The Anonymous Widower

What Are We Going To Do For The Lower Thames Crossing?

This report in the Thurrock Gazette is entitled Over a thousand residents make anger known at Lower Thames Crossing meeting tonight and it describes the anger in the area over the proposed new Lower Thames Crossing. This map from this BBC report, shows the proposed route.

The Proposed Lower Thames Crossing

The Proposed Lower Thames Crossing

I don’t drive, but I do appreciate that there is extra capacity across the Lower Thames is needed to relieve the Dartford Crossing.

So what should be done?

I think that whether or not a new Lower Thames Crossing is built, we should give people alternative routes to cross the river.

Crossrail may help in that some cross river journeys like say from Kent to Essex, may be quicker by the following route.

Obviously, it won’t suit everybody, but the design of Whitechapel station has been designed to facilitate journeys like this.

I think that the Abbey Wood branch should be extended to Ebbsfleet International and Gravesend, as soon as possible. This extension is safeguarded but not planned.

It would probably help too, if the interchange between SouthEastern’s HighSpeed services and Crossrail at Stratford wasn’t a long hike round the Eastfield Shopping Centre.

Surely, the real problem is freight.

This will only be eased by putting more of it on rail between Europe and the UK.

In the end another Thames Crossing will be built and this should also solve the problem of a bigger Thames Barrier.

February 26, 2016 Posted by | Transport/Travel | , , | 1 Comment

Things Seem To Be Moving On Crossrail’s Western Section

Returning from Windsor, I took the route via Slough and took these pictures.

Note.

I shall have to go back in the next few days and check on progress.

But it does seem that things are moving along apace.

February 26, 2016 Posted by | Transport/Travel | , , , , | Leave a comment

Connecting The Windsor Link Railway To The Slough To Windsor And Eton Line

I went to Windsor today, to see how the proposed Windsor Link Railway could connect to the Slough To Windsor And Eton Line.

This Google Map shows the area.

The Slough To Windsor And Eton Line

The Slough To Windsor And Eton Line

The single-track line from Slough to the north crosses the Thames on the Grade II* Listed, Windsor Railway Bridge, before curving to the east to go to Windsor and Eton Central station. South of the river, the line is on an elegant brick viaduct.

Note how it actually starts at quite a low level at the river and then rises towards the station, which sits above the town.

Look at  More Pictures Of The Bermondsey Dive-Under and the post shows how at Bermondsey, a similar Victorian viaduct to that at Windsor has been modified to create a new track layout.

As the Bermondsey Dive-Under incorporated multiple tracks and the Windsor problem will be that of connecting the single-track to Slough to the tunnel under Windsor, I can’t see that architects and engineers will have much trouble creating a superior solution.

I suspect too, that the final design will leave a large proportion of the viaduct without track, if the connection to Windsor and Eton Central station is closed.

February 25, 2016 Posted by | Transport/Travel | | 1 Comment

The Hoardings Are Down At Royal Oak Station

I came past Royal Oak station and as the Crossrail hoardings had been removed, when I got to Paddington, I went back and took these pictures from the train and the platform at Royal Oak station.

It would appear that Crossrail are starting to clear the site and landscape it. This Google Map shows the area.

Westway, Crossrail And Royal Oak Station

Westway, Crossrail And Royal Oak Station

I think that it is going to be some form of public space.

February 25, 2016 Posted by | Transport/Travel | , | Leave a comment

Is This One Of The Most Valuable Sites For New Development In The UK?

I don’t question the engineering behind the Windsor Link Railway, but I do question whether the project is viable financially.

Property Development

Obviously, the key to financial viability is the property development opportunities that the building of the Windsor Link Railway will enable.

I don’t know much about property development, but from conversations with serious property developers over the last few years, I can say this.

  • Some of the sums of money that can be involved are immense.
  • Location is still as important as it ever was.
  • Car parking can be reduced in developments above stations, which reduces construction costs.

An infrastructure investor from a large insurance company, also told me that developments with a new station and possibly a few new trains are easy to finance as a package.

Property Development At Windsor And Eton Riverside Station

Look at this Google Map of the Windsor and Eton Riverside station and the River Thames.

Windsor And Eton Riverside Station And The Thames

Windsor And Eton Riverside Station And The Thames

The railway and the adjacent car parks, use a surprisingly large amount of land, that would be released by the building of the Windsor Link Railway.

The Windsor Link Railway could be a single track tunnel, as the maximum frequency would only be four trains per hour in both directions, which would enter the tunnel around the end of the current platforms.

