OUR CAMPAIGNS
The Marsh Link Action Group is involved actively in a number of areas. Progress will be updated.
The list of campaigns as at January 2009 is
Do you support our campaigns?
Which are the most important to you?
Have we missed something?
Let us know
Email :
feedback@mlag.org.uk
· Restoration of full services to Winchelsea, Three Oaks and Doleham Stations
What could be more frustrating than to live in a community with a station through which trains pass every hour, but only those at 6am, 5pm and 10pm stop – and even less frequently at weekends! This ridiculous state of affairs came about in 2005 when almost all trains were withdrawn from these stations serving rural communities with a population of over 10,700 on the instructions of the now-defunct Strategic Rail Authority. Their remit has now been taken over by the Department for Transport.
In the year before the service was decimated, 8574 passengers travelled from Three Oaks, 7728 from Winchelsea and 3027 from Doleham, leading to a revenue loss of at least £60,000 a year. But, there is more than just a financial loss. What of the damage to people’s lives? These communities have NO OTHER FORM OF PUBLIC TRANSPORT. Thank you very much, Department for Transport!
Together with the local campaign group, THWART (Three Oaks and Winchelsea Action for Rail Transport), we want to see a usable service reinstated with at least every other train stopping at the three stations. We would welcome ‘Request Stop’ status, much used elsewhere in the UK, as a workable solution.
PROGRESS
The re-franchising of the South Central network in September 2009, of which Marsh Link is a part, has given us the opportunity to emphasise our expectations. The ‘Invitation to Tender’ invites bidders to re-examine the provision of additional services - a start but we would prefer to see this as mandated in the minimum service levels. We have met with each of the 4 short-listed bidders, all of whom has understood our position and we are hopeful that there will be a solution when the new franchisee takes over this Autumn.
· Improved connection times with local trains at Ashford International
So, you’ve caught the train from your local station and are off on your way. But, to reach your destination, you’ve got to change trains en route. We maintain that a connection time of 10 minutes is acceptable but more than that is not. At Ashford International, Marsh Link trains miss connections to and from London by as little as 2 or 3 minutes, leaving passengers with a wait of up to 40 minutes.
The new high-speed Ashford to London St Pancras service which starts this autumn offers the possibility of an unprecedented journey time of a little over an hour between Rye and the capital – with the right connection time at Ashford!
Let’s have some joined up thinking!
PROGRESS
Despite numerous meetings and exchanges of correspondence, we remain frustrated that there has been no progress. We understand the difficulties of train planning and the constraints at certain key ‘pinch points’ but regret the absence of a firm commitment to resolve the issue. The Invitation to Tender specified that connections should be improved and our discussions with the bidders has shown an understanding of the situation. We remain hopeful.
· Longer trains to relieve overcrowding
We’re delighted that more and more people are choosing to travel by train. Our new class 171 trains are an enormous improvement on the old slam-door ‘Thumpers’, offering a very pleasant and comfortable environment. New trains encourage more travel and they’re becoming a victim of their own success. Too many services, particularly those west of Hastings, are now very overcrowded and the 2-coach trains cannot cope with the number of passengers.
We want to see 2-coach trains lengthened to 3 or 4 coaches.
PROGRESS
Sadly, we can see no short-term solution here. There is a national shortage of suitable trains for use on the line and our over-crowding problems are shared with too many other services. The Department for Transport’s plan to provide additional vehicles by 2014 offers no hope for extra diesel trains for either Marsh Link or Uckfield line services, with the extra 106 coaches allocated to the South Central network all being for electric trains.
We believe that an early decision on electrification of the line, and the resulting use of 3- and 4-car electric trains, offers the best solution.
· Resumption of full Eurostar service from Ashford International
Until October 2007, Ashford International enjoyed up to 14 services daily to Paris and 7 to Brussels when all the Brussels trains and half the Paris trains were transferred to the newly-opened Ebbsfleet Station, 34 miles away.
We have campaigned to have these cuts restored, believing the decision makes poor business sense and runs counter to the European objectives of
• Regeneration, growth and jobs
• The contribution to sustainable development
• The promotion of rail as an alternative mode of travel
• Improving accessibility
The decision has led to such iniquities that it is now quicker to travel the 430 miles from York to Brussels than the 178 miles between Ashford and Brussels!
