Railwatch 087 - March 2001

Kent

By John Pitcher john.pitcher@ic24.net

Metro There is unlikely to be a business case for a Metro system in the Maidstone-Medway area for at least 20 years but Railtrack has let it be known that while the aspiration for light rail exists, it is unwilling to consider further investment in the Medway Valley line. That was the unpalatable message - following a Colin Buchanan Consultants feasibility study - delivered by David Hall, public transport manager for Kent County Council to a meeting of the RDS Kent division at Maidstone in November.

But the county council, Medway, Maidstone, and Tonbridge and Malling borough councils will try to progress matters by approaching the Strategic Rail Authority. Somehow cash from the rail passenger partnership fund must be unlocked. Better interchange is needed between Maidstone East and Maidstone Barracks, and stations need to be upgraded with CCTV, information systems and more staff. Later services are also needed. A survey has found that Gravesend, Dartford and Bluewater were the most popular destinations for Medway Valley passengers but there was no extra capacity allowing through running to Dartford. The county council has already been urged to give more prominence in its Local Transport Plan to the rail corridor from Medway to Tonbridge.

For instance, an interchange station could be developed at Strood allowing connection from the Medway Valley to the main line. Railtrack's response was: It will cost you £10million. But a train journey from Sheerness to Maidstone now requires three changes. An off-peak through service could surely be fitted in.

Marshlink good news at last! The Franchising Director has announced that with the award of the South Central franchise to Govia, electrification between Ashford and Hastings should be completed by 2004, and Govia had also undertaken to carry out further studies into the potential doubling of track between Ashford and Hastings.

Wealden Line Archie Norman MP (Con, Tunbridge Wells) has written supporting our view that reopening Tunbridge Wells-Eridge would be a welcome alternative to road transport. He agreed that the possibility of a new Wealden line to the South Coast was also a very exciting prospect. Campaign Director Brian Hart had also been told that the Strategic Rail Authority saw the Wealden Line as a "major opportunity towards delivering a network fit for the future" and that reopening of Lewes-Uckfield would be a condition for the new franchisee. But when Govia was asked for confirmation that promises to reinstate the Wealden line would be kept, the replies were depressing and the SRA has said that Lewes-Uckfield was a Govia aspiration, not a firm commitment. That section would cost more than £100million and the taxpayers' money had to be spent wisely! As for Tunbridge Wells-Eridge, that was "not being examined further at this stage".

Dover Harbour The local press is euphoric that yet again there are record numbers of cars and lorries passing through the port of Dover amid much self congratulation of those responsible for this achievement. Yet the Kent Messenger reported that 120 homes close to the M20 in the Larkfield area had pollution levels above government health and safety levels. There were calls for screens to be erected to protect residents from nitrogen dioxide, particulates, and other chemicals from traffic fumes linked to respiratory problems and asthma. The lorries keep rolling by, while Central Railway's project for a freight railway - which would reduce pollution - are stalled.

Ironically the Channel Tunnel is a huge generator of road traffic using the Shuttle because commercial contracts are preventing the sensible transfer of traffic to rail. Even Eurostar has limited value for short-hop Channel crossings as highlighted by the French organisation FNAUT in Calais, partly because of excessive fares.

Next Meeting: Saturday 19 May. Ashford.

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