Obviously, all of the land where the current station and car parks would be available for development. There would just be a rail tunnel in the basement.

I also feel that done properly, this development with its superb location on the river, should be car-free.

If that is the case, then perhaps Windsor needs a station under this development?

As the development will be pretty grand and very desirable, I would design a station with the following characteristics.

  • Single-platform able to accept twelve-car trains. We don’t want to build a restriction for the future.
  • All trains could be IPEMUs running on batteries in the tunnel. Quiet, very green and no dangerous electrification.
  • Platform-edge doors. They’re probably needed under EU safety legislation.
  • Double-ended with one entrance in the development and another in Thames Street. If tourists can’t drive, they need to be in the centre.

I think with modern station design, that a single-platform station would be sufficient, although, it would probably restrict services to four trains per hour in each direction.

We’ve never built a combined up-market station and luxury development in this country yet, although there are quite a few stations like Dalston Junction with lots of dwellings on the top.

Windsor And Eton Riverside could be the place to start.

Property Development At Windsor And Eton Central Station

If the Riverside site could be properly developed, what about, where the Windsor Link Railway are proposing to put their proposed Windsor Royal station.

This is a Google Map of the area to the West of Windsor And Eton Central station.

WindsorAndEtonCentralStation2

Note how the area is dominated  by coach and car parks. Visitors want to come to see the river and the castle, socialise a bit, have a drink and a meal, and perhaps buy some tatty souvenirs. They don’t want to look at car and coach parks.

In Connecting The Windsor Link Railway To The Slough To Windsor And Eton Line, I looked at the engineering and I don’t think building the rail connection is impossible.

It is my view, that you build the railway and the station in the best way for train operation and passenger convenience. The station would probably have the following characteristics.

It could be a traditional surface station or underground, with minimal buildings above the surface.

I prefer the underground station, as it has other advantages.

  • There would be lots of entrances facing in all directions. Think fosteritos!
  • It could have a single-platform or a double-platform/island layout, capable of handling twelve-car trains.
  • Platform-edge doors.
  • A single track would lead to Slough and also to the tunnel under Windsor.

In the hole for an underground station, it would also probably be a good idea to build an adequately-sized underground car and coach park.

But surely visitors need some form of decent Park-And-Ride using an uprated train service. Such a station is envisaged by the Windsor Link Railway at Chalvey Interchange, which is South of Slough close to the M4.

Once the new station and the railway is fully connected, there is a magnificent opportunity to create a world-class park and related development over the top, between the existing railway viaduct and the iconic Thames.

The redundant Central station and the unused part of the massive viaduct would be developed appropriately.

Let’s face it Windsor is rather a crap and tatty tourist dump at the present time. The Windsor Link Railway could give the town the opportunity to give the historic town and castle the environment and status, it needs and deserves.

The Trains

In The IPEMU And The Windsor Link Railway, I wrote how IPEMU trains could make the design and building of the Windsor Link Railway easier and more affordable.

I believe it is essential that the Windsor Link Railway is run using trains with an IPEMU capability.

I also believe that as I saw in Future-Proofing The Uckfield Branch, that all platforms including the bay platform at Slough station must be capable of accepting twelve-car trains.

I am assured that this is in the design.

The Central Tunnel

I would suspect that many people would feel that digging the central tunnel across Windsor will be an enormously  expensive operation.

Construction companies put in cut-and-cover tunnels like this all over the world and especially in Germany. The last tunnel, I saw being built was the large Stadtbahn Tunnel in Karlsruhe right down the main street, which would take the German version of the Class 399 tram-train.

Digging A Big Hole

Whilst this tunnel is controversial and has its problems, it is much larger than that proposed through Windsor. The final cost estimate for Karlsruhe eas €588million for a double-track tunnel, which is 3.5km. long and has seven stops.

In the UK, the only similar tunnel is the Dalston Western Curve, where a new tunnel was dug along an existing alignment.

This article in the Londonist describes a visit to the tunnel before it opened.

Intriguingly, the Dalston tunnel was reportedly dug by a German sub-contractor, who specialise in getting trams in tight places.

We sometimes seem too conservative when we dig tunnels. I can’t think of a cut-and-cover tunnel built in the last twenty years in the UK? Not even one built to create an entrance to a car park!

In June last year I wrote Walking The Proposed Route Of The Windsor Link Railway. I felt afterwards that a single-track tunnel between the area of the Riverside station and a new Windsor Royal station to the North of the current Central station would be possible.

