Investment priority areas

Print all pages

Print page

Introduction

This section sets out the policy context, evidence and opportunities under each of the identified investment priority areas that the County and Council and their partners will seek funding for to enable these to be studied, developed and delivered over the life of the strategy. These priority areas are designed to enable rail to connect people and places in an accessible and affordable way. The priority areas are, in no particular order:

  • Accessibility of the rail network
  • Integration with other modes
  • Reliability and resilience
  • Decarbonisation
  • Journey time competitiveness
  • Customer experience
Back to top

Strategic priority schemes

We have identified six major strategic priority rail schemes for the area, all of which contribute to addressing our objectives in Local Transport Plan 4 (LTP4) and the evidence outlined in each Priority Area below. The priority rail schemes indicated in Figure 3, with further detail provided in Appendix A, are:

  • Brighton - Eastbourne – Hastings: Faster Services,
  • High Speed 1 to Hastings, Bexhill and Eastbourne – which includes Marshlink electrification,
  • Hurst Green (Oxted) - Uckfield Electrification,
  • Uckfield - Lewes - Line Reopening,
  • Eridge - Tunbridge Wells railway line reinstatement (Spa Valley Line Modern Operations Reopening), and
  • Direct rail services between Seaford/Newhaven and London.

These six schemes are also prioritised within the East Sussex LTP4 Investment Plan and the TfSE Strategic Investment Plan, but have long-term delivery timescales, and will require the input of a range of delivery partners - including NR/GBR, TfSE, local transport authorities, private sector funders, and the DfT to come to fruition.

Back to top

Priority area 1: Accessibility of the rail network

Policy Context

Accessibility is making the railway:

  • Physically accessible to all
  • Technically accessible, which includes supporting people who do not have internet access; providing support to those that find ticket machines challenging or daunting to use; and providing everyone with easy-to-access and understandable information on their services and journeys       

In 2020 the DfT published its Inclusive Transport Strategy for achieving equal access for all users. The East Sussex LTP4 sets out a vision for an inclusive transport system which seeks to maximise the number of trips residents make by public transport. To achieve this, services will need to be more affordable and remove barriers which hinder accessibility.

Evidence

The National Rail Enquiries Station Facilities Dataset shows that only 5 of the 38 stations in East Sussex (13%) have step-free access from street level to all platforms, meaning that many passengers require staff assistance to use the railway. This is challenging where stations are unstaffed. Only 12 of the 38 stations in East Sussex (32%) are unstaffed. However, of those that are staffed, this may only be for a few hours a day.

GTR’s Customer Report - covering services operated by Thameslink and Southern in East Sussex and other areas between April to Sept 2023 - states that there was an average of 13,600 Passenger Assistance journeys per month, of which an average of 8,500 were pre-booked.

The Covid 19 pandemic and reduced passenger numbers have increased financial challenges for the industry and led to discussions around the closure of ticket offices and reduced staffing levels at used stations. In 2023, the industry consulted on plans to close ticket offices at stations, which would not only impact passengers purchasing tickets, and being able to get advice on the best value ticket for their journey, but also those requiring general passenger assistance, information and feeling safe within the rail station. Following the response to this consultation, Govia Thameslink (GTR) have started trialling mobile assistance teams to provide users with assistance at some accessible stations when they are unstaffed and there are train services scheduled to call there. However, this assistance requires pre-booking or waiting for a staff member which may take time and is not a consistent and reliable experience across the network.

East Sussex County Council does not support the closure of ticket offices. Ticket offices are an important part of connecting the local community to the railway; enabling everyone to access rail services, including those that are not confident in using technological alternatives for purchasing tickets, and navigating the range of ticket/travel options. It is therefore important that ticket offices and their staff are retained.

It is important for passengers to feel that they are getting value for money when travelling by train. The rail industry needs to deliver a fair and affordable ticketing system for passengers, which encourages people to travel by train rather than the private car. This is being done by incentivising passengers to travel off peak in quieter periods through reduced fares, and tickets purchased in advance that can be heavily discounted. Also, a new pay-as-you-go rail ticketing system that tracks passengers’ locations as they travel is to be trialled in the East Midlands as part of the government’s plan to reform the railway network’s complex fare system. This pilot system tracks the passenger’s journey on their mobile phone using satellite location technology. The app will automatically charge them the best fare at the end of the day’s travel and provide a barcode when needed for ticket inspections or to pass through ticket barriers. If successful, this would replace the need for paper tickets and mobile tickets, and passengers could travel without planning or buying tickets before travel.

The Williams Shapps Plan for Rail (2021) identifies that making the railway accessible for all is a key challenge, including for people with disabilities, those with additional needs, long-term health conditions, the elderly, and those travelling with luggage or buggies.

Opportunities

Step free access - Various studies and engagements conducted by the rail industry and other stakeholder groups have highlighted the need to increase the number of stations with step-free access from the street to the platform and train, including the provision of lifts at stations. The DfT’s Access for All programme continues to commit to improving accessibility at all stations. 

In recent years, East Sussex has benefited from the Access for All programme at the following stations:

  • Crowborough – new footbridge and lifts, an accessibly ticket machines, toilets, and wheelchair assistance
  • Eridge – new lift on to the national rail platform at Eridge, footbridge renewed, canopies renovated, historic waiting room restored, and a wheelchair ramp installed between the car park and the Spa Valley Railway platform
  • Battle – new footbridge and lifts

We have long advocated for accessibility improvements at Hampden Park as passengers cross over platforms to avoid travelling in and out of Eastbourne but are aware that this is not a priority for NR as it has step free access between the platforms by crossing the road over the level crossing. However, this is a convoluted route, and passengers must wait until the barriers are raised until they can cross over, which can take around 2-3 minutes per train, and sometimes longer if trains are passing or closer together. We will continue to press for accessibility improvements at this and other stations in East Sussex in the future in order to provide an accessible rail network for our communities.

Since there is a significant difference between the number of actual and pre-booked Passenger Assistance journeys on the railway, it is clear that lines of communication could be improved by the TOCs/GBR to ensure passengers are aware this service is available.

Investment priorities

Creating accessible railway stations is essential for ensuring everyone is able to make short and longer-distance journeys by public transport safely. This encompasses not just improving the customer experience for those with limited or restricted mobility, but also those with hidden disabilities, those with luggage and buggies, and people who face other barriers, such as accessing technology to buy tickets.

The tables below set out how rail and supporting schemes will help address known challenges and support the ambition for delivering a more accessible, inclusive and safer transport network that meets the needs of everyone. These are presented by the level of influence East Sussex County Council has.

Please note that this section is likely to require further updates following the emergence of the MCCA for Sussex and Brighton and creation of new unitary authorities across the West Sussex, Brighton & Hove and East Sussex geography through local government reorganisation.

Led by East Sussex County Council

These are schemes where East Sussex County Council has greater influence and can help directly develop and/or deliver the intervention subject to securing funding.

RA01 - Improving active travel network integration with railway stations

How scheme will support addressing accessibility

Improve accessibility of rail network for all users

Indicative cost

Less than £10m

Development timescales
  • Study –Short-term
  • Develop –Short- and medium-term
  • Deliver – Short- and medium-term
Key partners
  • East Sussex County Council
  • Transport for the South-East
  • Local Authorities
  • Local access, disability walking and cycling groups
LTP4 investment priorities
  • LP01: Local priorities – walking, wheeling, cycling
  • LP06: Integrated transport opportunities
  • CP01: Making transport accessible and inclusive

RA02 - Improve bus service integration with stations

How scheme will support addressing accessibility

Improve accessibility of rail and bus network for all users – for example people using wheelchairs or mobility scooters, those with limited mobility, and parents and carers with prams and buggies

Indicative cost

Less than £10m

Development timescales
  • Study – To be confirmed
  • Develop – To be confirmed
  • Deliver – Short-term
Key partners
  • Bus operators,
  • East Sussex County Council
  • Transport for the South East
  • Local Authorities
LTP4 investment priorities
  • LP03: Local priorities – bus
  • LP06: Integrated transport opportunities
  • CP01: Making transport accessible and inclusive

Advocated by East Sussex County Council

These are schemes where East Sussex County Council does not lead on development and/or delivery but is a key partner to successful delivery.

