Gibb Report – Moorgate Services Could Be Transferred To The London Overground
The Gibb Report, looks in detail at services out of Moorgate station on the Northern City Line in detail.
Note that current plans for this line include.
- New Class 717 trains to replace the Class 313 trains, which are little better than scrapyard specials.
- Higher frequency and faster services to Hertford North, Letchworth Garden City, Stevenage and Welwyn Garden City.
- Better Off Peak services.
- A step-free connection at Moorgate to Crossrail and four Underground lines.
It could also be rebranded as the Great Northern Metro.
Chris Gibbs flags up various issues with this service. He says this about the infrastructure.
25 new Class 717 six-car trains are being built by Siemens as a dedicated fleet for this route, and will be maintained by GTR at their Hornsey Depot. The line between Drayton Park and Moorgate is a former underground line transferred to BR in 1976 and partly converted for main line trains.
It retains various Underground characteristics, such as third rail electrification with a fourth return rail, and tripcocks at all signals, and I believe Old Street and Moorgate stations are owned by London Underground as part of shared stations, and are in need of modernisation. The track and signalling is owned and operated by Network Rail.
I would add a personal observation. Highbury and Islington station is a station where the below-ground platforms are in desperate need of improvement and step-free access. Over the last year or so, with GTR’s labour troubles, the operation of the station at times, has not been smooth, much to the exasperation of London Underground/Overground staff.
Chris Gibbs also notes several issues with the employment of staff after 2018.
Other current Great Northern services run between Kings Lynn, Cambridge, Peterborough and Kings Cross, and these will be part of the Thameslink operation from 2018, with most services continuing to destinations south of London and a few running to Kings Cross. I understand Great Northern drivers will be “temporarily” split between Metro and Thameslink in 2017 to avoid them all having to learn the cross London routes and Class 700 trains, so there may then be a some division for TUPE purposes.
At present it is proposed not to initially train about 100 drivers on Class 700 trains, spread across several locations, and it is proposed to open new drivers depots, for example at Welwyn Garden City and Finsbury Park. These proposals have not yet been approved by DfT, and recruitment has not yet begun. However there is still risk that splitting the driver workforce, who currently enjoy variety of work, may be unpopular, and more work is required to evaluate this. All Great Northern Metro services are currently DOO.
It looks like a disaster waiting to happen to me.
He finishes his discussion on the Great Northern Metro like this.
I believe there is an option to transfer the Great Northern Metro operation to TfL and it’s London Overground concession in 2018. If TfL / the London Overground concessionaire were to take the lead in this transfer, and the implementation of the new trains and service, this could reduce risks associated with the Thameslink programme, led by GTR.
However to do this, a decision should be made immediately, and discussions commenced with
TfL, GTR and the London Overground concessionaire.
Personally, I think that this would be a very good idea.
In this area of London, we have three stations that need to be dramatically improved; Old Street, Essex Road and Highbury and Islingtont.
All are on the Northern City Line and they could start with a deep clean at Essex Road, which was probably cleaner when it opened in the same year my father was born.
But being serious, these three stations could be serious development opportunities.
- Highbury and Islington is a major interchange that hasn’t been rebuilt properly since it was bombed in World War 2 and was changed on the cheap to squeeze the Victoria Line through underground.
- Essex Road could also be redeveloped with a modern step-free station underneath.
- Old Street is now surrounded by towers and the road layout is being simpified, so why not put a massive tower on the site and build a modern station underneath?
Having only one operator at the stations must surely ease redevelopment.
I think if the split between GTR and the Great Northern Metro was thought through properly, there could be advantages all round.
- All services North of Welwyn Garden City on the East Coast Main Line and the Cambridge Line would be provided by GTR.
- All Hertford Loop Line services would be provided by London Overground.
- All Hertford Loop Line stations would be managed by London Overground.
- All stations South of Welwyn Garden City on the East Coast Main Line would be managed by London Overground.
- A turnback platform would be built at Stevenage.