Since then, the IPEMU train has become a serious possibility and if trains on the Windsor Link Railway had this capability, then the tunnel could have these characteristics.

  • Single-track tunnel.
  • Built using cut-and-cover.
  • No electrification.
  • IPEMU trains only in the tunnel.
  • Evacuation walkway like the DLR.
  • No massive ventilation and evacuation shafts.

My project management knowledge tells me, that this is the sort of tunnel, that could be built without causing too much disruption to train services and road traffic, by getting all of the jobs in the right logical order.

Conclusion

The Windsor Link Railway, is a project that must be judged as a whole.

But do that and there is a lot of money to be made from property development, which would more than pay for the railway.

February 24, 2016 Posted by | Transport/Travel | , , , , , | 2 Comments

The IPEMU And The Windsor Link Railway

The IPEMU or to use its full name, an Independently Powered Electric Multiple Unit, is a form of Electric Multiple Unit, which has on-board electricity storage, so that it has a limited range on lines without electrification.

Bombardier have shown it is a serious concept, by allowing the general public to ride their prototype in passenger service between Manningtree and Harwich during six weeks in early 2015.

An Outwardly Normal Class 379 Train

An Outwardly Normal Class 379 Train

Note the following about IPEMU trains.

  • IPEMUs look and ride like the standard train to passengers, with everything passengers expect.
  • On electrified lines, IPEMUs run and accelerate like the standard train.
  • IPEMUs  can run for up to fifty miles using electricity stored in the on-board energy storage.
  • The on-board energy storage is charged when the train is running on electrified lines.
  • The train can run on any line without electrification, where a modern diesel multiple unit of the same length or longer can run.
  • IPEMUs use regenerative braking, so all energy generated from braking is stored and used to restart the train.
  • IPEMUs can be 25 kVAC overhead, 750 VDC third-rail or dual-voltage.
  • The on-board energy storage can be batteries, super-capacitors or Formula One-style KERS.

There were rumours in the September 2015 Edition of Modern Railways, that Great Western Railway was going to convert some of their Class 387 trains to IPEMU operation.

How would IPEMUs help in the creation of the Windsor Link Railway?

Click here for a map of the Windsor Link Railway!

I think it is sensible to assume that all trains running on the Windsor Link Railway could have an IPEMU capability and the ability to take power from both third-rail and overhead electrification.

In Phase 1, using IPEMUs would mean.

  • Trains from London would run using the existing third-rail electrification and would fully charge the energy storage before Windsor.
  • The linking tunnel would not have any electrification and would thus be safer.
  • The linking tunnel would only need to be wide and high enough for safe operation of the trains.
  • The linking tunnel could be single-track with a passing loop/island platform station, as the proposed maximum frequency is four trains per hour in each direction.
  • The Slough to Windsor Line would not be electrified, so would be visually unchanged, with no ugly overhead wires.
  • Trains would run through Windsor and on to Slough using the on-board energy storage.

Less than ten miles of a trip from London to Slough via Windsor and back, would be run on batteries.

In Phase 2, using IPEMUs would mean.

  • No new lines would need to be electrified.
  • The tunnels would not be electrified and just large enough for safe operation.
  • Bridges would not need to support overhead electrification gantries.
  • Trains would run betwen the main lines and Heathrow Airport using the on-board energy storage.

Only a few miles of each trip would be run on batteries.

 

 

February 23, 2016 Posted by | Transport/Travel | , , | 1 Comment

Future-Proofing The Uckfield Branch

The Uckfield Branch of the Oxted Line was open today, so as in A Trip To Uckfield, I had to use a Rail Replacement Bus from Crowborough, I took a train to Uckfield station and back from London Bridge. These are some of the pictures I took at Uckfield station.

I can’t disagree with what I said in the previous post.

The platform work is certainly being done to a standard and length, that should be good enough, if the Uckfield Branch is used to create a second Brighton Main Line, by extending the line past Uckfield to Lewes on the route of the former Wealden Line.

All of the platforms I have seen on the Oxted Branch seem to be capable of taking a twelve-car train.

Uckfield’s Long Single Platform

Although, I suspect that Uckfield itself could be a bit longer, especially as workers still seemed to be extending it further to the North.

I would think, that this long platform would enable two eight-car trains to be parked in the station, if there was a need in the Peak or because one of the trains had failed.

It’s just more future-proofing.

Oxted’s Bay Platform

Platform 3 at Oxted station is a South-facing bay platform, which is used to provide shuttle and other services down the two branches. In the last couple of years, it has been electrified, which is just more future-proofing, in case it was required to run an electrified shuttle to East Grinstead.