RA03 - Provision of lifts at stations

How scheme will support addressing accessibility

Improve accessibility of rail network for all users – for example people using wheelchairs or mobility scooters, those with limited mobility, and parents and carers with prams and buggies

Indicative cost

£10m to £100m

Development timescales
  • Study – Short-term
  • Develop – Short-term
  • Deliver – To be confirmed
Key partners
  • Network Rail
  • Train operating companies / GBR
  • East Sussex County Council
  • Transport for the South East
  • Access and disability groups
LTP4 investment priorities
  • LP06: Integrated transport opportunities
  • CP01: Making transport accessible and inclusive

RA04 - Step free access from street to platform at more stations

How scheme will support addressing accessibility

Improve accessibility of rail network for all users – for example people using wheelchairs or mobility scooters, those with limited mobility and parents and carers with prams and buggies

Indicative cost

Less than £10m

Development timescales
  • Study – To be confirmed
  • Develop – Short-term
  • Deliver – Short-term
Key partners
  • Train operating companies / GBR
  • East Sussex County Council
  • Transport for the South East
  • Department for Transport
  • Network Rail
  • Access and disability groups
LTP4 investment priorities
  • LP06: Integrated transport opportunities
  • CP01: Making transport accessible and inclusive

Supported by East Sussex County Council

These are schemes where East Sussex County Council is not leading or a partner on the development and/or delivery. We will remain supportive of the lead and key partners in the delivery of the intervention. Whilst we may have a limited role in delivery, these interventions are part of the wider picture to improve travelling for all users.

RA05 - Station ticket offices to remain open within East Sussex

How scheme will support addressing accessibility

Support customers who are not able buy tickets on-line / at ticket machines, can advise passengers of the cheapest ticket option, and support staff presence to reduce anti-social behaviour

Indicative cost

Less than £10m

Development timescales
  • Study – To be confirmed
  • Develop – To be confirmed
  • Deliver – Short-term
Key partners
  • Train operating companies / GBR
  • East Sussex County Council
  • Transport for the South East
  • Department for Transport
  • Network Rail
LTP4 investment priorities
  • LP06: Integrated transport opportunities
  • CP01: Making transport accessible and inclusive

RA06 - Accessible Information on railway services and journeys

How scheme will support addressing accessibility

Provide accessible information remotely (e.g. website via computers and phones) and at stations, for journeys to/from the rail station on railway services and journeys for all users, including those who use wheelchairs or have visual and audio impairments

Indicative cost

Less than £10m

Development timescales
  • Study – To be confirmed
  • Develop – To be confirmed
  • Deliver – Short-term
Key partners
  • Train operators
  • East Sussex County Council
  • Transport for the South East
  • Local Authorities
  • Disability groups
LTP4 investment priorities
  • CP01: Making transport accessible and inclusive
  • LP14: Digital
Back to top

Priority area 2: Integration with other modes

Policy Context

Rail requires other modes to facilitate the first and last mile of a user’s journey. An integrated transport network encourages people to use rail by providing seamless multi-modal journey opportunities through co-ordinated timetables and passenger information, attractive and affordable ticketing, and accessible and safe interchange locations. This is a priority area for the government which is reflected in the DfT’s Integrated Transport Strategy (proposed for publication in December 2025).

The East Sussex LTP4 policies on integrating transport include measures focusing on encouraging the rollout of smart ticketing and value for money fare options across all modes of transport, delivering improvements to major transport interchanges to help deliver a seamless transport network, and delivering intermediate-scale (market towns) and smaller-scale (villages) mobility hubs.

TfSE are developing plans to improve rail integration throughout the region, and lessons can be learnt from Transport for the North and other regions who have achieved notable successes in this area. TfSE’s vision is underpinned by creating and enhancing an inclusive transport network for all users, improving interchange between travel modes, and improving access to key local services by all modes. 

TfSE’s proposals include the roll-out of smart-ticketing, value for money fare options across all modes of transport, and strategic urban and rural mobility hubs providing bus-rail interchange opportunities - including at Uckfield and Polegate stations. These proposals also include improving integration through timed bus connections with strategic mobility hubs at locations such as Hailsham, which does not have direct rail access, to provide sustainable public transport access to the rail network.

The emergence of the MCCA for Sussex and Brighton will result in changes to powers and funding from central government in relation to strategic planning, transport and economic growth. This is likely to strengthen opportunities to deliver greater integration between rail and other modes of transport for local short journeys and as part of longer journeys.

Evidence

The Plus Bus offer which already operates in Brighton (to Seaford along the coastal strip), Lewes, Eastbourne (including buses to Polegate and Hailsham), Hastings (covering the area west to Little Common/Cooden Beach) and Rye (including Camber, Tenterden and New Romney) provides integrated (e-)ticketing between bus and rail. Discounted bus “add on” to a day ticket fare encourages first and last mile travel by public transport, making the whole journey more affordable. Southern also works with local bus companies by providing onward travel to visitor attractions such as Sheffield Park, which makes the journey to these destinations feasible by public transport.

The provision of cycle parking at stations which is safe, secure and covered by CCTV is important to encourage and enable more people to travel to the station by bike. At larger stations, cycle hubs - such as those already at Lewes, Eastbourne, Bexhill and Hastings - which provide more secure facilities are supported, but sufficient space and funding would be required to enable this happen at other stations on our network.

11 of the 38 stations (29%) across East Sussex have secure, covered cycle storage facilities. Over the last few years Southern, in partnership with East Sussex County Council, has invested in secure, covered cycle storage facilities, and reported an associated increase in cycling to stations. The County Council have supported with identifying specific locations for cycle parking improvements and with partnership funding.

In terms of bikes on trains, whilst there is a desire for sufficient space on trains to accommodate bikes. It is acknowledged that this desire needs to be carefully balanced with the need to provide seating for passengers.

The East Sussex LTP4 highlights the opportunities for the delivery of travel interchanges / mobility hubs across the county. Travel interchanges / mobility hubs in other regions, as evidenced by studies by Como UK and International Association of Public Transport (UITP), are proven to be successful in integrating modes and increasing the demand for bus and rail travel. These improvements may include bus stop enhancements (e.g. adding shelters, real time passenger information and seats) or the addition of cycle stands or car club parking. The improvements to interchange will be designed to suit the different place and movement characteristics, the local environment and reflect the needs of local users (including demand).

The Local Cycling and Walking Infrastructure Plan (LCWIP) seeks to ensure there is adequate connections and infrastructure by walking, wheeling and cycling to (bus and) rail services. Where feasible, in accordance with LTN1/20 walking and cycling should be kept separate to reduce conflict between pedestrians and cyclists. Suitable active travel routes should connect people to stations to enable passengers to travel sustainably for their entire journey.

Opportunities

Enhanced multi-modal passenger information - both for passengers planning their journey but also during their journeys - will improve passenger confidence in travelling by multiple public transport modes and thus make these journeys more attractive and viable.

Flexibility in how multi-modal tickets could be purchased would ensure passengers can buy an end-to-end ticket at a time and location that is convenient for them. Smart ticketing is important, however for public transport to be accessible for all, other tickets which are equally affordable and flexible need to be available at stations. Integrated ticketing needs to be transparent, intuitive, affordable and flexible for all potential users, and we welcome the availability of PlusBus tickets.

