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East Anglia Branch News - Snippets Issue 74 - 09/10/2001

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News from the East Anglian Branch of Railfuture, Edited by Martin Thorne and Jerry Alderson.

Railfuture News Snippets 74 - 09/10/2001



The Mid-Suffolk Traveller's Association (MiSTA), which is the Rail users' group for the Ipswich-Thurston-Cambridge/Peterborough line, are holding their AGM on Saturday 20th October 2001 at Bury St.Edmunds Town Library at 14:00.


CHUMMS - A14 CORRIDOR STUDY
Regional Planning Body backs guided buses on the St.Ives rail line

On 2nd October 2001 the regional planning body met and, unsurprisingly, gave their backing to the CHUMMS recommendations, which were supported by Cambridgeshire County Council, as reported in [Snippets 73].

The panel backed the council's suggestion that the guided busway should be extended to Huntingdon, and called for the rail line between Felixstowe and Nuneaton to be upgraded. The panel's comments now go to the Eastern Region Assembly.

Cambridge councillor explains reasons for backing guided busway

In the Cambridge Evening News on 5th October, Labour councillor Martin Ballard gave reasons - not necessarily valid ones - why the guided busway was being reluctantly backed by the local Labour councillors, despite their stated preference for a rail-based solution:
* no rail-based system will be up and running within an acceptable time schedule
* Railtrack insists that projected new rail traffic north of Cambridge prevent sharing the stretch of line with local transport
* that the guided bus is the only practical option "on the table"

Cambridgeshire County Council decision to back guided busway to be scrutanised

Cambridgeshire County Council's decision to support guided bus has been "called in" under the new scrutiny procedures (the first time that the scrutiny committee have acted). A special meeting has been arranged to deal with this on Thursday 11th October 2001 at 10:30a.m. in Shire Hall. Members of the public may attend, but it is not apparent yet if they will be allowed to speak. Click HERE for meeting agenda and associated documents.

The committee may choose to refer the matter back to the Cabinet for reconsideration. In this case, the Cabinet would be required to meet to reconsider its decision within ten working days.

The recent collapse of Railtrack - which showed no support for rail but strongly supported the guided busway option - and replacement by a non-profit making trust committed to enhancing and expanding the rail network may offer the council a face saving excuse to reconsider its decision.

Please send an email by early Thursday to the Committee Chair, Councillor Maurice Leeke, on [Maurice.Leeke at cambridgeshire.gov.uk] with your views on the issue of guided bus versus light/heavy rail.

The council produced a comparative table of heavy rail, light rail and guided busway. Click HERE to read it. The arguments are severely flawed:
* all patronage figures based on people living in the A14 corridor, completely ignoring regional travel 
* assume that there would only be paths on the main rail line for two trains per hour
* assume that light rail would only be two units long, despite other tram systems being up to 5 units long
* trains would only run at 55mph, with track built to support only 75mph running
* there would only be three rail stations between St.Ives and Chesterton.

The comparative table suggested that there would only be 7,000 heavy rail passengers per day, 12,000 light rail and 20,000 for buses. They calculated that 10,000 rail passengers would be needed per hour to be economically viable. Diverting regional rail services such as Stansted to Birmingham via the St.Ives line - which would not require any extra trains, staff, fuel - were totally ignored.

STEER announce survey results from public meeting in Cambridge

During the CHUMMS public meeting in Cambridge on 27th September, the public were asked to fill in a survey form about the proposals. Only 24 people filled in the forms. STEER have now announced the results:

  * 96% said public transport must come before road improvements
* 83% were in favour of stringent demand management
* 87% wanted public transport provided/initiated/decided by the public sector
* 83% wanted revenue from road-user charging to be ploughed into public transport
* 63% agreed that more roads would not be required if a serious effort were made to shift freight to rail.

The last question suggested that the "Guided bus is the most flexible and suitable system for public transport in Cambridge area". No-one (0%) strongly agreed that guided bus was best and 8% broadly agreed, whilst 17% were undecided. 29% broadly disagreed and nearly half - 46% - strongly disagreed that guided busway was best solution.