- Welwyn Garden City and Stevenage stations would be updated to allow easy interchange between GTR and Great Northern Metro services.
- Alexandra Palace station is developed, so that cross platform interchange is possible between GTR and Great Northern Metro services.
It certainly looks like a properly integrated 100 mph suburban rail route can be built to Stevenage, with similar fleets of 100 mph Class 700 trains and Class 717 trains on Thameslink and the Great Northern Metro respectively.
The East Coast Main Line would work as now.
- Great Northern Metro services between Moorgate and Welwyn Garden City
- Outer suburban services between Kings Cross and Stevenage, Peterborough and Cambridge.
- In 2018, Thamelink will link St. Pancras to Stevenage, Peteborough and Cambridge.
On the Hertford Loop Line, there would just be a Great Northern Metro service between Moorgate and Stevenage, via Hertford North.
There could be possible problems and questions.
- Would residents of Hertfordshire, object to services being controlled by the London Mayor?
- Who would pay for the required turn-back platform at Stevenage?
- Could London Overground absorb the route without too many problems?
- Would there be enough paths on the East Coast Main Line?
- Where would the depot for the Class 717 trains be located?
- How will Siemens respond to the change of operator for their Class 717 trains?
But there are some other factors in favour.
- The Great Northern Metro service on the Hertford Loop Line would effectively be an independent double-track railway capable of handling as many six-car Class 717 trains as were desired. The current three trains per hour (tph) is probably way below the theoretical capacity, which is probably determined by the single platform at Stevenage.
- London Overground successfully integrated the Lea Valley Lines into their operation.
- London Overground and the Great Northern Metro both work under DOO.
- Hopefully, Transport for London have the knowledge to integrate the Class 717 trains into the tunnels to Moorgate. But they have an excellent museum!
- London Overground’s working practices would appear to be similar to those on the Great Northern Metro.
- London Overground’s station manning policies are better for passengers and may even be better for staff, who always seem to be courteous and enjoying their work.
But surely the biggest thing in the transfer’s favour, is that it gives responsibility to new train introduction and updating of the Great Northern Metro to another operator, who has a proven record in this field, so that GTR can concentrate on launching Thameslink services.
Collateral Benefits Of Updating Great Northern Metro Services
After train replacement the Great Northern Metro will be run by modern 100 mph trains, as opposed to 75 mph scrapyard specials.
Currently, the Class 313 trains take the following times.
- Moorgate and Hertford North – 45 minutes – 13 stops
- Moorgate and Letchworth Garden City – 79 minutes – 16 stops.
- Moorgate and Stevenage – 63 minutes – 15 stops.
- Moorgate and Welwyn Garden City – 49 minutes – 16 stops
As modern trains can save a minute or two on each stop, there must be the possibilities of faster services, with the serious possibility of Letchworth Garden City within an hour from Moorgate, with the new 100 mph Class 717 trains.
Stevenage would certainly be well within the hour and I suspect that because of the extra speed an additional fourth train could be run to both Hertford North and Welwyn Garden City, with all Hertford North trains running on and terminating at Stevenage, once the turnback platform is built.
To run four tph each route would require just eight trains or sixteen trains in total.
If you split the order for twenty-five trains into two, that would mean twelve trains would be available for each route, which are enough trains to have the following service.
- 6 tph – Moorgate to Welwyn Garden City
- 6 tph – Moorgate to Stevenage via Hertford North
These are the sort of frequencies that train operating companies like to run in South London.
Alexandra Palace to Moorgate would have a massive twelve tph.
The current timetable handles this frequency in the Peak, so it could be possible all day, with very little work needed on the infrastructure. London Underground would probably laugh at 12 tph, when you consider the Northern and Victoria Lines handle three times as many trains to a two platform below ground terminal.
But is it really needed?
If you look at the timing of the fast Class 387 trains between Stevenage and Finsbury Park, they take around twenty minutes going fast down the East Coast Main Line, as against the Class 313 trains which take forty-four minutes using the Hertford Loop Line. On a rough estimate the new Class 717 trains might be able to do this trip in perhaps twenty-five minutes on an updated Hertford Loop Line.