Better integration between bus and rail services where feasible and improving the frequency of services along bus routes that serve stations, would provide more competitive end-to-end journey times and reliability. For example, Newhaven Town station is served by a range of bus routes that provide good integration between rail and bus. In comparison, Uckfield has a lower frequency of bus services, and consequently, integration with rail is more challenging, particularly given it is a rail terminus.

Through the delivery of improvements to bus service and frequency via the East Sussex BSIP there is an opportunity to upgrade bus provision, and in-turn, improve integration with rail. Digital Demand Responsive Transport (DDRT) – branded as Flexibus in East Sussex – enables sustainable connections to rail stations by matching passengers with available vehicles in real-time, rather than operating on fixed routes and schedules. Opportunities for improved bus and rail service integration include extending existing 7am to 7pm services to later in the evening, and on Sunday.

Providing amenable access routes between rail stations and bus stops, using high-quality signage would also improve integration.

Investment priorities

Users will only opt for rail if they can easily access the station from their origin to their ultimate destination. Integrating rail with other modes of transport is crucial for creating a seamless, multi-modal transit network that offers passengers greater confidence, convenience, flexibility, and accessibility.

By better connecting rail with local bus and active-travel networks, we can improve urban mobility, reduce congestion near stations, and enhance the overall efficiency and sustainability of our transport network. These can be incrementally rolled out across the region in the shorter-term such that benefits are realised immediately, starting with developed plans such as a strategic mobility hub at Lewes and Polegate.

Ideally bus and train times would be better coordinated, but a number of challenges make this difficult to achieve. Train times are based on regional demand requirements and rail line capacity constraints. Bus times are designed within the constraints of the bus resources available to meet specific needs along the bus route and the greatest demands. The types of constraints and challenges encountered when trying to match train times are as follows:

  • A need for more buses to run to meet all train arrival and departure times and to provide suitable connections - for example, where the railway station is part way through a bus route, there may be demand from public transport users to connect with trains from both parts of the route. This would be costly (vehicular running costs and driver time) as the bus would need to stay at the station for longer (around 20 minutes) to accommodate those passengers wanting to access the train for both departure and arrival at the station.
  • Where the rail station has train departures in two directions, such as in one direction towards London and in the other direction towards the coast, bus timetabling to meet school start and finish times and commuters work patterns - education session times and working day times may not be compatible with train arrival/departure times, particularly where the rail station is not in a town.
  • Connection reliability - trains and buses do not always run to time which can mean connections are missed. It is impractical to delay bus departures due to late train arrivals, as this would have a detrimental effect on other users of the bus service. Whilst this could be overcome by running a bus service dedicated solely for the needs of train users, this would require additional ongoing funding.

Despite the challenges the County Council and their partners have we will review the opportunities to support integration where practicable, subject to the availability of funding.

The tables below sets out how rail and supporting schemes foster a more interconnected and inclusive transport system, empowering passengers to easily navigate between different modes of transport to reach their destinations efficiently and sustainably. These are presented by the level of influence East Sussex County Council has.

(lease note that this section is likely to require further updates following the emergence of the MCCA for Sussex and Brighton) and creation of new unitary authorities across the West Sussex, Brighton & Hove and East Sussex geography through local government reorganisation.

Led by East Sussex County Council

These are schemes where East Sussex County Council has greater influence and can help directly develop and/or deliver the intervention.

RI01 - Better promotion of multi-modal journey planners to support passengers plan their journeys

How scheme will support addressing modal integration

Improve customer confidence of using rail showing journey times and connections

Indicative cost

Less than £10m

Development timescales
  • Study – To be confirmed
  • Develop – Short-term
  • Deliver – Short-term
Key partners
  • Train operating companies / GBR
  • Bus operators
  • East Sussex County Council
  • Transport for the South East
  • Private sector
LTP4 investment priorities
  • LP06: Integrated transport opportunities
  • CP01: Making transport accessible and inclusive
  • LP14: Digital

RI02 - Enhancements to and better promotion of ways to ensure better bus and rail integration

Examples
  • Integrated bus and train ticketing
  • Contactless ticketing,
  • Real Time Passenger Information,
  • Branding of bus/rail connectivity,
  • Expand and promote PlusBus,
  • Flexibus
How scheme will support addressing modal integration

Improve customer confidence of using rail and ensure users get better value for money 

Indicative cost

£10m to £100m

Development timescales
  • Study – To be confirmed
  • Develop – Short-term
  • Deliver – Short-term
Key partners
  • Train operating companies / GBR/GBR
  • Bus operators
  • East Sussex County Council
  • Transport for the South East
  • Private sector
LTP4 investment priorities
  • LP06: Integrated transport opportunities
  • CP01: Making transport accessible and inclusive

RI03 - Improve alignment of rail and bus timetables, where feasible

How scheme will support addressing modal integration

Improve customer confidence of using rail, reduce end-to-end journey times. Recognise this may be difficult to achieve but where opportunities present themselves, consider improved integration of timetables of bus and rail services

Indicative cost

Less than £10m

Development timescales
  • Study – To be confirmed
  • Develop – To be confirmed
  • Deliver – Short-term
Key partners
  • Train operating companies / GBR
  • Bus operators
  • East Sussex County Council
  • Transport for the South East
  • Network Rail
LTP4 investment priorities
  • LP06: Integrated transport opportunities
  • CP01: Making transport accessible and inclusive

RI04 - Provision of new Travel Interchanges / Mobility Hubs (including cycle access) to enable seamless integration with other modes for their onward journey

How scheme will support addressing modal integration

Improve access to rail and reduce end-to-end journey times

Indicative cost

Less than £10m

Development timescales
  • Study – To be confirmed
  • Develop – To be confirmed
  • Deliver – Short-term
Key partners
  • Train operating companies / GBR
  • East Sussex County Council
  • Transport for the South East
  • Network Rail
  • Bus operators,
  • Private sector
  • Cycling groups
LTP4 investment priorities
  • LP06: Integrated transport opportunities
  • CP01: Making transport accessible and inclusive

RI05 - Provision of safe, secure and covered cycle storage at stations

How scheme will support addressing modal integration

Improve access to rail and reduce end-to-end journey times, improve customer confidence of cycling to and from the station

Indicative cost

Less than £10m

Development timescales
  • Study – To be confirmed
  • Develop – To be confirmed
  • Deliver – Short-term
Key partners
  • Train operating companies / GBR/GBR
  • East Sussex County Council
LTP4 investment priorities
  • LP01: Local priorities – walking, wheeling, cycling
Back to top

Priority area 3: Reliability and resilience

Policy Context

The provision of punctual and reliable train services is essential if people are going to consider rail as a mode of transport being a dependable choice. It is also important for on-time delivery of freight being transported by rail. However, this will be covered in the Freight Strategy, as the Rail Strategy focuses on passengers.

A key outcome (6.2) of East Sussex’s LTP4 is to “strengthen the resilience of transport networks, with the outcome that transport journeys are “resilient, flexible, and adaptable and recover quickly from emergencies and events”.

NR also identify the need for the network and its services to be resilient to both operational and physical challenges, especially given the increasing impact of climate change as a key priority governing their enhancements and renewal expenditure.

Delay Repay is the national compensation scheme used by TOC’s if passengers arrive 15 minutes or more late at their destination because of a delay or cancellation they can claim Delay Repay compensation, with claims able to be made up to 28 days after affected journeys.

Evidence

Rail passengers in East Sussex are experiencing more disruption due to the impact of extreme weather on the network, including landslips on the Hastings – London line, flooding on the Brighton Main Line near Balcombe Tunnel, and potential tidal flooding on the East Coastway line.

