Norfolk Orbital Railway

Mid Norfolk Railway and the Local Transport Plan

Work under way extending the MNR northwards A landmark meeting organised by HMCFRCo. was held at County Hall on 3rd September 2010. This was set up to look at taking some important initial steps, focusing first of all on the prospect of a Norwich - Dereham commuter service, using the existing railway, with the Fakenham extension as a future ambition. Our aim in talking to the County Council was simply to get supportive mention of the two steps that we want to undertake at this point in the Local Transport Plan (LTP). The point is that it will be very difficult to put together the funding for these initial steps, or anything further, unless the project features in the LTP. The two things that we asked the NCC to include in the LTP were simply:

A professional study of traffic and revenue potential, to add specific Dereham - Norwich information to encouraging studies of the wider orbital route already undertaken.
An independent costing exercise, conducted by practical freelance railway engineers and operators, to establish the most cost-effective way of upgrading the line. This to be conducted outside the Network Rail costing regime and will seek methods appropriate to a rural community railway. It will present the Dereham - Norwich project as a national test case in these respects.

It is, we know, important that anything in the LTP should be achievable during the period covered by the plan. These two limited steps should be perfectly possible to achieve. We are asking that, as a minimum, the LTP should just recognise the desirability of these steps.

We have, of course, already funded substantial traffic/revenue and engineering studies for the more far-reaching Norfolk Orbital Railway route. The aim of a further study is to produce information specific to the Norwich - Dereham - Fakenham section.

The costing exercise is where we begin to tackle some of the really important issues. If any of the country's independent railways are to achieve a useful public transport role through inter-running with the national system, realistic costs have to be achieved. It is clear from recent assessments that Network Rail's costs are some 40% higher than those of the best of the other European national railway systems. Those independent railways which already operate public transport services have achieved very much lower costs. The Dartmoor, Weardale and Wensleydale lines are examples. Even when employing contractors, rather than volunteer labour, many of the heritage railways have also achieved costs a great deal lower than those common on Network Rail's system. Ingenuity, simplicity, local sourcing and relative freedom from bureaucracy and duplication are some of the factors.

We want to undertake an entirely fresh exercise, drawing upon the experience of other independent railways as well as new thinking, to demonstrate how an upgrading of the MNR line can be achieved affordably. That vitally includes a linespeed for public transport services akin to that which applied when British Rail operated passenger services on the line. Our view is that, by allowing experienced railwaymen to take the right practical and creative approach in full liaison with the relevant authorities and players, we can show how the underused railway asset that already exists can be developed at a sensible cost. In that respect, we see MNR as a national test case. The Mid Norfolk Railway Trust has already achieved a very great deal and re-established a functioning passenger-carrying railway, between Dereham and Wymondham, which is also used by Network Rail and freight operators. We are urging that it is time that effort was recognised as a considerable investment upon which public transport developments can be built economically.

We hope that we shall be able to continue to work in support of and partnership with the MNR Council in our joint ambitions to reopen the line to Fakenham

Our patron, Lord Walpole, had two meetings with the last Secretary of State for Transport, Lord Adonis, who expressed real interest and offered the involvement of his staff. He emphasised, inevitably, that local and regional railway schemes were the responsibility of County Councils and regional authorities (now of course changing). He, therefore, urged that we meet the County Council, at member as well as officer level, to take things forward in the LTP and, very importantly, arranged for David Hibbs, a member of his staff to attend our meeting. Ian Brooker of Peter Brett Associates, who undertook our wider traffic and revenue study, also attended to explain the likely approach to a specific Norwich - Dereham - Fakenham study. John Hull of MNR was, of course, a key participant in the meeting.

In the event and after much deliberation the County felt they could not specifically mention the Mid Norfolk Railway but did agree the principle that private railways could play a significant role in public transport in Norfolk and the following section was agreed for inclusion:
"Norfolk is fortunate to benefit from a number of heritage and independent rail lines including the North Norfolk, Mid Norfolk and Bure Valley Railways. These are important sustainable tourist facilities, bringing visitors to the county. There may be potential to extend the operation of these lines and for them to enhance accessibility for regular journeys into town centres. Such developments will need to be pursued by independent rail groups and external funding sought. The County Council is keen to support such initiatives, where a viable business proposal that meets the objectives of Connecting Norfolk can be established."

Whilst not all that we would have liked this was a considerable improvement on the original draft plan which hardly mentioned railways at all