CrossRail curbed

News

30 October 1993

Is the Government trying to pull out of the CrossRail project, thereby threatening London’s status as the world’s pre-eminent financial centre?

Both the progress and the proposed funding of CrossRail, the joint London Underground/Network South East cross-capital link, has all the hallmarks of another Government decision-making disaster, overshadowed only by prevarication regarding the Channel Tunnel fast link. A Second Report on the London link announced by the DOT last week is a transparent move to slash resources for the project as the Treasury seeks to make savings in the teeth of a dramatically rising public-sector deficit. And Whitehall must surely be questioning the ability of massive public projects to attract private finance, since a funding formula for the line has yet to be announced.

CrossRail officials believe that the Government is machinating to axe the link and has already begun chipping away at it. This week project director Mike Smith revealed that he expects to receive a considerably reduced portion of the next tranche of £200m allocated for design and preparation costs within the period April 1991 to April 1994. So far CrossRail has received £60m of the money. Meanwhile, Smith is hoping that interim findings of the Second Report will be published by January to allow CrossRail to put its proposals before the the committee which is considering the Bill.

Supporters of the project include the RICS and the CBI, which say that the new, modern, cross-London link is sorely needed to ensure that the capital retains its status as the world’s pre-eminent financial centre, and to replace failing infrastructure. In addition, CrossRail provides opportunities to renew some of the capital’s office and shop facilities for the 21st century, while creating striking and innovative architecture.

Among other advocates of the project, the City of London Corporation is extremely concerned that the scheme does not end up as a “cut-price, bargain basement” option. It is demanding that CrossRail be built to the highest standards with large-capacity stations. Westminster council is concerned that so far, as with the chunnel link, secrecy has been the order of the day. The council says that it is baffled by the emergence of the Second Report, and very concerned about the Government’s commitment. Furthermore, along with other boroughs along the link, Westminster finds it curious to see Transport Secretary John MacGregor take a new interest in alternative routes through central London at this relatively late stage in the scheme’s planning; explorations in this direction would delay progress.

The expense of further research and the cost to property owners of persistent blight along the route is phenomenal. If the Government isbacking away from CrossRail it should say so clearly and quickly, rather than waste taxpayers’ and petitioners’ money by killing off the link by a thousand cuts.

Is the Government trying to pull out of the CrossRail project, thereby threatening London’s status as the world’s pre-eminent financial centre? Both the progress and the proposed funding of CrossRail, the joint London Underground/Network South East cross-capital link, has all the hallmarks of another Government decision-making disaster, overshadowed only by prevarication regarding the Channel Tunnel fast link. A Second Report on the London link announced by the DOT last week is a transparent move to slash resources for the project as the Treasury seeks to make savings in the teeth of a dramatically rising public-sector deficit. And Whitehall must surely be questioning the ability of massive public projects to attract private finance, since a funding formula for the line has yet to be announced. CrossRail officials believe that the Government is machinating to axe the link and has already begun chipping away at it. This week project director Mike Smith revealed that he expects to receive a considerably reduced portion of the next tranche of £200m allocated for design and preparation costs within the period April 1991 to April 1994. So far CrossRail has received £60m of the money. Meanwhile, Smith is hoping that interim findings of the Second Report will be published by January to allow CrossRail to put its proposals before the the committee which is considering the Bill. Supporters of the project include the RICS and the CBI, which say that the new, modern, cross-London link is sorely needed to ensure that the capital retains its status as the world’s pre-eminent financial centre, and to replace failing infrastructure. In addition, CrossRail provides opportunities to renew some of the capital’s office and shop facilities for the 21st century, while creating striking and innovative architecture. Among other advocates of the project, the City of London Corporation is extremely concerned that the scheme does not end up as a “cut-price, bargain basement” option. It is demanding that CrossRail be built to the highest standards with large-capacity stations. Westminster council is concerned that so far, as with the chunnel link, secrecy has been the order of the day. The council says that it is baffled by the emergence of the Second Report, and very concerned about the Government’s commitment. Furthermore, along with other boroughs along the link, Westminster finds it curious to see Transport Secretary John MacGregor take a new interest in alternative routes through central London at this relatively late stage in the scheme’s planning; explorations in this direction would delay progress. The expense of further research and the cost to property owners of persistent blight along the route is phenomenal. If the Government isbacking away from CrossRail it should say so clearly and quickly, rather than waste taxpayers’ and petitioners’ money by killing off the link by a thousand cuts.