A fast high-capacity service on this route that has been neglected, must be capable of development with perhaps a Park-and-Ride and a couple of new stations.
It may not be a bad idea to update the Hrtyford Loop Line with modern signalling and to allow faster running, as surely if the normal trains on the loop were modern 100 mph units, then extra paths could be found to act as diversion routes for the bottleneck of the double-track Digswell Viaduct.
It’s amazing how faster trains can unlock the potential of a rail route.
Conclusion
Chris Gibb has made an interesting proposal.
There are good reasons to transfer the Great Northern Metro to London Overground.
- London Overground have the expertise to introduce the new trains.
- Transport for London have the expertise to redevelop the stations on the route at the Southern end.
- GTR will be able to concentrate on Thameslink
- Moorgate, Old Street, Essex Road and Highbury and Islington stations become Transport for London-only stations.
- London would gain a new Metro line between Moorgate and Alexandra Palace via Highbury and Islington and Finsbury Park, that extends into Hertfordshire and has a frequency of at least twelve tph.
- Crossrail gets another North-South feeder line.
- Highbury and Islington and Finsbury Park will become high quality interchanges.
- The Hertford Loop Line can be developed independently of Thameslink and the East Coast Main Line to be a high-capacity North-South Metro from North London to Stevenage.
- The Victoria Line gets a cross-platform connection to the Great Northern Metro for Crossrail at Highbury and Islington.
The only problem, is that it might remove some of the reasons for extending Crossrail 2 to New Southgate.
Overall it strikes me that GTR have been working totally without any vision or any idea about how their new trains will transform the Great Northern Metro.
Gibb Report – Ashford – Hastings Route Should Be Transferred To The New Southeastern Franchise
The Gibb Report, says that the Ashford – Hastings route should be transferred to the new Southeastern franchise.
The Gibb Report says this about the operation of the route.
The Ashford – Hastings route is currently a service operated by 12 Class 171 diesel units, running as through services from Ashford / Hastings to Eastbourne and Brighton. The trains run empty to and from GTR’s Selhurst depot for maintenance. GTR’s 2018 Timetable consultation has proposed reducing the service back to Ashford / Hastings, and concentrating the fleet there to provide more capacity to relieve current overcrowding.
In my opinion this service in its new form, in December, 2018, should transfer to the new South Eastern franchise.Bidders for that franchise should be asked to include it, and identify the most efficient way to run the revised service, and maintain the trains in Kent or East Sussex rather than Selhurst. Other possibilities exist that bidders should explore, such as bi-mode trains and electrification.
Bidders will already be obliged to review arrangements for train maintenance and stabling as part of providing additional train capacity on South Eastern for the future. There are potential under utilised and rail connected depot facilities at Ashford and St Leonards, Hastings, that bidders will no doubt consider as part of their wider depot strategy.
It looks to me that this is not an efficient way to provide a service.
In Highspeed To Hastings, I outlined how Southeastern Highspeed services from St. Pancras would reach Hastings and Eastbourne. The most likely method seems to be by using a train with onboard energy storage, as bi-mode trains would have problems running with diesel in the tanks under London.
It should also be born in mind, that with the completion of the Ashford Spurs, that Ashford would become a more important stop for services going to and from the Continent.
So I suspect, there could be a strong case for a South Coast Express between Ashford and Bournemouth via Hastings, Eastbourne, Brighton, Portsmouth and Southampton.
This service could be a nightmare to organise, as it involves three franchise areas.
- Southeastern.
- Southern
- South Western Railway.
Bur several of my friends on the South Coast would benefit from such a service.
- The guy in Southampton, who regularly goes to Paris and Brussels.
- The guy near Chichester, who likes to visit his old school-friends in Brighton.
- People in Brighton, who would move to Hastings to take advantage of lower house prices and continue to work in Brighton.