IPEMUs To Uckfield?

The Oxted Line is electrified from London Bridge as far as Hurst Green station, where the two branches split.

  • The East Grinstead Branch is electrified.
  • Uckfield Branch is not and is about twenty miles long.

As a typical Electrostar IPEMU based on say a Class 387 train, would probably have a range of at least fifty to sixty miles, it would appear that IPEMUs could work the London Bridge or Victoria to Uckfield service.

  • Between London Bridge and Hurst Green the trains would take thirty-two minutes, getting power from the third-rail electrification. Batteries would also be charged on this leg.
  • Between Hurst Green and Uckfield, they would take forty-two minutes and rely on battery power.

I suspect too, that third-rail IPEMUs could charge their batteries fully before they left London Bridge.

Platform 3 at Oxted station might also be useful for charging an IPEMU running a shuttle service on the Uckfield Branch.

In my view, the work done on the Uckfield Branch in recent months has created a line, that would be an ideal route for IPEMUs to provide the service.

  • Platforms have been sufficiently lengthened.
  • Signalling can probably already cope with the longer trains.
  • There is no more electrification required.

All that is needed is to add an IPEMU-capability to the required number of Class 387 trains and train the staff.

How Long Is An IPEMU?

There is one mathematical and marketing problem, that must be solved before trains are run.

Class 387 trains come in sets of four-cars and on Thameslink, typically run in formations of four-, eight- or twelve-cars.

What is the optimal length to run services on the Uckfield Branch, as determined by passenger demand?

And can this length of train be provided?

I’ve not seen anything for instance, which says how many IPEMUs can form a single train.

But I suspect that Bombardier wouldn’t design a train, without a multiple-working capability.

And of course, the Uckfield Branch has been future-proofed for twelve cars.

I suspect that the capacity of the Uckfield Line will be determined more, by the size of the car parks.

Onward To Lewes

This article in the Uckfield News is entitled £100k Budget pledge for Uckfield to Lewes rail line study.

So it is possible that the Uckfield Branch could be extended by about ten miles to Lewes, along the route of the disused Wealden Line.

Intriguingly, as Lewes is fully electrified an IPEMU train going from London Bridge to Lewes would do less distance on batteries than a train going from London Bridge to Uckfield and back.

One of the problems with extending past Uckfield, is that the trains would have to cross the B2102 by the station in the middle of Uckfield.

This used to be a level crossing and I’m certain, that this option will not be reinstated for safety reasons. It has to be said, that as an IPEMU could cross on battery power, there might be a better solution, than a traditional level crossing.

But IPEMUs have another advantage, in that they could use a short underpass without electrification. I just wonder whether that some clever design could squeeze the railway line under the road.

Conclusion

If the passenger demand is there, there would appear nothing in the design of the upgrade to the Uckfield Line, to stop IPEMUs being used to fulfil that demand.

 

 

February 22, 2016 Posted by | Transport/Travel | , , , , | 4 Comments

D-Train Prototype Takes Big Step Forward

This is title of an article in Rail Magazine, which shows a picture of a two-car Class 230 train.

I have a feeling that because of all the other developments in the UK rail industry, that sadly for the project’s backers, that this will be a project filed under Heroic Failures.

If Arriva Rail North can find ways to buy a new fleet of CAF Civity trains and IPEMU technology breaks through as expected, the market in the UK for the D-Train must be getting a lot smaller.

It could be getting to the point, where the train is totally unsaleable in the UK.

February 22, 2016 Posted by | Transport/Travel | , , , | 2 Comments

We Think We Have Problems With Rail Viaducts

Some of the most impressive structures on the UK’s railways are the Victorian brick viaducts.

All of this small selection are still in use on the railways and are Grade II Listed or better.

Many have been renovated at great expense in the last few years and I was prompted to write this post after reading this article on the Network Rail web site, which is entitled Bridges improvement plan for Cheshire will revitalise landmarks. This is said.

Network Rail will refurbish four bridges and two viaducts during an 11-day closure of the Crewe to Manchester and Sandbach to Northwich railway lines, from 13 to 24 February 2016.

The vital work will make the railway safer and more reliable for passengers, motorists, pedestrians and canal users across the county.

Two of Cheshire’s most well-known architectural landmarks, the Grade-II listed viaducts at Holmes Chapel and Peover, will have a full makeover as part of the programme. Water stains on the walls of both viaducts will be removed, damaged brickwork repaired and both structures waterproofed.

