Developing Rail Systems In Eastern Europe
I like travelling in Eastern Europe and so I was pleased to see this article in the International Rail Journal, which is entitled EU funds help to unlock rail’s potential in Eastern Europe.
It gives a long summary of the rail projects in the East, which I think are essential to improve the prosperity of the area.
I’m looking forward to the day, when I fly to Helsinki and take a ferry to Tallinn in Estonia.
From there I will take Rail Baltica through the Baltic States to Warsaw and Berlin, before taking a direct train from the German capital to London.
You might ask, what benefits spending money in Eastern Europe does for the UK other than opening up tourism for those who like travelling on trains?
The roads of Eastern Europe are clogged with trucks bringing exports and imports all across Europe.
One of the aims of these projects is to get freight on rail. As the last time I went on the M25, there seemed to be loads of East European trucks, surely freight trains through the Channel Tunnel will cut the numbers.
The other large aim is to link Eastern Europe better to Western Europe and help loosen the economic ties to Russia.
Is HS2 At Risk Of Derailing?
There is an article in The Telegraph entitled HS2 at risk of derailing at top speeds, report finds.
I have read the article and the report by Professor Woodward at Heriot-Watt University is obviously, based on sound mathematics and enginering principles.
We have a problem with HS2, which is not unlike the problem with the new Hinckley Point nuclear power station.
There is a big need for extra capacity, but it will cost an awful lot of money.
In both projects too, there is a lot of opposition.
Professor Woodward’s research has one serious consequence, even if the high design speed of the line doesn’t make the trains derail.
It is that if you reduce the speed of the line, the economic case for HS2 is shot to pieces.
If you decide that there could be a safety problem with the embankments, you have to strengthen them and that ruins the economic case too.
If we look at Hinckley Point C nuclear power station, not building it, is not as serious as not building HS2.
We have several other ways to generate power and also lots of ways to save it. Also, the widely quoted strike price of £92.50/MWh would make a lot of other much cheaper schemes like tidal power viable.
But this doesn’t solve the problem of creating more capacity on the rail lines between north and south for both passengers and freight.
HS2 doesn’t carry freight, but hopefully, it will free up paths on traditional routes to the north, that could be used by freight trains.
If you think we don’t, travel between Euston and Glasgow on Virgin Trains and look at the passenger loading.
At present, Network Rail are carrying out various schemes to squeeze more capacity out of the current lines and it is hoped that in the short term, this will help.
But in some ways all it will do is create more demand for travel on the routes.
So at some time we’re going to have to build a new line, which will allow faster speeds than the current lines.
If you look at Phase 1 to the West Midlands, this will have the following effects.
- Extra capacity between London and the West Midlands.
- Journey times of around fifty minutes.
- Making Birmingham Airport, a viable one for those living in North London.
- Paths released for freight on the West Coast Main Line.
- Reorganisation of traditional services on the West Coast Main Line to serve more places.
In Phase 1, there would probably be no more than half-a-dozen trains in both directions on the southern section of HS2, south of Birmingham International station.
On the other hand, when Phase 2 to Manchester and Leeds opens there will be upwards of twenty trains per hour both wayson the same southern section.
I can understand, why those in the Chilterns are getting angry.
So to the protesters, Professor Woodward’s research could be manna from heaven.
For some time, my view has been that we need new tracks between London and the North via Birmingham, as even if all existing lines were upgraded, there wouldn’t be enough capacity.
I think we’re going to need some radical thinking.
For instance, suppose you made Birmingham International a hub, where the lines from the North met a line to London and one into Birmingham city centre.
This might help in the design of HS2 to the north of Birmingham, but that is not the area, where there is major opposition to the line. That is between Birmingham International and London, where land is limited and wherever you build it, you’ll annoy someone.
I suspect, a lot of people working on the project, sometimes feel like going and working elsewhere.
But whatever we do with HS2, we must improve the traditional routes.
- Electrify the Midland Main Line to Derby. Nottingham and Sheffield,
- Electrify the Chiltern Main Line to Birmingham.
- Electrify the routes across the Pennines from Preston and Liverpool to Hull, Leeds and Newcastle via Manchester.
- Sort out the Digswell Visduct on the East Coast Main Line.
- Improve speeds to as high as possible on all routes to the North.