Often people have to drive and they spend a long time on the South Coast’s incomplete road network.
Conclusion
Chris Gibb may be right, as regards Govia Thameslink Railway, but he is ignoring the wider picture.
Gibb Report – More Station Shelters Should Be Installed
The Gibb Report, says that more station shelters should be installed.
The Gibb Report says this about shelters.
When the decisions were taken to lengthen most services to 12 cars, and the trains were ordered, one element of the overall system was missed: the provision of shelters at stations. It is noticeable how, on wet days, peak passengers board together from places of shelter, causing overcrowding at that point and sub threshold delays at numerous stations. Most stations, whether large or small, do not have shelter along the full length of the platform, or a canopy. Even Gatwick Airport, is an example of this: fine on the sunny daypicture, but inadequate in the rain.
So it looks like the lack of shelters is a cause of train delays.
Conclusion
I have just watched the updating of the Gospel Oak to Barking Line, where several new shelters have been added.
I am very surprised GTR didn’t realise the importance of shelter for passengers.
Gibb Report – Gatwick Airport Station Should Be Transferred To Gatwick Airport
The Gibb Report, says that the Gatwick Airport station should be transferred to Gatwick Airport.
The Gibbs Report says this about the development of the station.
The scheme to provide additional concourse and platform capacity at Gatwick Airport has £120.5m assigned to it in CP5, with a £30m contribution from Gatwick Airport Limited (“GAL”).
Since the original concept was developed, the specification and costs have risen significantly, but not been matched by the budget, which has remained fixed. The outputs now fall far short of GAL’s expectations and ambitions, and do not meet Network Rail’s own Station Capacity Planning Guidance (2015).
The report then recommends that Gatwick Airport station, be sold to the Airport, with the Airport assuming responsibility for the development.
Conclusion
Chris Gibb makes a compelling case for the proposal.
How many other stations could be developed in this way?
There must be quite a few sporting, leisure and shopping venues, where a rail station lies inside or very close to the venue, where combining the station with a new development will be to everybody’s advantage.
In the GTR area, perhaps Falmer station should become part of the Amex Stadium.
Gibb Report – East Croydon – Milton Keynes Route Should Be Transferred To London Overground
The Gibb Report, says that the East Croydon – Milton Keynes route should be transferred to the London Overground.
By 2020 London will have two high-capacity and two medium-capacity cross-London heavy rail routes, backed up by several cross-London Underground Lines.
- Central Line – 30+ trains per hour (tph)
- District Line – 20+ tph
- Crossrail – 24 tph
- East London Line – 20 tph
- Jubilee Line – 30+ tph
- Metropolitan Line – 20+ tph
- Northern Line – 30+ tph
- North London Line – 16+ tph
- Piccadilly Line – 30+ tph
- Thameslink – 24 tph
- Victoria Line – 30+ tph
One line is missing from this list; the West London Line, which has a rather pathetic four tph between Clapham Junction and Willesden Junction stations.
Until Southern got embroiled in their Driver Only Operation dispute, there used to be a very useful one tph service between East Croydon and Milton Keynes Central stations.
The Gibb Report says this about the service.
I believe there is an option to transfer the East Croydon – Milton Keynes operation to TfL and it’s London Overground concession in 2018.
TfL may decide to change the service, for example by not running it north of Watford Junction, or running it to an alternative southern destination other than East Croydon. They could also develop the combined West London line service to better match available capacity to demand.
They would have a number of crewing and rolling stock options, but should be able to operate the service more efficiently than GTR in the longer term, without the involvement of Selhurst.
Selhurst TMD is the depot in South London, where the current Class 377 trains are based.
I think that this is a good proposal for the following reasons.
- As was seen on the Chingford Branch Line, London Overground have a reputation for making a good fist of taking over services that need improvement.
- As the Gibbs Report says, the combined West London Line service could be developed.
- I have net quite a few people, who use this West London Line route to get to and from events at Wembley stadium.
- The service could call at Old Oak Common station to connect to Crossrail and HS2.