Some TOCs/GBR are responding to the impacts of climate change on the network through emerging plans which look at weather risk and climate change adaptation. Some trains have AI-enabled CCTV and thermal imaging cameras which are able to monitor the condition of infrastructure so that issues can be responded to more efficiently, and prior to them affecting customers. TOCs/GBR can also use timetabling to improve reliability and resilience, such as reducing the need for trains to cross paths and changing timetables - when weather is regularly disruptive and seasonal implications, such as leaves on the line in Autumn - to provide earlier start times for some services.

Train service performance is also being affected by capacity bottlenecks and other operational challenges elsewhere on the wider network, such as north of East Croydon, which has a knock-on impact on rail services in East Sussex, when disruption occurs.

Passenger confidence in the rail system has been eroded by the impact of industrial relations issues and the threat of closure of ticket offices. There is also the threat of disruption due to cyber hacking and will be a consideration for the rail industry.

Opportunities

Maintenance and repairs to the rail network, whilst required, can result in significant disruption to passengers. Providing alternative rail links to East Sussex and the south coast during periods of disruption could be delivered through the reinstatement of the railway between Uckfield and Lewes, and the extension of High-Speed 1 (HS1) services to Rye, Hastings, Bexhill, and Eastbourne from Ashford (via the Marshlink line).

Improving rail infrastructure resilience to extreme weather is becoming increasingly important. NR are required to focus climate resilience work in particularly vulnerable areas. Routes between Wivelsfield and Lewes as well as Tonbridge and Hastings have been identified as being at risk of railway embankment landslips due to excess rainfall. NR have highlighted the importance of investing in schemes which would not only reduce the risk of significant infrastructure failures, but those which would enable rail services to recover following disruption; such as the removal of (long term) temporary speed restrictions and delivering increases in line speeds (e.g. to 90mph on East Coastway between Hampden Park and Bexhill). This extends to more resilient level crossings – that reduces severance, congestion and journey times – and the modernisation of old signal boxes.

Ageing rolling stock can result in poor performance relating to the need to more regularly repair and maintain carriages. It is recognised that no more diesel rolling stock is being produced, which means the existing diesel rolling stock will cause reliability and resilience issues in future related to wear and tear. Consideration should also be given to the existing electric rolling stock and potential future replacement of these carriages, the options available, and the impact of these on the environment.

Addressing known capacity and performance bottlenecks at East Croydon would enable a faster, more frequent and reliable service between London from East Sussex. NR’s Enhancement Pipeline captures the Croydon Area Remodelling Scheme (CARS) as a priority. However, further development of the scheme has been affected by uncertainty about future passenger behaviour and demand following the COVID-19 pandemic. Given the significant investment required to deliver this scheme, NR are now taking time to consider how the pandemic may affect passenger behaviour and travel patterns in the future, and how any such changes should be reflected in infrastructure investments. No further work has been undertaken on CARS at this time.

There is a need to ensure TOCs/GBR employ sufficient traincrew with route and traction knowledge to overcome poor performance due to lack of traincrew.  Rostering should be flexible so as not to be dependent on overtime or rest day working.

Improved access to rail replacement bus services at rural stations during disruption is an issue that also needs consideration.

Investment priorities

Rail is often seen as being unreliable, particularly during disruption, which can prevent users from choosing rail.

The tables below set out how rail and supporting schemes can contribute to the reliability and resilience of rail services, and ensure users are confident that, in the overwhelming majority of cases, they will be able to reach their intended destination at the time they expected to be there. These are presented by the level of influence East Sussex County Council has.

Please note that this section is likely to require further updates following the emergence of the MCCA for Sussex and Brighton and creation of new unitary authorities across the West Sussex, Brighton & Hove and East Sussex geography through local government reorganisation.

Advocated by East Sussex County Council

These are schemes where the County Council does not lead on development and/or delivery but is a key partner to successful delivery.

RR01 - Review of all level-crossings and identification of options for changes or closure

How scheme will support addressing reliability and resilience

Reduce journey times, improve journey time reliability, reduce disruption, improve safety

Indicative cost

£10m to £100m

Development timescales
  • Study – Short-term
  • Develop – To be confirmed
  • Deliver - To be confirmed
Key partners
  • Network Rail
  • East Sussex County Council
LTP4 investment priorities
  • LP10: Assets – planning maintenance and renewal
  • SP02: Strategic priorities - highway

Supported by East Sussex County Council

These are schemes where East Sussex County Council is not leading or a partner on the development and/or delivery. We will remain supportive to the lead and key partners in the delivery of the intervention. Whilst we may have a limited role in delivery, these interventions are part of the wider picture to improve travelling for all users.

RR02 - Resilience of the railway

How scheme will support addressing reliability and resilience

Resilience relating to climate and cyber hacking

Reduces the current and future risk of service disruption due to infrastructure failure/loss

Encourage data sharing between train operators to maximise reliability and resilience of the rail network.

Note: this may be easier under GBR.

Indicative cost

Greater than £100m

Development timescales
  • Study – Short-term
  • Develop – Short-term
  • Deliver – To be confirmed
Key partners
  • Network Rail
  • Train operating companies / GBR
  • East Sussex County Council
  • Other partners – Environment Agency
LTP4 investment priorities
  • CP10: Assets – planning maintenance and renewal

RR03 - Brighton Mainline (BML) Capacity enhancements and Croydon Area Re-modelling (CARS)

How scheme will support addressing reliability and resilience

Reduces the risk of service disruption and facilitates service recovery following disruption

Indicative cost

Greater than £100m

Development timescales
  • Study – Short-term
  • Develop – Short-term
  • Deliver - To be confirmed
Key partners
  • Network Rail
LTP4 investment priorities
  • CP03: Strategic and local priorities - rail

RR04 - Increase speed limit to 90mph on East Coastway line between Hampden Park and Bexhill

How scheme will support addressing reliability and resilience

Facilitates service recovery following disruption (especially between Eastbourne and Hastings)

Indicative cost

£10m to £100m

Development timescales
  • Study – Short-term
  • Develop – Short-term
  • Deliver - To be confirmed
Key partners
  • Network Rail
LTP4 investment priorities
  • CP03: Strategic and local priorities - rail

RR05 - Improve level crossing maintenance

How scheme will support addressing reliability and resilience

Reduces likelihood of disruption

Indicative cost

£10m to £100m

Development timescales
  • Study – To be confirmed
  • Develop – To be confirmed
  • Deliver – Short-term
Key partners
  • Network Rail
LTP4 investment priorities
  • LP10: Assets – planning maintenance and renewal

RR06 – Rolling stock upgrades

How scheme will support addressing reliability and resilience

Replacing ageing carriages which require regular repair and maintenance

Indicative cost

£10m to £100m (??)

Development timescales
  • Study – To be confirmed
  • Develop – To be confirmed
  • Deliver – To be confirmed
Key partners
  • Network Rail
  • Train operators
LTP4 investment priorities
  • LP10: Assets – planning maintenance and renewal
Back to top

Priority area 4: Decarbonisation

Policy Context

In 2019, the County Council declared a climate emergency in response to the need to address human-induced climate change and to achieve the goals of the 2015 Paris Agreement;  a legally binding international treaty ratified by the UK in 2016, with the overarching goal to limit the temperature increase to 1.5°C above pre-industrial levels by 2050.

Transport is the largest emitting sector of greenhouse gas (GHG) emissions, producing 26% of the UK’s total emissions in 2021 (427 MtCO2e). The government’s Transport Decarbonisation Plan outlines a strategy to achieve net zero carbon emissions from all forms of transport by 2050, with an aim of removing all diesel trains from the rail network by 2040. The East Sussex Environment Strategy (2020) sets out a county-wide aim of reducing emissions by 13% each year, which can, in part, be achieved through a reduction in transport carbon emissions through supporting a shift from private vehicles to rail, emphasis on electric vehicles, lower-emission public transport operations, and increased active travel (walking, wheeling and cycling).