At the same time, Network Rail engineers will undertake strengthening work to the Hungerford Road bridge in Crewe, Shipbrook Road bridge in Rudheath, and to the Whatcroft underbridge and the Trent and Mersey Canal bridge in Davenham.

In some ways all this work is a tribute to those Victorian engineers and bricklayers, who designed and built them in the first place.

But it’s an awful lot of work to do!

So I asked myself, if these structures are a uniquely British heritage.

Google and Wikipedia revealed this article about the Göltzsch Viaduct on the Liepzig-Hof Line in Germany. This is said.

It is the largest brick-built bridge in the world, and for a time it was the tallest railway bridge in the world.

As you can get a direct train from Liepzip to Hof, I think, it is still one very much in use.

I think next tme, that I’m in the area, I shall visit.

 

 

February 21, 2016 Posted by | Transport/Travel | , , , | Leave a comment

Brexit Referendum Betting Odds

This is a log of the Brexit Referendum Betting Odds or Oddschecker.

  • February 20th – Stay 2/5 – Leave 5/2
  • February 21st – Stay 4/11 – Leave 5/2
  • February 22nd – Stay 2/5 – Leave 15/8 – Boris comes out!
  • February 23rd – Stay 4/9 – Leave 21/10 – Business leaders letter in Times
  • February 24th – Stay 2/5 – Leave 9/4
  • February 25th – Stay 2/5 – Leave 9/4
  • February 26th – Stay 2/5 – Leave 9/4
  • February 27th – Stay 4/11 – Leave 9/4
  • February 28th – Stay 4/11 – Leave 9/4
  • February 29th – Stay 4/11 – Leave 9/4
  • March 1st – Stay 4/11 – Leave 9/4
  • March 2nd – Stay 4/11 – Leave 9/4
  • March 3rd – Stay 4/11 – Leave 9/4
  • March 4th – Stay 4/11 – Leave 5/2
  • March 5th – Stay 4/11 – Leave 5/2
  • March 6th – Stay 4/11 – Leave 5/2
  • March 7th – Stay 4/11 – Leave 5/2
  • March 8th – Stay 4/11 – Leave 5/2
  • March 9th – Stay 4/11 – Leave 5/2
  • March 10th – Stay 4/11 – Leave 5/2
  • March 11th – Stay 4/11 – Leave 12/5
  • March 12th – Stay 4/11 – Leave 12/5
  • March 13th – Stay 4/11 – Leave 12/5
  • March 14th – Stay 4/11 – Leave 12/5
  • March 15th – Stay 2/5 – Leave 9/4
  • March 16th – Stay 2/5 – Leave 9/4
  • March 17th – Stay 2/5 – Leave 2/1 – Budget on the 16th
  • March 18th – Stay 2/5 – Leave 21/10
  • March 19th – Stay 2/5 – Leave 21/10
  • March 20th – Stay 3/8 – Leave 2/1 – DLS Resigns
  • March 21st – Stay 3/8 – Leave 2/1
  • March 22nd – Stay 7/19 – Leave 2/1
  • March 23rd – Stay 4/9 – Leave 15/8 – Brussels Attacks
  • March 24th – Stay 4/9 – Leave 15/8
  • March 25th – Stay 4/9 – Leave 15/8
  • March 26th – Stay 4/9 – Leave 2/1
  • March 27th – Stay 2/5 – Leave 15/8
  • March 28th – Stay 2/5 – Leave 15/8
  • March 29th – Stay 2/5 – Leave 15/8
  • March 30th – Stay 4/9 – Leave 15/8
  • March 31st – Stay 4/9 – Leave 15/8
  • April 1st – Stay 2/5 – Leave 15/8
  • April 2nd – Stay 2/5 – Leave 2/1
  • April 3rd – Stay 2/5 – Leave 2/1
  • April 4th – Stay 2/5 – Leave 2/1
  • April 5th – Stay 4/9 – Leave 2/1
  • April 6th – Stay 4/9 – Leave 2/1
  • April 7th – Stay 4/9 – Leave 2/1
  • April 8th – Stay 4/9 – Leave 2/1
