Infrastructure Thameslink connection
We then recognised that this phase might deliver even more as part of an expanding Thameslink Programme, linking not just disconnected London boroughs, but counties on both sides of the Thames. Furthermore, this would decrease pressure on the Blackfriars core, scheduled to handle a very intensive 24 trains per hour. The practicalities of each phase have been examined as far as possible. Kent’s Phase is often overshadowed, but the Tonbridge to Orpington corridor remains in serious trouble despite hopes of HS1 reducing demand. Offering Tunbridge Wells and its commuter catchment area direct services to Canary Wharf and Crossrail has distinct advantages. The westwards route from Tunbridge
these great rewards and opportunities. By this method it’s possible to collectively operate up to 14 peak hour services along a wholly new corridor from Brighton/ Eastbourne and Tunbridge Wells via BML2 to Lewisham. None of these trains would have any adverse impact on the BML or TML – in fact quite the opposite. Many point-to-point journeys would also be quicker, more convenient and comfortable. At Lewisham the four miles further
into London Bridge is full, whereupon in June 2010 Simon Burns’ predecessor Theresa Villiers told us: ‘In order for BML2 to be a strong contender, it would be important for you to develop your thinking further regarding how BML2 services could be integrated into the congested stretches of railway between New Cross and London Bridge.’ Our initial attempt to path these over
South Eastern and East London lines was clearly a non-runner. However, at a Network Rail meeting it was suggested a tunnel from the Lewisham/New Cross area to Euston could be our solution. However, with Crossrail underway, London’s regeneration gravitating eastwards, Gatwick demanding improved links and an increasing focus around Docklands, the fact that Lewisham was two miles south of Canary Wharf was striking. A LOROL colleague pointed out that thousands of ‘Wharfers’ had to commute into London Bridge and back out again, causing chaos daily on the Jubilee Line. So, what if BML2 went instead to Canary Wharf – and even Stratford? The London Phase suddenly fell into
place because this could deliver all manner of advantages. Expensive, undoubtedly, as it could need about five miles of new tunnel on a north-south axis joining Lewisham to Stratford through Canary Wharf but, with the tunnel boring
DECEMBER 2012 PAGE 35
machines currently excavating 14 miles of tunnel, another five could be a very useful follow-on project. Having interchange with Crossrail at
both Canary Wharf and Stratford would solve many of central London’s massive congestion problems. The next string to BML2’s bow came with the realisation that not only could Gatwick Express go there, but could usefully join together two of London’s main airports by continuing to Stansted. So, rather than terminating in London,
causing platform blocking, the air/rail express services could be operated as a combined ‘Stanwick’ dedicated shuttle through the capital. There would also be a handy connection to London’s City Airport.
Wells was closed in 1985 and currently operates at weekends by preservationists. At the impressive West station dubbed ‘the St Pancras of the Weald’ we’d like to see Sainsburys work with Network Rail to transform it into a thriving hub. Approaching the Uckfield line, the closed railway divides – one route heading south to Brighton, the other curving north towards London. All very easy to re- engineer. Network Rail concluded there were
no engineering obstacles to reopening the Uckfield to Lewes section, whilst BML2’s essential 2.5-mile link directly to Brighton needs a 1.5-mile tunnel under the downland. It’s simple and inexpensive for what it achieves. Arup built HS1’s twi-mile North Downs tunnel for £70m and on that ratio the South Downs tunnel comes out at just over £50m.
Redoubling the core Uckfield line is perfectly straightforward. Overall, it’s a superbly-engineered route and well-
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