PROGRESS
Ashford will see a new daily service to Brussels from 23 February, but sadly the train’s 6.27am departure has no connection off the Marsh Link line, the 6.15am arrival does not allow transfer to the Eurostar terminal in time for the 10-minute check-in. We will continue to press for additional Eurostar trains and for Marsh Link connections.
· Retention of morning and evening ‘Rye Shuttle’ services
The Department for Transport suggested that the Ashford to Rye ‘shuttle’ services should be withdrawn when the new franchise starts in September 2009 and one train set transferred away to strengthen services on the Uckfield line. We raised objections to this proposal.
PROGRESS
The ‘Invitation to Tender’ safeguards the ‘shuttle’ service until at least 2012 when it will be reviewed to ascertain usage. We accept that usage remains low, but maintain this has been caused by poor connections at Ashford and past unreliability. We will continue to campaign for the retention of these trains.
· Improved passenger information at stations, especially at times of service disruption
There is nothing more frustrating than waiting for a train which fails to turn up on time, especially at an unstaffed station – and not knowing why. We wish to see ‘Help Points’ at all stations, linked to the Train Control Centre (as used extensively elsewhere in the UK) to improve the availability of information to passengers.
PROGRESS
We have raised the matter with the 4 short-listed bidders.
The introduction of the hourly Ashford to Brighton service was a big step forward and offered an express inter-urban link along the South Coast. In the longer term, developing the line’s existing status as part of the Inter-European Trunk Network and overcoming the need to change trains at Brighton by providing a through Southampton (or Bournemouth) to Ashford limited stop service would create a regeneration corridor all along the coast.
But what of the local communities?
We believe that the expectations of an inter-urban market and those of local communities cannot be matched with a single train service, which ends up serving both markets inadequately. We would like the hourly limited-stop service to be speeded up into a true ‘express’, supplemented with an additional hourly all-stations local service between Ashford and Hastings.
There is insufficient line capacity at present between Appledore and Ore to provide additional trains more than every alternate hour. Investment is needed in the infrastructure to re-double that section of line, singled in 1979 as part of the ‘managed decline’ policy of that era.
PROGRESS
Network Rail’s draft Kent Route Utilisation Strategy (KRUS), to be published later this year, promises to address capacity constraints and we will respond accordingly.
The last Marsh Link train is too early to enjoy an evening out – the last connecting train from London is the 9pm from Charing Cross or, from Brighton, the 8.30pm departure! We would like to see additional trains at 10.34pm Hastings to Ashford and 11.24pm Ashford to Hastings.
PROGRESS
We have raised the matter with the 4 short-listed bidders but can offer no information at present. We will continue to press for later services.
· Improved local marketing and simpler timetable information
The availability of timetable information has improved in recent years, not only in the form of printed booklets but also on-line. However, Marsh Link train times appear within the much larger ‘East Coastway Services’ timetable where they tend to get lost. We urge the publication of a simplified Marsh Link timetable, showing these trains and relevant connecting services only.
We urge the train operator to improve signposting to stations, better on-station information including directions to the communities served (eg, there is no indication at Appledore Station of how to reach the village) and information points in village centres to highlight train services.
We would like to see the tourism potential for the line better realised with cycle routes and walks publicised at stations.
We would like to see local branding, such as the Marsh Link image introduced by Network SouthEast, reintroduced on trains, stations and publicity material.
We would like stations to indicate the communities served (eg ‘Appledore for Brenzett and Brookland’, ‘Winchelsea for Udimore and Icklesham’, ‘Three Oaks for Pett, Fairlight and Guestling’, ‘Doleham for Westfield and Brede’ etc).
PROGRESS
Very much a ‘work in progress’ but we look forward to joining the new franchisee and the Sussex Community Rail Partnership (SCRP) to develop these initiatives.
UPDATE: A further meeting to discuss station names was held with SCRP on 11 February.
· Improved bicycle storage facilities at stations
With the increasing numbers of people cycling to Marsh Link stations, we urge the provision of secure storage facilities at every station.
PROGRESS
Nothing to report, but we will continue to press both the train operator and local councils for this provision.
