East Midlands/The North to Daventry International Rail Freight Terminal (DIRFT) and vice versa, has clearance status. Likewise, the new Northampton Freight Depot, taking more lorries off major road networks through choice and physical tracks enabling more.
e. Northampton Castle Station needs a new-build, more through tracks, more platforms and diverse rails. The Brackmills Branch, long called for, could be re-railed to London Road with a triangle adjacent to Towcester Road Bridge. This could serve as a southern waitover 'off through tracks' for passenger and freight use, as a turn around for any steam hauled services from anywhere or just loco shutting off through tracks. Point is, multiple uses, plus the Brackmills and Bedford arm having rail-based access (competitiveness and inclusion) plus, reducing the A428 Bedford Road entails, has to be weighed with level crossing delays or less congestion on roads aggregately with rail choice and access enhanced? Choices, but can be promising if we see the bigger picture surely? ERTA does and calls on professionals, elected representatives and the public to work with us constructively in the greater good interest; our nation, our environment, our people and our railways!
7. Routing Oxford-Leicester via Bedford misses out City of Milton Keynes and Northampton, is a long way round albeit off WCML and getting through Bedford Midland without 6-tracking will be another Bletchley-MK bottleneck and again, needs a rethinking with expansion and widening in mind, all costly, but necessary if we want modal shift, more trains and the tracks they rely on. 



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