Evidence

Rail is widely recognised as a more carbon efficient mode for moving large volumes of passengers and freight than road vehicles. For a 14-mile journey between Eastbourne and Hastings, GHG emissions per passenger are 3.5 kg carbon dioxide (CO2) emissions (e) if travelling by petrol car compared to 0.7 kgCO2e if the journey is made by train. Furthermore, CO2 equivalent emissions are significantly lower for journeys made by electric train compared to diesel trains.  

The rail network in East Sussex is almost entirely electrified, the exceptions being Hurst Green to Uckfield (London – Uckfield line) and Ore to Ashford (the Marshlink line), which are served by diesel trains. For operational reasons, diesel services operate beyond these route sections, e.g. to/from Eastbourne (Marshlink), or London (Uckfield line). For example, for heavy maintenance, trains operated on the Marshlink line may travel to the main Southern depot in Selhurst, London.

Opportunities

The electrification of two routes - Hurst Green to Uckfield and Ore to Ashford – as well as dual tracking or passing loops (as appropriate) are key priorities within this strategy (see Strategic Priority Schemes sub-section and Appendix A for more detail on these schemes). The electrification of these routes would make a significant contribution to decarbonisation and reduce rail emissions to net zero in the future as grid electricity progressively decarbonises. The current need to service the fleet at Selhurst would be removed and contribute to reducing carbon emissions. It would also improve the cost and operational efficiency of the railway by avoiding small fleets of diesel trains, and facilitate more direct journey opportunities; for example, operating a through services from Brighton to Ashford, and supporting the case for HS1 services operating from St Pancras to Hastings, Bexhill and Eastbourne via Ashford. It is important that direct journey opportunities are not made at the expense of services stopping at smaller stations in the county. Having such a small fleet with no more being manufactured means insufficient rolling stock availability to cover breakdowns.

Transport operators can increase people’s awareness of the impact of their travel choices on the environment and wider climate by providing greater information on the impact of travel choices, alongside a wider programme of interventions facilitating direct decarbonisation and wider behavioural change, such as decarbonising rail fleets, improving customer experience, and increasing integration with other modes of transport (notably walking, wheeling and cycling), and facilities for electric vehicle charging. For example, on their website, Southeastern provide a “Carbon Footprint Calculator” which shows passengers the relative impact of their selected journey by rail or by car.

Investment priorities

The railway network in East Sussex (and the wider London and South East region) is predominantly electrified. The remaining small sections of the network operates with diesel-powered trains. These are more energy efficient than road-based transport in moving people and goods over longer-distances. However, the lack of diesel rolling stock means that in the event of fleet failure there could be a higher cost associated with source replacement stock as this may have to come from further afield.

In the shorter term, working towards providing reliable, frequent, and convenient rail services, as well as and enabling schemes to improve first and last mile access, can support a shift of longer-distance journeys made by road to rail. This modal shift not only reduces carbon emissions but also alleviates congestion and improves localised air quality.

To achieve a net-zero transport network by 2050, there is a need to decarbonise the rail network in the longer-term, either through delivering electrification, or accelerating the deployment of battery rolling stock. Also, to support the rail industry in the provision of electric vehicle charging spaces and facilities at railway stations in the county.

The tables below set out how rail and ancillary schemes can help address known challenges and support a transition to a net-zero rail network. There is a focus on developing the case for schemes in the shorter-term, subject to funding, such that they are ready in the longer-term as technology is advanced and funding becomes available. It should be noted that the schemes below are not set out in no particular order. These are presented by the level of influence East Sussex County Council has.

Please note that this section is likely to require further updates following the emergence of the MCCA for Sussex and Brighton and creation of new unitary authorities across the West Sussex, Brighton & Hove and East Sussex geography through local government reorganisation.

Led by East Sussex County Council

These are schemes where East Sussex County Council has greater influence and can help directly develop and/or deliver the intervention.

RD01 - Increase Electric Vehicle Charging facilities at rail stations

How scheme will support addressing decarbonisation

Provide appropriate charging facilities at stations for expected increase in take up of electric vehicles

Indicative cost

Less than £10m

Development timescales
  • Study – Short-term
  • Develop – Short-term
  • Deliver – Short-term
Key partners
  • Network Rail
  • Train operating companies / Great British Railways
  • Electric vehicle charge-point providers
  • East Sussex County Council
LTP4 investment priorities
  • CP04: Fuels and air quality
  • CP05: Electric vehicle charging infrastructure

Advocated by East Sussex County Council

These are schemes where East Sussex County Council does not lead on development and/or delivery but is a key partner to successful delivery.

RD02 - Uckfield – Lewes line reinstatement

How scheme will support addressing decarbonisation

Encourage mode shift from car to rail

Indicative cost

Greater than £100m

Development timescales
  • Study – Short-Medium term
  • Develop – To be confirmed
  • Deliver – To be confirmed
Key partners
  • Network Rail/Great British Railways
  • Transport for the South East
  • East Sussex County Council
  • Local Authorities
  • Train operating companies / GBR
  • Private sector
LTP4 investment priorities
  • LP06: Integrated transport opportunities

RD03 - Ore - Ashford electrification and dual tracking or passing loops

How scheme will support addressing decarbonisation

Conversion from diesel to electric services and provide a new connection via HS1

Opportunities for improved frequency increasing attractiveness of the rail offer

Indicative cost

Greater than £100m

Development timescales
  • Study – undertaken
  • Develop – Short-term
  • Deliver – long term
Key partners
  • HS1 Ltd
  • Transport for the South East
  • Network Rail/Great British Railways (emerging)
  • East Sussex County Council
  • Kent County Council
  • Local Authorities
  • Train operating companies / GBR
  • Private sector
LTP4 investment priorities
  • LP06: Integrated transport opportunities
  • CP03: Strategic and local journeys – rail
  • CP04: Fuels and air quality

RD04 - Hurst Green (Oxted) - Uckfield Electrification and dual tracking or passing loops

How scheme will support addressing decarbonisation

Conversion from diesel to electric services (or other alternative such as battery)

Opportunities for improved frequency increasing attractiveness of the rail offer

Indicative cost

Greater than £100m

Development timescales
  • Study – medium-long term
  • Develop – medium – long term
  • Deliver – long term
Key partners
  • Network Rail/Great British Railways (emerging)
  • Transport for the South East
  • East Sussex County Council
  • Local Authorities
  • Train operating companies / GBR
LTP4 investment priorities
  • CP04: Fuels and air quality

RD05 – Eridge - Tunbridge Wells line reinstatement

How scheme will support addressing decarbonisation

Encourage mode shift from car to rail

Indicative cost

Greater than £100m

Development timescales
  • Study – To be confirmed
  • Develop – To be confirmed
  • Deliver – To be confirmed
Key partners
  • Network Rail/Great British Railways (emerging)
  • Transport for the South East
  • East Sussex County Council
  • Kent County Council
  • Local Authorities
  • Train operating companies / GBR
  • Private sector
LTP4 investment priorities
  • LP06: Integrated transport opportunities
Back to top

Priority area 5: Journey time competitiveness

Policy Context

Rail must be frequent, offer competitive journey times, and operate at the times of day when passengers want to travel. Changes in travel patterns means that people expect weekend train services to be as convenient as weekday services. LTP4 focusses on how rail can better facilitate two key strategic, longer-distance movements, which are:  

  • East-west along the south coast, using the East Coastway and Marshlink lines, connecting Brighton, Newhaven, Seaford, Lewes, Polegate (a rail hub for Hailsham and other nearby villages), Eastbourne, Bexhill, Hastings and Rye, including to Ashford, where users can connect to high-speed rail services for London. 
  • Between East Sussex and London, with an ambition of closing the gap between service provision and journey times, such that Eastbourne and Hastings to London are as comparably competitive to Brighton to London. 