- A variant of London Overground’s new Class 710 trains, could probably work the shortened route, as either four or eight-car trains.
- The Class 710 trains could be based at the convenient Willesden TMD, along with the rest of the fleet.
Being practical, a service of just two tph would give a train every ten minutes on the West London Line.
The Current Service
The current service is supposed to stop at the following stations.
- Bletchley
- Leighton Buzzard
- Tring, Berkhamsted
- Hemel Hempstead
- Watford Junction
- Harrow & Wealdstone
- Wembley Central
- Shepherd’s Bush
- Kensington (Olympia)
- West Brompton
- Imperial Wharf
- Clapham Junction
- Wandsworth Common
- Balham
- Streatham Common
- Norbury
- Thornton Heath
- Selhurst
Note.
- Stations between Watford Junction and Clapham Junction, already have a substantial Overground presence.
- London Overground already run three tph on the Watford DC Line between Euston and Watford Junction stations.
But would this be the ideal route?
The Northern Terminal
The West Coast Main Line is very busy and stations between Watford Junction and Milton Keynes are well-served by London Midland and Virgin Trains.
So would it be sensible to continue a slower local service North of Watford Junction?
It should also be remembered, that Southern introduced the original service to give better access to Gatwick Airport. Surely, this need is now satisfied by services from Clapham Junction and East Croydon.
As Watford Junction station probably has platform capacity, surely Watford Junction should be the Northern terminal
Could The Service Use The Watford DC Line?
If this were possible, this must surely give advantages, especially if Watford Junctio is the Northern terminal.
- Dual-voltage Class 710 trains could work the route.
- The service level on the Watford DC Line would be increased.
- There would be no problem accessing the bay platforms at Watford Junction station.
- There would be no requirement for any paths on the West Coast Main Line.
I think the answer to whether the Watford DC Line could be used at the present time is that trains going from the West London Line to Watford Junction must use the West Coast Main Line.
This map from carto.metro.free.fr shows the lines around Willesden Junction..
As it is all railway land, I suspect that the connection can be created.
The one problem, is that some of the Watford DC Line is shared with the Bakerloo Line.
But as the Bakerloo Line is being extended to the South and the Northern end will probably be improved, then surely creating an optimal solution to the Watford DC line, the Bakerloo Line and Overground services to Watford, makes a lot of sense.
The Southern Terminal
Various stations have merits and problems to be used as the Southern terminal for the service.
Clapham Junction
Clapham Junction would appear to have a strong case, but London Overground had enough problems squeezing in their current services.
As the station is now substantially step-free and has typically three tph to Gatwick Airport, Clapham Junction offers a good route to the airport.
Balham
Balham has been used as a terminal in the past and connects to the Northern Line. If redeveloped for Crossrail 2, it could be a possibility.
Steatham Common
Streatham Common could be developed as a major interchange and if this happens, then surely is is a possibility.
East Croydon
East Croydon would have a strong case, as it is a busy and well connected station, but there probably isn’t a suitable platform.
I think that any station South of East Croydon is probably too far.
My money would be on the new interchange station at Streatham Common, with Balham as an alternative.
Schedules And Trains
I estimate that a train doing a return journey between Watford Junction and Streatham Common would take under three hours, using the Watford DC Line. This would mean that three trains would be needed for an hourly service and six trains for a half-hourly service.
Conclusion
Transferring the East Croydon – Milton Keynes route to the London Overground looks feasible.
Reading The Gibb Report
The Gibb Report on the problems affecting GTR is entitled Changes To Improve The Performance Of The Southern Network And Train Services, And rRstore Passenger Confidence.
It is a weighty document that is well worth reading.
The document can be downloaded from here.
I shall write each of my comments as single posts, so that those looking for how their station or route will be effected, will only have to read what is relevant.
These are my various posts.