RAIL AWARDS
Anglia Railways named best train operator in CycleMark 2001

Keywords: [AngliaRailways]

Anglia Railways has been named 'Best Train Operator' in the 2001 CycleMark Awards sponsored by the Strategic Rail Authority and managed by the cycling pressure group 'Bike Rail'.

According to the SRA, Anglia Railways "has shown continued commitment to cyclists over a number of years. Its record began with modifying trains to carry bikes; offering cheaper bike fares on local lines; and launching the innovative cycle rescue scheme - a form of breakdown assistance for cyclists, free to cycle ticket holders. It has continued the momentum, becoming the first train company to work with the Rail Passengers Council to install cycle parking at all of its stations."

Additionally, Jonathan Denby, Anglia Railways' corporate affairs director (who spoke at Railfuture's Norwich 2001 branch meeting [Note from webmaster: and would return on 2004/2005]) has been commended in the 'Best Individual' category for his positive attitude and work as a strong advocate of cycle-rail integration. The awards are being presented by The Rt. Hon. John Spellar MP, Minister for Transport in a ceremony at Marylebone Station, London on Thursday 11 October 2001 at 10:45.
Anglia Railways press-release: http://www.angliarailways.co.uk/latest-information/news-detail.asp?id=222.

March station - operated by Central Trains - won the award as "best station". The SRA said it "is a model station, which works in partnership with Central Trains, Railtrack, Cambridgeshire County Council and SUSTRANS. Well thought-out infrastructure improvements have been implemented, including a new link from the station to national cycle route No. 63 (March to Wisbech) and twenty new cycle stands adjacent to the platform and the station entrance. A new disabled ramp allows passengers to comfortably wheel their bikes into the station.


MULTI-MODAL STUDIES
Norwich to Great Yarmouth (A47) multi-modal study call for improvements to rail services

The Norwich to Great Yarmouth ("n2y") study chose not to recommend improvements to rail infrastructure, believing them not to be the best use of available funds. However, the preferred plan did recommended half-hourly train services between Norwich and Yarmouth and Norwich to Lowestoft. They also call for new trains, station improvements and more direct rail services to London and Cambridge.

The study made also suggested that consideration be given to a rail interchange station at Postwick, to the east of Norwich. However, this was not part of the preferred plan.

Comments can be sent to Norfolk County Council, MMS, Planning and Transportation Department, FREEPOST, NC22093/8, Norwich, NR1 2BR. Alternatively email p&t@norfolk.gov.uk. Responses by 21st November 2001.


RAIL MEETINGS
Railfuture's Rail Users Conference called for competition for Railtrack to achieve enhancements

On 6th October, only hours before the dramatic news that Railtrack would be forced into administration by the government - and without any prior knowledge - Railfuture called for the infrastructure business must be opened up to competition to to force down enhancement costs and allow more new rail schemes to be constructed in a shorter time frame. Because of the cash crisis being experienced by Railtrack, it would be in the interest of the industry and benefit rail passengers and freight users in the long term.

Railfuture said that Railtrack should be restructured and converted into a Trust company, thereby all profits made should be reinvested in developing and expanding the rail network rather than profits being passed to shareholders. In view of the tremendous growth expected in passenger numbers in the next few years the Government must restructure the Railtrack business as soon as possible.

Adrian Shooter, managing directory of Chiltern railways had earlier told attendees that Chiltern were taking over infrastructure improvements themselves including platform lengthening (6 to 8 coach lengths) at Solihull, Warwick, Bicester amongst others.

Railfuture members proposed ways of providing funding new rail lines

Peter Lawrence introduced the session by saying there were no magic solutions to the funding issue. He suggested that possible ideas might be PFI, PPP, local or business taxes or EU funding and asked for comments on these. He stressed the need for a proper rail strategy so that new work was identified and priorities established. Comments from members were:

  • It was vital to streamline the process for rail schemes, the current high cost and long time scales to develop projects would deter private investors and local authorities.
  • Railtrack needed to control costs of projects, again large increases put people off.
  • Some form of competition for Railtrack was proposed. For example the East-West route could be handed over to another company to develop. If they could do it cheaper, it would put pressure on Railtrack to review their own costs and methods.
  • Although private construction companies could provide good competition to Railtrack in developing schemes, they would need help in putting a business case together, especially on the number of potential users. Data from recent new stations needed to be shared widely within the rail industry.
  • Some TOCs considered money spent on extended station staff and ticket office hours represented good value, again information should be shared.
  • Successful small projects were essential to regain confidence of the Government and the private sector to invest in rail.
  • Members felt that the E-W rail link could cover it's operating costs but would need a grant to build it. It was noted that if the Government believed there was demand to justify a new road along a similar route, there should be a good case for a railway.
  • It was noted that the CTRL was being designed and built with little input from Railtrack and was currently on time and within budget.
  • Government tended to view money spent on roads as investment, but money spent on rail was a subsidy and therefore bad. This attitude needed to change.
  • The Government needed to make better use of EU money for the Trans European Network (TEN) but had to provide matched funding to get this.
  • There was growing support for congestion charges in cities such as Cambridge. the number in favour grew each year and was now around 60%. Money from such charges must be seen to be spent on better public transport.
  • There was concern that at local authority level, there was little experience of doing rail schemes but councils were expert at using all their budgets on road schemes.
  • Preserved lines had raised money through share issues. Perhaps this could be done for main line schemes with matched funding from the Government.
  • Companies spent around £4,000-5,000 to provide a car park space, they should be encouraged to spend this money on public transport. Tax incentives would help this.
  • Stansted Airport were giving staff discounted bus and rail tickets and cash incentives if they did not drive to work.
  • Some 35% of RPP money had gone to Anglia Railways, why were other TOCs not applying? One answer came from Adrian Shooter in his presentation, Chiltern had paid for the new Warwick Parkway station as they felt applying for grants was to much hassle.
  • Train companies needed stability within the industry and long franchises to encourage investment.

RAIL MEETINGS
Presentation by SRA's Richard Stuart at Railfuture East Anglia branch meeting in Ipswich

People: [Richard Stuart]

Richard Stuart of the SRA spoke to around 20 Railfuture members at the Ipswich meeting on 29th September. Briefly, the SRA:
* hope to have a package of ideas for the West Anglia Route Modernisation (WARM) by end of year
* recognise merit in E-W link, but says that Bedford-Bletchley service RPP bid was not very good. New trains pushed it over limit
* says E-W must serve Milton Keynes but there are pathing issues
* are currently looking at key junction capacities on Felixstowe-Nuneaton route. Ely is not a big problem, but single track section at Soham is. TPWS will enable some of the present signalling restrictions to be removed increasing capacity
* are waiting instructions from Stephen Byers on Franchise replacement/extension for EA.


RAILFUTURE IN THE MEDIA
Nick Dibben interviewed on Star Radio

Railfuture East Anglia branch secretary Nick Dibben was interviewed on Cambridge's Star Radio on Sunday 30th September and talked about the East West Rail Link.


RAIL CONFERENCES
Railfuture East Anglia branch represented at 'Beeching in Reverse' conference in Nottingham

Nick Dibben, the Railfuture East Anglia branch secretary, attended the 'Beeching in Reverse' conference organised by TR&IN on 27th September in Nottingham. Jonathan Bray chaired the meeting.

There was a presentation from John Barnett, Northern Ireland Railways on the reopening of the Antrim to Bleach Green Route. The cost of reopening this mothballed route was around £1m per mile and the project was completed on time and in budget.

There was also some positive stuff from Merseyrail on there new stations. Many are in redevelopment areas. At Brunswick Green, 120 people have got  jobs in the area due to the improved transport links.

The key points from the discussion were:
* Persistence pays, don't give up.
* Present costs and timescales are not acceptable (NI excepted)
* New ways of getting things done are emerging. (Chiltern paid for the Warwick Parkway station, and had it built in one year)
* Potential cash from developers and multi-modal studies....
* .... but no national strategy from the SRA/Government etc.
* The Regional assemblies in Wales and Scotland have helped push things forward - do we need something similar in England?
* Rail reopenings must be tied to other schemes to help with regeneration, reduce road traffic etc.


Railfuture East Anglia Branch News Snippets 74 - 09/10/2001

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