Evidence

The table below shows the extent to which rail provides an attractive offer compared to car, and how the service provision compares to services on the nearby Brighton Main line, where rail ridership is amongst the highest in the wider South East. This demonstrates the level of change that is required and the potential for mode shift that could be possible.

Journey time comparisons (station to station)
  Trains per hour (weekday / Sunday) Rail journey time (mins) / Road journey time (mins)
Brighton – Lewes 4 /3 14-17 / 25-35
Lewes – Eastbourne 3 / 2 26 / 30-40
Eastbourne - Hastings 3 / 2 25-37 / 35-50
Hastings – Rye 1 / 1 19 / 25-35
Brighton – Rye 1 / 1 111 / 80-100
Eastbourne – Gatwick 2 / 1 55 / 55-65
Eastbourne – London 2 / 1 85-95 / 120-180
Hastings – London 2 / 1 85-95 / 120-180
Brighton – Gatwick (comparison 8 / 6 30 / 35-40
Brighton – London Bridge (comparison) 8 / 6 60-75 / 120-180

Frequency and journey time data accessed via Trainline and Google Maps for a Tuesday at 10am, and a Sunday at 10am in April 2024

Opportunities

The reintroduction of a direct, fast service between Brighton and Ashford service is a key ambition to transforming east-west connectivity and bringing towns along the south coast closer together. However, it is important that this is not at the expense of stopping services at the smaller stations. Station to station journey times along the East Coastway line are relatively slow, especially compared to radial journey times. The need for interchange between services on the south coast also reduces the attractiveness of rail. The need to interchange results from either services terminating or originating at Eastbourne, or it often being faster to change at Hampden Park rather than stay on the train through to Eastbourne and turning around.

Our ambition for fast direct services from Eastbourne, Hastings, Rye and Ashford to St Pancras, via High Speed 1 (HS1), would deliver significant reductions in journey time for rail passengers travelling between East Sussex and London (27-minute saving from Hastings and 45-minute saving from Bexhill).

The viability of the Willingdon Chord north of Eastbourne, which would provide a short rail link between the lines to/from Polegate and Bexhill, has been regularly considered by the rail industry over a number of years. Should a case for reinstatement become viable in the future, alongside the support of the rail industry, then we would be supportive of the scheme being included in future iterations of the East Sussex Rail Strategy.

Reinstating international services into Europe (France, Belgium, Netherlands) from Ashford International is important for connectivity purposes, and for the local, regional, national and European economy. In 2023 over 82,000 signatures were received to a petition to bring international services back to Kent, promoting the need and potential benefits from improved rail connectivity to the continent. More recently, in October 2025, Virgin announced that if Ashford International station (or Ebbsfleet) are reopened, then Virgin would stop there, and they have been engaging with local stakeholders to explore this. This is further to the Office of Rail and Road (ORR) approving Virgin's application to share Temple Mills railway storehouse in east London with Eurostar.

Should Eurostar, Virgin or other international rail services be reinstated from Ashford, it will be important to ensure that the timetables from the East Coastway are synchronised to enable passengers to alight services without having to rush to the platform for the international rail service departure. Other potential operations through the Channel Tunnel will also need to be considered as and when appropriate.

A potential shorter-term quick win, subject to a feasibility assessment by train operators, includes increasing the frequency of rail services on the Marshlink line, particularly at weekends and when special events are held. Delivering more early morning and late evening services, particularly to Gatwick Airport, is also an aspiration, as is reinstating direct services between Seaford and Newhaven with London, all of which could be delivered with minimal implications on the existing timetable, traincrew and rolling stock available to train operators.

Investment priorities

Rail is competitive over longer-distances, as journey times and comfort are far more appealing compared to driving private vehicles into congested urban centres coupled with the cost of parking. Rail travel can be expensive, and it is important that cost is affordable to all, with no financial barrier to optimised journey times.

Rail loses its competitive advantage where services are infrequent, cannot provide a direct route, or performs a dual role of serving strategic longer-distance trips between major centres, and serving local communities i.e. increased stopping services. For example, one of the two hourly services on the East Coastway line between Brighton and Eastbourne calls at eight intermediate stops, increasing the end-to-end journey time between the two centres. Furthermore, line speed restrictions due to ageing infrastructure, such as outdated signalling, may also constrain journey times.

Rail also loses its advantage where users cannot easily access the station from their ultimate origin or destination. Whilst adding a 15-minute walk to/from the station for residents supports sustainable travel for short local journeys, it may not be convenient or feasible for all. A rail service may also be less frequent and reliable on weekends, which makes it less appealing compared to other modes.

The tables below set out how rail and supporting schemes can improve the journey time competitiveness of rail relative to other modes. These include initiatives that can be developed and rolled out in the shorter-term, such as enhanced services on weekends and in the summer season to coastal towns, or schemes that may require infrastructure which can be developed in the shorter-term such that they are ready for delivery in the longer-term as funding becomes available.

The tables below set out how rail schemes can help improve journey time competitiveness for rail. These are presented by the level of influence East Sussex County Council has.

Please note that this section is likely to require further updates following the emergence of the MCCA for Sussex and Brighton and creation of new unitary authorities across the West Sussex, Brighton & Hove and East Sussex geography through local government reorganisation.

Advocated by East Sussex County Council

These are schemes where East Sussex County Council does not lead on development and/or delivery but is a key partner to successful delivery.

RJ01 - Provide direct high-speed services between St Pancras – Ashford – Rye / Hastings / Bexhill / Eastbourne

How scheme will support addressing journey time competitiveness

Direct, high-speed services would reduce rail passenger journey times to Hastings & Bexhill which have slow journey times to London in comparison to all major settlements on the south coast   

Indicative cost

Greater than £100m

Development timescales
  • Study – Short-term
  • Develop – Short-term
  • Deliver – To be confirmed
Key partners
  • Network Rail
  • Transport for the South East
  • London St Pancras Highspeed (previously HS1 Ltd)
  • Kent County Council
LTP4 investment priorities
  • CP03: Strategic and local journeys -rail

RJ02 - Increase service frequency on Saturdays and Sundays

How scheme will support addressing journey time competitiveness

Greater choice of departure times, with customers needing to allow less time for their journey

Indicative cost

£10m to £100m

Development timescales
  • Study – Short-term
  • Develop – Short-term
  • Deliver – Short-term
Key partners
  • Train operating companies / GBR
  • East Sussex County Council
  • Transport for the South East
  • Network Rail
LTP4 investment priorities
  • CP03: Strategic and local journeys - rail

RJ03 - Re-introduce Rye – Ashford peak shuttle on weekdays

How scheme will support addressing journey time competitiveness

Greater choice of departure times, with customers needing to allow less time for their journey

Indicative cost

£10m to £100m

Development timescales
  • Study – Short-term
  • Develop – Short-term
  • Deliver – Short-term
Key partners
  • Train operating companies / GBR
  • East Sussex County Council
  • Transport for the South East
  • Network Rail
  • Kent County Council
LTP4 investment priorities
  • CP03: Strategic and local journeys - rail

RJ04 - Double-track the route section between Rye and Winchelsea, sections of the Uckfield line, and / or sections of the Marshlink line, and operate additional train services which the doubling facilitates

How scheme will support addressing journey time competitiveness

Greater choice of departure times, with customers needing to allow less time for their journey, reduce delays as no crossover between Ore and Rye