Ashford – Hastings Route Should Be Transferred To The New Southeastern Franchise
East Croydon – Milton Keynes Route Should Be Transferred To London Overground
Gatwick Airport Station Should Be Transferred To Gatwick Airport
Moorgate Services Could Be Transferred To The London Overground
More Station Shelters Should Be Installed
Last ‘319s’ On Thameslink This Summer
The title of this post is the title of an article in the May 2017 Edition of Modern Railways.
This is the first paragraph of the article.
Govia Thameslink Railway plans to withdraw its last Class 319s by the end of June, allowing it to operate a full Class 700 service on Thameslink this summer.
According to Wikipedia on the 28th April 2017, Thameslink still have thirty-five examples (319/0 – 13 and 319/4 – 22) and there are twelve examples Off Lease (319/2 – 1,319/3- 6 and 319/4 – 5)
So it looks like there could be a maximum of forty-seven trains released, of the following types.
In Riding In A Clean Class 319/4 Train, I wrote about riding in a particularly nice Class 319/4 train. If any of the other twenty-six are in as good a condition, operators will want to take them over.
There’s certainly enough trains to keep the refurbishment line busy for four or five years.
There is also plenty of scope for speculation about the specification of the refurbished trains and where the trains will see service.
- How many will end up as bi-mode Class 319 Flex trains?
- How many will retain their third rail capability?
- How many will retain their First Class seats?
- How many will get wi-fi?
- How many will end up in a reserve fleet to cover for train shortages? Think level crossing accidents!
- Will any have a luxury interior, so they can be used as special event trains and shuttles? Think Edinburgh to St. Andrews for the Open or Manchester to Aintree for the Grand National!
- Will any be bought for use in non-passenger roles? Think 100 mph parcel carriers bringing goods into and out of big city stations at three in the morning!
- Will any be bought by Network Rail for engineering purposes? Think testing and checking overhead and third-rail electrification!
Uses will be demand-led and I suspect some will be very surprising.
Operators have never had a train that is both a 100 mph electric train and a 90 mph diesel train, which is available, affordable and proven.
I shall discuss a few of the ideas in detail.
Parcels Trains
Currently, Royal Mail uses the closely-related Class 325 trains to move parcels traffic around the country. These trains have the following specification.
- They are four-car electric units.
- They can run as four, eight and twelve car units.
- They are 100 mph dual-voltage trains.
- Each car can carry twelve tonnes.
- They use the same running gear as the Class 319 trains.
If they have a problem it is that they can only run on electrified lines, so they seem to be confined to the West and East Coast Main Lines.
Royal Mail and their train operator DB Cargo UK, might be interested in some more trains. They might even have use for some Class 319 Flex trains for routes with no or partial electrification.
In A Station At Doncaster Sheffield Airport, I talked of Peel Group’s plans to develop the Airport.
I said this.
It should also be stated that Doncaster Sheffield Airport has air cargo ambitions.
Consider.
- It has a massive runway, that was able to accept the Space Shuttle in an emergency.
- The airport has lots of space for cargo terminals.
- The largest cargo planes, that exist only in the minds of Airbus and Boeing engineers would be welcome.
- The Great Northern and Great Eastern Joint Railway, which is a major freight route between the South East and the North passes the airport.
- Plans exist to create a network of high speed package carrying trains. I’d use Doncaster Shjeffield Airport as a hub.
- Amazon already fly freight to and from the Airport. Deliveries could leave the United States in the evening and be in Edinburgh, Glasgow, Liverpool, London and Manchester for a morning delivery.
It looks like the Peel Group have a plan to create a transport interchange for both passengers and freight for a cost of millions, not billions. But it were to be worth spending billions, I’m certain that they can obtain it.
Could Class 319 trains be the trains delivering the parcels to main-line stations all over the country for onward distribution?
There must also be specialist and possibly perishable cargoes like fish and flowers, perhaps between Cornwall and London. Some of the cargoes now go in the large space in the locomotives of the InterCity 125s , but these trains are being phased out.
Could a Class 319 Flex train substitue with honour?