The only trouble, is that the more we improve traditional routes, the more people will travel by train and the need for HS2 will become more urgent.
A Trip To Cardiff
Yesterday, I went to Cardiff to see Ipswich lose to Cardiff City.
These are some pictures I took on the way.
I think it is true to say that the electrification is being put up by snails and there seems to be little progress since I wrote Passing Didcot Power Station twelve months ago.
Note the following.
- Very little seems to be happening around Reading station, except the erection of a few masts.
- The cause of a lot of the trouble – the HOPS train at Swindon.
- The depot for the Class 800/801 trains at Filton Triangle.
- The extra platforms at Cardiff Central station.
- The work at Cardiff to create a new Central Square.
A lot of the work, that is this side of Bristol, is a total disaster.
Small Annoyances In Travel
I have some big things, that annoy me, but in my travels, I constantly come across small things that can be improved.
1. Beggars Selling Tissues
A complete pain and an annoyance to train companies too!
One day, an annoyed drunk, will tell one to get lost very forcibly!
2. Bi-Lingual Signs
If the Welsh want to have station signs in Welsh that’s for them to decide, but having everything in Welsh and English just clutters the station and makes doing simple things like finding toilets difficult.
3. Bus Information Outside London Is Mainly Useless
London’s bus maps and text Countdown system, sets a very high standard for bus information.
But why is it, that no area of the UK, or few in Europe for that matter, has a system that works as well for visitors?
4. Bus Pass Restriction In Other Countries Of The UK
Today, I was in Cardiff and had to buy a ticket. I had no small change, so I held everybody up and in the end a kind Welshman paid.
I believe that if all bus passes worked all over the UK, it would be a self-financing scheme, as more of us would travel to the other three countries and probably spend money which would generate VAT and other taxes.
Supposing too, we also allowed those from other countries over sixty-five or disabled to use buses for free. Would this encourage tourism and create revenue?
It certainly would be an experiment that would be worth trying.
5. Buses With Only One Door
All of London’s buses, except for the very smallest have two or more doors. It speeds loading and unloading, especially for those in wheelchairs or pushing buggies, so the buses go faster.
6. Cities And Towns With Two Disconnected Main Stations
Some cities and large towns have two main stations. Birmingham, Blackpool, Glasgow and Manchester come to mind.
If they can’t be connected by a proper rail connection, then at least there should be a ticketless way of getting between the stations.
Several times a year, I do journeys, where I have to go across Manchester between Victoria and Piccadilly stations. I have to buy a ticket on the tram, but if say I have a ticket from Euston to Burnley or Blackburn, the tram should be included.
It is not a system designed for the real needs of travellers.
7. East Croydon Station
East Croydon Station is the ideal changing point for journeys to Surrey and Sussex.
But despite the rail lines being in place, it is not easy to get there from East London. You use one of these routes.
- Bus or Bus/Tube to London Bridge station and then use Thameslink.
- Bus or Bus/Tube to Victoria station and then use a direct train.
- East London Line to West Croydon station and then a tram
The last method can’t be used coming north, as the trams don’t serve West Croydon when going west.
At present, you can take the East London Line to New Cross Gate or Norwood Junction stations and change, but this will be stopped, when the full Thameslink opens.
8. Ordsall Chord
I fear that due to the persistent opposition of one misguided and obstinate individual, that the Ordsall Chord will never be built.
9. Paddington Station
For those of us in East London, Paddington station is a very difficult station to get to. Unless you’re happy to crawl along the Hammersmith and City Line and walk a long way to your train.
10. Stations With No Information On How To Use Local Buses
Manchester Piccadilly station is particularly bad and in many cases you have to walk to Piccadilly Gardens to get the bus you need.
Some towns and cities like Sheffield have the main bus station by the train station.
If this is not possible, then at least have comprehensive information.
11, Stations Without A Marks & Spencer Simply Food
Paddington and Nottingham stations annoy me, as these two important stations don’t have a Marks & Spencer Simply Food store, which is the only one I trust for gluten-free sandwiches, snacks and ready meals.
12. Stations Without Ticket Machines
Most stations have them these days, but I’ve come across a couple recently which don’t.
They should also be as close to the platforms as possible, under a shelter from the weather.
13. Taxi Drivers That Are Incompetent
In London we’re spoilt as our black cab drivers know where they’re going and everything is on a meter.