The line suffers from a legacy of deferred maintenance with resulting lengthy speed restrictions, adding several minutes to journey times.
We urge Network Rail to carry out the necessary remedial works to permit full 60mph (or higher) running throughout. We believe that this topic is of paramount importance and review progress reports provided by Network Rail at each committee meeting.
The main areas are as follows:
PROGRESS
Network Rail is carrying out a detailed engineering survey with costings in early 2009 with a view to an early commencement of stabilisation works.
PROGRESS
Network Rail will ‘fettle up’ (ie carry out ballast cleaning and tamping to improve alignment). No date given.
PROGRESS
Network Rail reports remedial works are planned. No date given. Some speed restrictions are caused by poor visibility at the number of farm and footpath crossings.
PROGRESS
The speed restriction is mandatory on this type of open level crossing (ie without gates or barriers). There are no plans to equip the crossing with barriers, leading to the lifting of the speed restriction.
Following an accident on 4 December 2008, the condition of the crossing has been brought to the attention of the Rail Accident Investigation Board.
UPDATE: 2 March 2009. In a letter to Gregory Barker MP, Network Rail Chief Executive Iain Coucher confirms that the Winchelsea Level Crossing will be upgraded and fitted with barriers in 2013 which, in turn will lead to the raising of the speed restriction at that location. While this will help speed up non-stopping trains through Winchelsea, we hope that this will not become a further reason against the re-instatement of a proper service to this station.
PROGRESS
We understand that repairs are imminent but have no further details.
· Re-dualling of the line between Appledore and Ore
The double track between Appledore and Ore was reduced to single line in 1979, with a passing loop at Rye, significantly reducing flexibility and capacity. With the need to wait at Rye for trains to pass travelling in the other direction, delays have a knock-on effect and, once incurred, are harder to recover from.
We believe that the re-dualling of this section of line is crucial and the publication of Network Rail’s Kent Rail Utilisation Strategy (KRUS) in 2009 offers the opportunity for the short-sighted economies of the 1970s to be rectified.
PROGRESS
The draft KRUS will be published in May, to be followed by a 3 month consultation period. The adopted report is due for publication in the winter and will address the mismatch between ‘supply’ and ‘demand’ with proposed suitable options to fill each resulting gap.
Amongst the gaps identified are:
We have made suggestions for inclusion in the draft plan and will use the consultation period to ensure that the Marsh Link line benefits from much needed investment to redress past deferred maintenance and to provide the operational capacity and flexibility to allow the line to meet present and projected growth.
It makes no sense to run diesel trains the 25 miles from Ashford to Ore, then to run them over 34 miles of electrified line to Brighton.
It’s madness whichever way you look at it.
Extra trains are needed, purely to run our service – if electrified, the existing train fleet could provide the service allowing the diesel trains to be used elsewhere. And the existing electric trains are 3 and 4 coaches long, immediately solving the overcrowding problems.
Electric trains can accelerate and brake faster than diesels, leading to shorter journey times. They’re cleaner and greener.
The government has stated that it wishes to see more of the railway network electrified – with the priority given to ‘infill’ schemes between existing parts of the electrified network. We believe the Marsh Link line perfectly meets that criteria.
And yet, there is no mention of the line in any official plans.
The Southern Railway planned to electrify the route in the 1930s as a continuation of the electrification of the Brighton to Hastings line, completed in 1935, but the outbreak of war ended these plans. The Kent Coast Electrification Scheme of the 1960s included the line and some preliminary work was undertaken, including the erection of the concrete footbridge at Rye, before the plan was dropped. The matter was examined again in the 1980s when the Tonbridge to Hastings line electrification was undertaken but the plan to include the Marsh Link line was dropped again!
We are urging the Department for Transport and Network Rail to commit to electrification without delay let’s hope it will be fourth time lucky!
PROGRESS
Sadly, there is little positive to report. We have urged Network Rail to include electrification in the Kent Route Utilisation Strategy (RUS), due later this year, but we are advised that the options presented must be consistent with Department for Transport guidelines, namely: ‘consistent with the funding that is, or is reasonably likely to be available during the RUS period.’
We will continue to lobby for electrification and to work to prove a sound economic business case exists when all considerations are taken into account.