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- Additional rail paths to London from the South Coast linking major commuter towns.
- Increased track capacity to enable longer trains to serve these key commuter stations.
- Maximum operational flexibility for the train operators at peak periods and at weekends.
- Improved performance for Network Rail.
- New markets for the train operators and new travelling opportunities for the public.
Whether introducing additional services, or joining and splitting trains, the potential to increase the overall network capacity is substantial.
Because distances between London and Hastings / Uckfield Line commuter stations are approximately the same, the introduction of WEALDENLINK will succeed from day one.
Commuters are obliged to drive long distances to remote country stations such as Stonegate (pop. 4,000) to use trains to Cannon Street / Charing Cross whereas Crowborough (pop. 22,000) - also 42 miles from London - has no direct train service to these London termini.
The key to increasing capacity on the Brighton Main Line rests in increasing capacity on the Uckfield Line. Ultimately, this will only be achieved through the full implementation of BR’s 1964 Oxted Lines Electrification Programme.
Over-demand at East Croydon and Oxted Line stations can be alleviated with the additional capacity offered with the route through Tunbridge Wells and Sevenoaks.
The viability of the closed Eridge-Tunbridge Wells link does not enter the equation because this would simply be a 4½ mile stretch of commuter line between two stations. Any train for Charing Cross or Cannon Street entering Crowborough station is hardly likely to find itself short of willing passengers ....
The Uckfield Line will be second only to the Brighton Line because of its highly-populated towns in close proximity to places such as Haywards Heath, Burgess Hill, Tunbridge Wells etc. The continuing absence of this supporting route lies at the very root of the problems faced by the network, most noticeably the Brighton Line, but also growing demand and congestion at Tunbridge Wells Central. Although some frequencies have been increased to their maximum, rail infrastructure has not kept pace with population growth. Consequently the problems of congestion continue to be exacerbated in direct consequence of the Uckfield Line being seriously diminished.
GROVE CONNECTION
 This vital connection between Kent and Sussex operated for well over a century until closure in 1985. Although formation and bridges were constructed for double-track, it remained single line operation throughout. Even so, this section carried 58 trains per day by 1958. Originally, BR intended electrifying this connection and upgrading the Tonbridge - Uckfield route because it served a growing commuter area. Resignalling to abolish four manual boxes at Grove Junction, Tunbridge Wells A, B, and Birchden Junction was also considered.
In 1982 BR’s preferred option in electrifying the Tonbridge - Hastings line was to convert the narrowest of this route’s tunnels to single-line so that standard rolling stock could be introduced. Grove tunnel at Tunbridge Wells West was not affected because it could alre ady accept standard stock. However, because of the devalued nature of the route following the abandonment of the 1964 electrification scheme and the increasing pressure on BR from the Government to cut costs, the line was deemed surplus. BR managers admitted this controversial decision was primarily influenced by the release of extensive land at Tunbridge Wells West for retail redevelopment.
Calls were made to re-open the line as part of Network SouthEast. Most of the land at Tunbridge Wells West would still be developed by Sainsbury’s but incorporating a strategic rail link through the site.
 A new station ‘Linden Park’ adjoining the development would have catered for the growing number of commuters at the cramped Tunbridge Wells Central station on the Hastings Line. Events have proved this a worthy and visionary concept, particularly in the present difficulties operating trains to and from Tunbridge Wells Central, turning them around, over-crowding and lack of capacity.
The £5m turn-back siding for 2009 will serve no purpose other than shunting trains. This public money could have been better spent usefully extending the railway into Tunbridge Wells West.
Grove connection is an important strategic rail link and remains an immensely valuable transport corridor. In 2001 it was handed over for the nominal sum of £1 to Railway Paths Ltd (a subsidiary of Sustrans).
Covenants protect it for future railway purposes.
As illustrated here, Grove Connection was built to a generous formation width. Although this entire spur remains reserved for future railway use and could comfortably accommodate double lines for main line operation, rather than ‘growing the railway’ it grows saplings and weeds.
Both up and down lines would hold trains of 12-car length for maximum operational flexibility and capacity.
If required, up trains could clear Tunbridge Well West platforms and wait here before proceeding into Tunbridge Wells Central and on to London.
Similarly, down trains could clear the Hastings line and stand here should it be necessary to await the passage of an up train leaving the West station.
Capacity will always be constrained on the Tunbridge Wells-Hastings section, where no housing growth is anticipated anywhere along its length.
In sharp contrast, the busy Tunbridge Wells-Lewes corridor with its partly-defunct railway has enormous potential for increasing capacity and solving congestion. With its towns scheduled for even greater growth in housing and commuter traffic, the need is urgent, the possibilities are substantial and the outcome rewarding - if the right political decisions are made.
Note: Grove Tunnel is often erroneously confused with Grove Hill tunnel on the restricted Hastings Line. Grove tunnel was never subject to the Hastings route gauge restrictions.
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