Indicative cost

£10m to £100m

Development timescales
  • Study – Short-term
  • Develop – Short-term
  • Deliver – To be confirmed
Key partners
  • Train operating companies / GBR
  • East Sussex County Council
  • Transport for the South East
  • Network Rail
LTP4 investment priorities
  • CP03: Strategic and local journeys - rail

RJ05 - Improved rail access to Gatwick Airport including more early morning and late-night services

How scheme will support addressing journey time competitiveness

Enables rail as an option for travellers with early departing or late arriving flights where rail is currently not an option, supporting mode shift

Indicative cost

Less than £10m

Development timescales
  • Study – Short-term
  • Develop – Short-term
  • Deliver – Short-term
Key partners
  • Train operating companies / GBR
  • East Sussex County Council
  • Transport for the South East
  • Network Rail
LTP4 investment priorities
  • CP03: Strategic and local journeys - rail

RJ07 - Enhance service frequency for special events e.g. Eastbourne Airshow

How scheme will support addressing journey time competitiveness

Improved comfort of travel and provide an alternative to travelling by car

Indicative cost

Less than £10m

Development timescales
  • Study – To be confirmed
  • Develop – To be confirmed
  • Deliver – Short-term
Key partners
  • Train operating companies / GBR
  • Local authorities
  • Bus operators (where onward travel is required)
LTP4 investment priorities
  • CP03: Strategic and local journeys - rail

RJ08 – Provision of additional night-time services to cater for evening leisure and entertainment

How scheme will support addressing journey time competitiveness

Improved comfort of travel and provide an alternative to travelling by car

Indicative cost

Less than £10m

Development timescales
  • Study – Short-term
  • Develop – Short-term
  • Deliver – Short-term
Key partners
  • Train operating companies / GBR
  • East Sussex County Council
  • Transport for the South East
  • Network Rail
LTP4 investment priorities
  • CP03: Strategic and local journeys - rail

Supported by East Sussex County Council

These are schemes where East Sussex County Council is not leading or a partner on the development and/or delivery. We will remain support the lead and key partners in the delivery of the intervention. Whilst we may have a limited role in delivery, these interventions are part of the wider picture to improve travelling by for all users.

RJ06 - Re-introduce Ashford International stop on international rail journeys

How scheme will support addressing journey time competitiveness

Removing the need for passengers to travel via London would make rail more competitive for journeys to northern France and Belgium, open up Kent and East Sussex to customers from Paris and Northern France

Indicative cost

Less than £10m

Development timescales
  • Study – Short-term
  • Develop – Short-term
  • Deliver – To be confirmed
Key partners
  • Eurostar
  • Other new potential international train operators,
  • London St Pancras Highspeed (previously HS1 Ltd)
  • Kent County Council
LTP4 investment priorities
  • CP03: Strategic and local journeys - rail
Back to top

Priority area 6: Customer experience

Policy Context

Meeting customers’ expectations is essential if the railway is to compete with other modes of travel. If these expectations, such as being easily accessible and having sufficient luggage space, are not met, passengers will be less inclined to choose rail.

Research from the Williams Shapps Plan for Rail (2021) identified that in addition to frequent and punctual train services, customers need to be able to access the network easily, to feel safe and be safe, have easy access to relevant, accurate and personalised information, and for tickets to represent good value for money. Whilst there is uncertainty of how ongoing rail reform may incentivise operators to deliver a better service for its passengers, the industry acknowledges the need for collaboration if it is to grow ridership and maximise its contribution to wider socio-economic outcomes.

New evidence from the Department of Transport (April 2025) shows that the majority of rail passengers commute for leisure purposes (54%). Tuesdays, Wednesdays and Thursdays are the most popular commuting days for work.

The East Sussex Economic Prosperity Strategy (September 2024) looks ahead to 2050, and seeks to secure sustainable economic growth, setting out how, over the next generation, East Sussex can secure better opportunities and living standards for the people who live in the county, and how businesses can be supported to thrive and grow.

Evidence

Until the Covid-19 pandemic, Transport Focus, the independent watchdog for transport users, surveyed over 50,000 passengers a year to produce the National Rail Passenger Survey (NRPS) – which provided evidence for customer satisfaction using a wide range of criteria. The autumn 2019 NRPS survey, whilst nearly 5 years old, is still likely to be representative of passenger satisfaction for some categories. The results for services operated by Southern and Southeastern show that 82% and 80% of passengers respectively were satisfied with their rail journey. However, aspects of the rail journey where passengers were notably dissatisfied include the provision of toilets on trains and at stations, how operators deal with delays, and the availability of Wi-Fi. The industry understands the need to introduce a simpler, clearer fares system, which offers value for money for customers.

TOCs/GBR each have a Passenger’s Charter which includes details of their commitments to passengers; providing information on services, how to buy tickets, compensation, performance, and feedback. These documents are reviewed annually and agreed with the DfT. Processes such as these continue to evolve, with a new ‘Customer Promise’ being developed, and a procurement process which will replace outdated ticket vending machines, ensuring customers can buy the best value fare more easily. 

Opportunities

Some initiatives have already been delivered, such as the extension of Pay As You Go (PAYG) tickets. Opportunities for more smart, contactless and multi-modal ticketing are anticipated to become available in the future.

Research into how to reform the fares system is being undertaken at industry level and includes pilot studies of flexi-season tickets. Staffed ticket offices have a significant positive impact on passenger satisfaction, and we support keeping them open.

Improving passenger information on-train and at stations, especially when services are disrupted, is important for passengers, as is focusing on delivering real-time, accurate and multi-modal information, including providing details of journey times and connections (bus/rail).

Delivering customer and staff improvements initiatives at stations, such as improving lighting (and thus the feeling of safety), signage, and wayfinding, as well as providing more comfortable waiting facilities for passengers, especially at key interchange stations, and increasing the opening hours of waiting rooms and station toilets are also important.

Other important aspects include improving the on-board experience of services, such as providing better luggage space, improving the comfort of seating and standard of cleanliness, and improving Wi-Fi. Also, the need to lengthen trains, whether this be through upgrading the power supply of lines to enable more carriages to operate i.e. on the Hastings to London line, or additional carriages being provided on services. The latter may require lengthening of platforms at particular stations.

Historically, there were more rail connections to, from and within the county. Those routes which no longer operate are:

  • The Wealden Line. his line operated between Lewes, Uckfield and Kent. Two sections of this route were closed, these being the section between Uckfield – Lewes in 1969, and that between Eridge – Tunbridge Wells in 1985. The section of the line from Uckfield to Eridge remains open as part of the Oxted Line.
  • The Cuckoo Line. This rail route operated between Eridge and Polegate, The Hailsham-Eridge section of the route closed in 1965, and the Polegate-Hailsham branch was operational until 1968. The rail route now serves as the Cuckoo Trail walking and cycle route linking Heathfield to Polegate.

Some of these once commercial passenger routes have since been transformed into heritage railway lines and are an important part of the tourist industry in the county, and include:

  • The Spa Valley Railway. The Eridge – Tunbridge Wells section of the route became an operational heritage railway in 1997. It crosses the Kent and East Sussex border, covering a distance of 5 miles (8 km) and runs from Tunbridge Wells West railway station in Royal Tunbridge Wells to High Rocks, Groombridge, and Eridge, where it links with the Oxted Line.
  • The Lavender Line. The Lavender Line is a heritage railway based at Isfield Station, near Uckfield. This 1-mile (1.6km) heritage railway line, which operates to the first of two bridges over the River Uck.
  • The Bluebell Railway. The Bluebell Railway is an 11- mile (17.7 km) heritage line, with steam trains operating between Sheffield Park and East Grinstead. In 2013 the Bluebell Railway connected to East Grinstead station where there is a connection to the national rail network.
  • The Rother Valley Railway. The Rother Valley Railway (RVR) is a heritage railway based in Robertsbridge and operates to Headcorn in Kent, via Tenterden. Transport and Works Act consent was granted in 2021 for a 3.5 mile section between Bodiam and Robertsbridge to be reinstated which will connect the heritage line to the Hastings mainline at Robertsbridge.

