THE refranchising of the East Anglia rail network is now under way, offering a step-changing opportunity for the local area to secure private sector-led investment in one of our key transport arteries.

The Government’s recent announcements on high-speed rail indicate how important rail capacity is to economic prosperity – and yet its delivery is potentially a real threat to the East of England. High-speed rail links would bring businesses in the North and Midlands closer to London, reducing the impact of one of our region’s key competitive advantages, our proximity to London.

The recent award of a short-term contract for the East Anglia rail franchise offers in essence a short-term holding pattern while the Government prepares a longer-term franchise (from 2013), probably for the next 15 years and potentially including rail infrastructure as well as the operation of train services – a ‘vertically integrated franchise’.

At the Haven Gateway Partnership’s board meeting earlier this month, it was agreed that there would need to be a coordinated and united approach to influence the terms of this franchise. Such single mindedness is never straightforward – depending on where you are on the route, you might have different priorities; there is tension between passengers and freight; and train operators may have different needs to train users. Some will want quick wins now, while others might push for longer-term benefits. Not least, this franchise will be a net contributor to Government, so they may well want maximum return.

So our approach will be evidence-based, our priorities will be clear, and we will make our case rationally and with real commitment.

We already know that the Great Eastern Main Line offers the greatest economic return on investment of any major transport scheme in the East. We probably know we want:

• Increased capacity on the main line to drive the economic prosperity of the area for both rail and freight;
• Continued investment in branch lines such as the Beccles and Braintree loops, increased electrification (to, say, Lowestoft) and at least hourly services;
• Investment in rolling stock and station environments;
• Faster inter-city journey times.

The next six to 12 months will be critical. With little public funding for infrastructure, yet continued strong demand and need for housing, creative thinking will be vital in order to secure private sector investment in our transport and other priority areas.

Helpfully, after extensive lobbying, the A12 is at last recognised by the DfT as one of the UK’s strategic transport corridors and is also part of the EU’s Trans European Network, making infrastructure investments on this route eligible for 10-20% match funding from Europe.

Moreover, the threat presented by the unpopular High Speed 2 line makes a compelling case for a coordinated campaign, now.