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In an exclusive interview with the UK’s leading rail transport journal RAIL (just published) Labour’s Chief Whip in the House of Lords, Lord Bassam of Brighton calls for an urgent review of BML2 and goes on to praise the merits and potential of the project.
He told RAIL the scheme “offers some marvellous opportunities for London’s major airports and introduces greater connectivity between the capital and the bordering counties where many thousands daily commute.”
Fully aware that the entire BML2 project, principally the London Phase, involves significant amounts of planning and investment, Lord Bassam is keenly conscious of the need to get BML2 started as soon as possible. The Sussex Phase is a critical component, because no matter how much is spent on enhancements to lines into the capital, south of the Thames the Brighton Line remains the greatest barrier to growth. He explained: “We need the Sussex Phase to get the ball rolling and provide the capacity from the south.”
He believes the southern phase is sufficiently promising to form the initial stage, particularly as Network Rail’s detailed engineering assessment of 2008 proved there were no obstacles to reopening the route. Lord Bassam told RAIL the project remains “within reasonable funding parameters” and suggest how this might be achieved: “If it was within my authority I would be exploring a longer-term franchise to lever in extra funding, to ensure that the reinstatement formed an intrinsic part of the deal, thereby guaranteeing that we secure the rail connectivity the South East needs.”
Being a regular Brighton Line traveller over many decades, he is acutely aware of its enduring problems – ranging from rising congestion and overcrowding – to unreliability and misery when unforeseen incidents escalate into chaos. He believes this phase “would have a distinctly positive impact across Sussex the day the trains start running.” This is why he is keen to see an urgent and independent assessment – “free from the influence of East Sussex County Council.”
There is equal encouragement for Kent which is often sidelined by the notorious Brighton Line, but suffers just as much from the similarly constrained Tonbridge Main Line. Given the same growth barriers – rising demand on a dual-track line where expansion is impossible – the ease of reconstructing the former main line from London via Oxted into Tunbridge Wells West makes the case robust. And even before the London Phase is determined, both of the new BML2 routes between London and Tunbridge Wells and Brighton/Lewes would immediately strengthen the network in terms of reliability, increased operational flexibility, greater choice and opportunity.
He also praises the “innovative thinking” surrounding BML2’s approach to the London conundrum, echoing the opinions of others that “the project's strengths rest in the use of currently derelict and under-used strategic transport corridors” which, as we know, in the absence of blank cheques and in consideration of economic uncertainties “has to be the way forward.”
He also told RAIL he’s “seen nothing else from the industry or the DfT which equals the benefits of BML2 for the funding required” and this is why he intends doing all he can to move the project swiftly forward. It is his passionate wish that all industry partners such as Transport for London, London Overground and Network Rail should “work together to deliver BML2 for London and the south.” Recently he asked politicians of all parties to put differences aside and work together for the common good.
We know the London Phase will have taken some people by surprise with certain aspects of its ambition, but it’s essential to keep in mind the outstanding benefits this would bring. And there are even professionals who tell us this phase – far from being a daunting challenge – is actually BML2’s greatest strength and have suggestions of their own. For example, it was pointed out to us recently by an experienced London borough transport planner that BML2’s direct Stansted-Stratford-Canary Wharf-Gatwick service would also link into London’s City Airport – something we’d not fully appreciated. It was also explained that London was in reality two cities, being separated by the River Thames whereby any advantageous cross-links are to be eagerly welcomed. Given the enormous strain under which Thameslink will operate through Blackfriars, we concurred that ‘Thameslink 2’ across the developing eastern sector of the capital was a relatively straightforward and valuable opportunity.
RAIL gives good coverage to Lord Berkeley’s insistence that the strategic land at Uckfield’s station site must be fully protected. Despite having no jurisdiction over land not in its ownership, Network Rail remains anxious that any new road scheme incorporates a bridge over the trackbed, otherwise prohibitive costs will significantly worsen the business case – as East Sussex County Council well knows.
RAIL also sought comment from ESCC and a spokesman gave a typically carefully-worded response, saying: “The county council strongly supports rail travel as a sustainable travel option, and has long recognised the benefits of reopening the Uckfield-Lewes line.” But notice – that does not mean it supports reopening the line.
The statement continues: “ESCC has continued to support reinstatement if the economic case could be made, and our Local Transport Plan clearly states that this reinstatement is one of our aspirations.” Of course, ESCC is safe in the knowledge that its latest gyratory road scheme in Uckfield will not only retain the impossible-to-bridge High Street, but will also oblige Network Rail to fund a £20m road flyover should it attempt reopening the line. Mission accomplished.
As for reinstatement being an “aspiration” they’ve been saying this ever since they severed the railway in 1969 with their initial road scheme in the centre of Lewes, whilst their latest Local Transport Plan up to 2026 accords it the lowest-possible priority.
ESCC is not interested and remains hostile – as they have been telling the Wealden Line Campaign for over 25 years: “The County Council cannot assist you”- “No longer feasible”- “It is judged to be unrealistic” - “A dubious venture” - “Reinstatement difficult, if not impossible” - “Inappropriate to hold out any hope for the Wealden Line Campaign’s objectives” - “It is not in the County Council’s strategic transport interest” - “The County Council does not want expenditure to be diverted to the Lewes-Uckfield line.”
These are merely a few examples and this is why the Rail Minister Theresa Villiers should be more careful before signing off departmental letters which say: “It is therefore for East Sussex County Council to decide whether it wishes to promote such a scheme.”
It is also why London, Brighton and the South East should collectively wake up if it wants vastly improved rail services across an increasingly busy and congested region.
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