Investment priorities

Users will only opt for rail if they are attracted to the offer provided relative to other transport options. Rail users need to be assured that they are getting a regular, comfortable, reliable, value for money experience. It is also important for commuters to be reassured that replacement transport options are available for when rail services are compromised; including disabled passengers, as well as commuters with pushchairs and luggage.

The tables below sets out how rail and supporting schemes will help improve the customer experience and ensure that rail is an attractive option for those wishing to travel longer-distances and support mode shift. These are presented by the level of influence East Sussex County Council has.

(Please note that this section is likely to require further updates following the emergence of the MCCA for Sussex and Brighton and creation of new unitary authorities across the West Sussex, Brighton & Hove and East Sussex geography through local government reorganisation).

Led by East Sussex County Council

These are schemes where East Sussex County Council has greater influence and can help directly develop and/or deliver the intervention.

RC02 –Better value for money tickets and enhancements to and better promotion of integrated bus and train ticketing and contactless ticketing

How scheme will support addressing customer experience

Improve customer confidence of using rail and ensure users get better value for money

Indicative cost

£10m to £100m

Development timescales
  • Study – To be confirmed
  • Develop – Short-term
  • Deliver – Short-term
Key partners
  • Train operating companies / GBR
  • East Sussex County Council
  • Transport for the South East
  • Bus operators
  • Private sector
LTP4 investment priorities
  • LP06: Integrated transport opportunities
  • CP01: Making transport accessible and inclusive

RC03 - Improved signage and wayfinding at stations

How scheme will support addressing customer experience

Increase customer confidence and facilitates customers making full use of station facilities

Consider needs of all users including those who feel less safe – but not limited to - sex/sexual orientation/race

Indicative cost

Less than £10m

Development timescales
  • Study – To be confirmed
  • Develop – To be confirmed
  • Deliver – Short-term
Key partners
  • East Sussex County Council
  • Bus companies
  • Train operating companies / GBR
  • Network Rail
LTP4 investment priorities
  • CP01: Making transport accessible and inclusive
  • CP02: Signage and wayfinding

RC07 - Promote & develop further multi modal journey planners showing journey times and connections

How scheme will support addressing customer experience

Improve passenger confidence and experience

Indicative cost

Less than £10m

Development timescales
  • Study – Short-term
  • Develop – Short-term
  • Deliver – To be confirmed
Key partners
  • Train operating companies / GBR,
  • Bus operators,
  • East Sussex County Council
LTP4 investment priorities
  • LP06: Integrated transport opportunities
  • LP14: Digital

Advocated by East Sussex County Council

These are schemes where East Sussex County Council does not lead on development and/or delivery but is a key partner to successful delivery.

RC05 - Provision of more and better lighting in and around stations

How scheme will support addressing customer experience

Improve customer safety (especially for some groups with protected characteristics) (perceived and actual) and discourages anti-social behaviour at stations

Indicative cost

Less than £10m

Development timescales
  • Study – To be confirmed
  • Develop – To be confirmed
  • Deliver – Short-term
Key partners
  • Train operating companies / GBR
  • Network Rail
  • East Sussex County Council
LTP4 investment priorities
  • CP01: Making transport accessible and inclusive

Supported by East Sussex County Council

These are schemes where East Sussex County Council is not leading or a partner on the development and/or delivery. We will remain supportive of the lead and key partners in the delivery of the intervention. Whilst we may have a limited role in delivery, these interventions are part of the wider picture to improve travelling by for all users.

RC01 - Additional passenger carrying capacity (by upgrading power supply and lengthening trains)

How scheme will support addressing customer experience

Improved comfort of travel through less congested services

Indicative cost

£10 to £100m

Development timescales
  • Study – Short-term
  • Develop – Short-term
  • Deliver – To be confirmed
Key partners
  • Train operating companies / GBR
  • Energy providers
LTP4 investment priorities
  • CP01: Making transport accessible and inclusive
  • CP03: Strategic and local journeys - rail

RC04 - Improve passenger facilities at key stations

How scheme will support addressing customer experience

Improved user experience, e.g. through longer waiting room opening hours, toilet facilities, shops, cafes

Indicative cost

Less than £10m

Development timescales
  • Study – To be confirmed
  • Develop – To be confirmed
  • Deliver – Short-term
Key partners
  • Train operating companies / GBR
  • Network Rail
LTP4 investment priorities
  • CP01: Making transport accessible and inclusive

RC06 - Improve access to rail replacement bus services at some stations, which cater for disabled passengers, and those who have pushchairs / luggage

How scheme will support addressing customer experience

Improve passenger confidence during disruption that a suitable transport alternative will be available to get them to their destination

Indicative cost

Less than £10m

Development timescales
  • Study – To be confirmed
  • Develop – To be confirmed
  • Deliver – Short-term
Key partners
  • Train operating companies / GBR
  • Network Rail
  • Bus operators
LTP4 investment priorities
  • LP06: Integrated transport opportunities
  • CP01: Making transport accessible and inclusive

RC08 - Improved customer information and communications at stations and on-board trains, both in general and during service disruption

How scheme will support addressing customer experience

Passengers are able to make informed decisions and increases passenger confidence

Indicative cost

Less than £10m

Development timescales
  • Study – To be confirmed
  • Develop – To be confirmed
  • Deliver – Short-term
Key partners

  • Train operating companies / GBR

LTP4 investment priorities
  • CP01: Making transport accessible and inclusive

RC09 - Improve availability of on-board Wi-Fi

How scheme will support addressing customer experience

Improved amenities for passengers, enabling them to be productive or access entertainment

Indicative cost

Less than £10m

Development timescales
  • Study – To be confirmed
  • Develop – To be confirmed
  • Deliver – Short-term
Key partners
  • Train operating companies / GBR
  • Network Rail
  • Mobile operators
LTP4 investment priorities
  • LP14: Digital
  • CP01: Making transport accessible and inclusive

RC10 – Improving the quality and ambience of on-board train facilities, such as quiet carriages, dedicated quiet space, seating quality

How scheme will support addressing customer experience

Reduces travel stress for sensory impaired passengers and improve travel comfort

Indicative cost

Less than £10m

Development timescales
  • Study – To be confirmed
  • Develop – To be confirmed
  • Deliver – Short-term
Key partners

  • Train operating companies / GBR

LTP4 investment priorities
  • CP01: Making transport accessible and inclusive

RC11 - Improve on-board and station cleanliness

How scheme will support addressing customer experience

Improved travel experience and health and wellbeing of passengers          

Indicative cost

Less than £10m

Development timescales
  • Study – To be confirmed
  • Develop – To be confirmed
  • Deliver – Short-term
Key partners
  • Train operating companies / GBR
  • Network Rail
LTP4 investment priorities
  • CP01: Making transport accessible and inclusive

RC12 - Improve the efficiency of on-board space for wheelchairs, pushchairs, luggage and non-folding bikes

How scheme will support addressing customer experience

Makes rail a more attractive option for leisure

Indicative cost

Less than £10m

Development timescales
  • Study – Short-term
  • Develop – Short-term
  • Deliver – Short-term
Key partners

  • Train operating companies / GBR

LTP4 investment priorities
  • CP01: Making transport accessible and inclusive
Back to top