The Luxury Go-Anywhere Shuttle Train
Look at the venues for the Open Championship and they seem to be tucked away. But supposing there was an all Class 319 Flex train fitted with all First Class seating and a bar, it would make a very good alternative to get spectators to the venue in style.
Other venues within the trains range would include.
- Aintree, Ascvot, Chelternham, Doncaster, Epsom, Goodwood, Haydock Park, Newbury, Newmarket, Sandown Park and York racecourses.
- Glastonbury for the Festival
- Henley for the Regatta.
- Important football and rugby matches.
Travel First Class in any InterCity 125 and you realise the standard that can be applied to a Mark 3 coach.
Reserve Trains
Greater Anglia are often short of a train or two, with the cause often being a level crossing accident.
Their way round the problem is to hire in two Class 68 locomotives and some elderly coaches.
But surely, a better way, would be to have an appropriate number of Class 319 Flex trains available for hire with a driver!
They could deputise for a 100 mph electric train and an up to 90 mph diesel train.
Network Rail Use
Network Rail have a highly-instrumented InterCity 125 called the New Measurement Train, which is used to test the condition of the tracks all over the UK.
But it can only test those tracks where an InterCity 125 train is allowed.
If Network Rail ever need to create a smaller version of the train and especially one to test both overhead and third-rail electrification systems, a Class 319 train would be a candidate.
Conclusion
Porterbrook’s Sales and Marketing Department are going to have fun!
Laura Kuenssberg On The Southern Rail Dispute
This article on the BBC by Laura Kuenssberg is entitled The politics behind the Southern rail dispute.
It is a must-read for everyone who uses trains to get to and from work or for important journeys.
This is said.
One former senior minister tells me that “successive secretaries of state” in charge at Transport have wanted to “get rid of guards on trains”. The ambition is to bring down the cost of rail travel for the tax payer and the train passenger.
With that considered to be a long term ambition, it’s no surprise that the RMT, the only union that represents guards, wants to fight this every step of the way. Union sources deny it, but it’s suggested that they have dug in in this dispute, because if they lose it, they also lose a big chunk of their industrial muscle.
If there have to be guards on trains, a strike works if they walk out. If services can run with drivers on their own, their power to disrupt would be reduced. It’s worth noting that the RMT has more than 80,000 members, nearly ten times as many as the drivers’ union, ASLEF. It’s ASLEF that has agreed to meet Southern for talks tomorrow.
So like it or not the traditional guard is going the way of the dinosaurs.
Can rail passengers and hard-pressed tax-payers afford to pay for a vanity job, which if abolished would result in no loss of employment, but as Laura points out, a considerable loss of industrial muscle.
It is interesting to look at the future in the shape of Merseyrail’s new trains, that I wrote about in Thoughts On Merseyrail’s New Trains.
- The trains will be designed to fit the platforms for step-free entry and exit for all passengers.
- The trains will be designed for as high a level of passenger safety as possible.
- The trains will have a high degree of automation.
- Automatic Train Operation may be implemented in the Loop Line under Liverpool.
The trains will be designed for Driver Only Operation. This article on the BBC, which is entitled Merseyrail driver-only trains: RMT sets guards decision deadline.
This is said.
A train operator has two weeks to give “cast-iron” assurances that guards will be retained or risk dispute, rail union RMT has said.
I have a feeling that Merseyrail have been cunning here and that as it is three years before the trains run, natural wastage and other factors, will mean that the second men and women on the trains by 2020, will be running under new contracts.
Liverpudlians like a good fight and I have a feeling that in this dispute the RMT and its guards will be severely outnumbered.
Strikes, Carnage and Threats
The title of this post is the same as that of an article in Rail Magazine, about the strikes on Southern.
I won’t pass any opinion and urge you to read the article.
Driver Only Operation Problems On The London Overground
This article in the Hackney Gazette is entitled Highbury-bound trains disrupted every day for Overground commuters.
As the East London Line trains share tracks with Southern trains, to the South of the Thames, the delays are caused by the Driver Only Operation dispute on that network.
Perhaps we need a referendum!