  • April 9th – Stay 4/9 – Leave 2/1
  • April 10th – Stay 4/9 – Leave 2/1
  • April 11th – Stay 4/9 – Leave 2/1
  • April 12th – Stay 4/9 – Leave 2/1
  • April 13th – Stay 4/9 – Leave 2/1
  • April 14th – Stay 4/9 – Leave 21/10 – Corbyn comes off the fence
  • April 15th – Stay 4/9 – Leave 21/10
  • April 16th – Stay 4/9 – Leave 21/10
  • April 17th – Stay 4/9 – Leave 21/10
  • April 18th – Stay 4/9 – Leave 21/10
  • April 19th – Stay 1/2 – Leave 21/10 – Gove speaks
  • April 20th – Stay 1/2 – Leave 15/8
  • April 21st – Stay 4/9 – Leave 2/1
  • April 22nd – Stay 4/9 – Leave 2/1 – Obama speaks
  • April 23rd – Stay 4/11 – Leave 12/5
  • April 24th – Stay 4/11 – Leave 5/2
  • April 25th – Stay 1/3 – Leave 13/5
  • April 26th – Stay 2/7 – Leave 3/1
  • April 27th – Stay 1/3 – Leave 5/2
  • April 28th – Stay 1/3 – Leave 5/2
  • April 29th – Stay 1/3 – Leave 5/2
  • April 30th – Stay 4/11 – Leave 5/2
  • May 1st – Stay 1/3 – Leave 5/2
  • May 2nd – Stay 4/11 – Leave 5/2
  • May 3rd – Stat 4/11 – Leave 5/2
  • May 4th – Stay 4/11 – Leave 12/5
  • May 5th – Stay 4/11 – Leave 23/10
  • May 6th – Stay 4/11 – Leave 9/4
  • May 7th – Stay 4/11 – Leave 12/5
  • May 8th – Stay 4/11 – Leave 12/5
  • May 9th – Stay 4/11 – Leave 13/5
  • May 10th – Stay 4/11 – Leave 13/5
  • May 11th – Stay 4/11 – Leave 13/5
  • May 12th – Stay 4/11 – Leave 13/5
  • May 13th – Stay 4/11 – Leave 13/5
  • May 14th – Stay 1/3 – Leave 12/5
  • May 15th – Stay 1/3 – Leave 12/5
  • May 16th – Stay 1/3 – Leave 5/2
  • May 17th – Stay 3/10 – Leave 11/4
  • May 18th – Stay 2/7 – Leave 11/4
  • May 19th – Stay 2/7 – Leave 16/5
  • May 20th – Stay 2/7 – Leave 15/4
  • May 21st – Stay 2/9 – Leave 4/1
  • May 22nd – Stay 2/9 – Leave 15/4
  • May 23rd – Stay 2/9 – Leave 7/2
  • May 24th – Stay 2/11 – Leave 4/1
  • May 25th – Stay 2/11 – Leave 4/1
  • May 26th – Stay 2/11 – Leave 9/2
  • May 27th – Stat 1/6 – Leave 17/4
  • May 28th – Stay 1/6 – Leave 4/1
  • May 29th – Stay 1/5 – Leave 4/1
  • May 30th – Stay 1/5 – Leave 4/1
  • May 31st – Stay 2/9 – Leave 4/1
  • June 1st – Stay 3/10 – Leave 16/5
  • June 2nd – Stay 3/10 – Leave 11/4
  • June 3rd – Stay 1/3 – Leave 11/4
  • June 4th – Stay 4/11 – Leave 5/2
  • June 5th – Stay 1/3 – Leave 5/2
  • June 6th – Stay 4/11 – Leave 12/5
  • June 7th – Stay 2/5 – Leave 9/4
  • June 8th – Stay 1/3 – Leave 5/2
  • June 9th – Stay 1/3 – Leave 11/4
  • June 10th – Stay 3/10 – Leave 11/4
  • June 11th – Stay 4/11 – Leave 9/4
  • June 12th – Stay 2/5 – Leave 9/4
  • June 13th – Stay 5/12 – Leave 2/1
  • June 14th – Stay 4/7 – Leave 7/4
  • June 15th – Stay 8/13 – Leave 7/5
  • June 16th – Stay 6/11 – Leave 13/8
  • June 17th – Stay 1/2 – Leave 13/8
  • June 18th – Stay 8/15 – Leave 7/4 – The assassination of Jo Cox
  • June 19th – Stay 4/9 – Leave 9/4
  • June 20th – Stay 4/11 – Leave 12/5
  • June 21st – Stay 1/4 – Leave 3/1
  • June 22nd – Stay 2/7 – Leave 3/1
  • June 23rd – Stay 3/10 – Leave 10/3

I shall let the figures do the talking.

February 21, 2016 Posted by | World | , | 3 Comments

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