1) How much will NOR cost? Our organisation is a registered charity called The Melton Constable Trust. It is under that name that we are pursuing our current aims.
The full NOR route is a long term aspiration. That must be emphasised. The immediate aim is to acquire the land necessary to extend the railway from the Mid Norfolk Railway’s boundary at County School to Fakenham and from the North Norfolk Railway’s station at High Kelling (Holt) to Holt town and then to pursue the rebuilding to Fakenham and Holt to permit the introduction of public transport services. We already own key parts of those routes, including bridges on which we have completed remedial work.
We are also pursuing the possibility of introducing public transport services using modern trains operated by Greater Anglia or its successor between Dereham and Norwich via the already existing and functioning MNR route.
We originally commissioned two major rail consultancies, W S Atkins and Peter Brett Associates, to study the engineering issues and the traffic and revenue prospects of the entire orbital route. As part of that work, the building of the whole orbital route was costed. Those figures quite soon became out of date and, of course, do not relate specifically to the more limited extensions to Fakenham and Holt. It has become very clear that costs move so rapidly that there is no point in undertaking the expense of detailed costings for Fakenham and Holt at this stage. It is much more appropriate to do this when all the important elements are in place.
There is also the question of the methods used to reconstruct the two lines. Costings related to those of Network Rail would be very high. There are many instances (e.g. the construction of stations) where the use of local contractors will dramatically reduce costs, as has been found by many heritage railways. An instance close to home is the reconnection of the North Norfolk Railway to Network Rail at Sheringham. Although it will need enhancement for frequent use, the basic level crossing involved was built using volunteers at a fraction of the cost that is normal on the Network Rail system.
The entire line from Weybourne to High Kelling was rebuilt from bare track bed at similar low cost.
Not long ago the East Somerset railway had a completely new platform constructed, in traditional brick faced form, for the very reasonable price of £80,000. The platform was designed by a volunteer but constructed commercially by a local contractor who was able to do the work much more cheaply than the prefabricated systems now commonly used on the national rail system. There are many other examples.
2) What route will you take? The route from the end of the MNR’s property at County School Station to Fakenham is planned to be on the original track bed, with a station near to the site of the original Fakenham East.
The route to Holt is planned to run from the NNR’s present terminus at High Kelling (called Holt) along the original trackbed (partially reconstructed) beside the Holt by pass to a station near Pearsons Road, at a point very convenient to the town. Because the railway will be in an existing transport corridor, alongside the constantly used main road, there will be minimal additional noise and other disturbance.
At Holt a great deal of work has been done to assertain clearances between railway and road, to design the route and to locate underground services.
It is important to realise that the parts of the two routes that the Melton Constable Trust already owns, at High Kelling and Fakenham, are vital elements. If they had been lost to development or other uses, both routes would have been blocked. The priority that we gave to their purchase was, therefore, very significant.
3) Are NNR and MNR on board with the project? We have signed agreements with both. Our agreement with MNR gives us exclusive recognition as the organisation charged with acquiring the route to Fakenham. The agreement with NNR allows for the introduction of morning and evening public transport services.
4) How will you get across the Cromer Road, just south of NNR? A level crossing is planned and has been discussed in outline with the Office of Rail and Road. The experience of the Rother Valley Railway whose new Transport and Works Order sanctions three level crossings (including one over an A road and another over a B road) provides considerable encouragement. The Old Cromer Road, which we have to cross, is a minor highway by comparison.
6) Will NOR be for heritage trains, modern trains, or both? Our main concern is to introduce public transport services of modern trains on both routes. However, the two extensions will also provide new opportunities and benefits for heritage services.
We are very well aware of the problems and restrictions involved in running modern public transport services and heritage rolling stock on the same lines. The low speed limit imposed on most, but not all, heritage railways is one of the main issues. These questions were examined by the All Party Parliamentary Group on Heritage Rail a few years ago with evidence taken from the Office of Rail and Road, the Chairman of Network Rail, heritage railways, mainline Train Operating Companies and others. The Group’s report provides a foundation for further practical investigation. We are urging the formation of a follow up working party of the main interests to establish how transport and heritage services can best be combined.
The current proposals of the West Somerset Railway, in conjunction with Somerset Council, to introduce a fast park and ride public transport service on part of its route may prove a useful precedent. A formal Strategic Outline Business Case has been submitted to government, with the involvement of GWR and Network Rail.
7) Will it be two directional? Yes. All necessary passing loops will be provided.
The railways are also by far the best option in terms of environmental benefits, something which is very important in our project.
9) Who will operate the service? The intention is that the public transport service will be operated by Greater Anglia or whatever mainline operator succeeds it. The service will, therefore, be operated with modern rolling stock and professional staff. It is not proposed that the heritage railways should undertake the task.
Our aim is to see NNR and MNR go from strength to strength. Two of the Melton Constable Trust’s trustees were amongst the founders of NNR. We have shared all of the research that we have commissioned in the past with both MNR and NNR and will do so again with the results of the new Stantec traffic and revenue study that we have recently commissioned.
As another example, one of our trustees funded the purchase of key land necessary for the reconnection of NNR to Network Rail at Sheringham, thus helping to fulfil an important NNR aim.
We are well aware of the complexities of inter-running heritage services with public transport services operating at a higher speed. This and other related issues have been explored by the All Party Parliamentary Group on Heritage Railways in an enquiry which involved the heads of Network Rail and the Office of Rail & Road together with heritage railways and other interested parties. The ORR has the ability to set whatever speed limits or other restrictions that it sees fit. The current 25 mph speed limit on most, but not all, heritage railways is not set in stone. The questions need to be pursued nationally as proposals for public transport services on heritage railways become more widespread. The current proposals, being advanced by Somerset Council and the West Somerset Railway, for such services on the WSR are a case in point.