I think because of this, all the mini-cabs seem to work to a very good standard of knowledge.
But I’ve had some very incompetent taxi drivers in parts of the UK! One was even a black cab!
14. Toilets That Need Money
I know that providing toilets is expensive and that there are other reasons to charge, but why can’t someone develop a toilet that can be entered using a contactless bank card.
15. Urban Area Ticketing
If I wasn’t old or infirm enough for my Freedom Pass, I could use any contactless bank card to pay my fare on all of London’s transport.
But why can’t I do this in places like Birmingham, Edinburgh, Glasgow, Leeds, Liverpool, Manchester and Newcastle?
Are these transport authorities worried that if passenger numbers rise like they have in London with contactless ticketing, that they couldn’t afford the extra buses, trains and trams?
Heathrow Express Class 332 Trains Are Back
On my trip to Cardiff today, I took this picture of a Class 332 train back running the Heathrow Express.
Heathrow Express Class 332 Trains Are Back
When I got home, I found this recent article on Rail News.
I still won’t be using them, as to get to Paddington is not easy from Dalston withiout using a taxi, as I did when going out.
On return, I needed to get some supper and as Marks and Spencer is closed at Paddington, I had to get the tube to Kings Cross to get the food I needed.
From there I got a taxi home.
It won’t be easy to get to Paddington until Crossrail opens and if it opens as planned, there will be no need for those of us in the East to use Heathrow Express.
Reinventing Victorian Engineering
Just because something has been used for centuries, it doesn’t mean that modern engineers, technologists and designers can’t come up with something better.
Take the humble points or to the Americans, railroad switch, which are seen all over the world’s railways and tram systems.
According to Wikipedia, points were patented by Charles Fox in 1832.
So as the two-hundredth anniversary of the invention approaches, you’d think that points had reached their ultimate form.
But you could be wrong!
This article in Global Rail News is entitled Full-size prototype for innovative track switch and describes work at Loughborough University to create something better.
It would appear that the design could be more affordable to build and maintain, safer and much faster to operate.
I also feel, it could simplify trackwork and save a lot of space in places like terminal stations and depots, where there are a mass of points, so that trains can access the correct platform or siding.
You can read the full details on the Loughborough University web site. There’s also a video.
I also feel, it could simplify trackwork and save a lot of space in places like terminal stations and depots, where there are a mass of points, so that trains can access the correct platform or siding.
Driver Only Operation Of Trains
There was a wonderful demonstration of the benefit of DOO or Driver Only Operation, when I got my train at Horwich Parkway station.
The four car Class 150 train pulled in and stopped and about thirty or forty souls stood by the train doors in the rain, for perhaps two minutes, whilst the conductor, whose duty it is to release the doors, got to a point to press the appropriate button. He was probably delayed as the train was crowded.
Surely, the driver, could have pressed an appropriate button, when he had ascertained the train was safely halted.
As it was, passengers got wet before they boarded a dry train and moaned about it all.
It’s so crazy that when the Class 319 trains were cascaded from Thameslink, where they work under DOO rules, extra buttons were fitted for the conductors.
DOO operation doesn’t have to mean a crew of one, as on some of the services I rode, the conductor was also issuing tickets.
I do wonder if in some ways it’s traditional. In the 1960s in London on buses, everyone could push the button to tell the driver to stop at a particular stop. When I arrived in Liverpool, I did this on a Liverpool bus and was told off in no uncertain terms by the conductor, that it was his job.
Welcome to the weird, wonderful and wet world of Northern Rail.
If this article from Rail Technology, entitled Liverpool council joins campaign opposing driver-only operation, is anything to go by this daft method of working is going to continue.
Staff shouldn’t be on trains with little to do but on platforms and in stations helped passengers. Transport for London’s policy is laid out in Help From Staff on their web site. This is said about assistance in rail stations.
On the Tube, TfL Rail and Overground, station staff will also accompany you to the train and help you on board and, if needed, can arrange for you to be met at your destination. Anyone can use this service, but it is particularly used by blind and visually impaired passengers and people using boarding ramps onto trains.
If you would like to use this service, ask a member of staff when you arrive at the station.
It seems to work very well and should be UK law and mandated on all station operators.
Manchester’s Nineteenth Century Ticketing
On Wednesday from my hotel by the Reebok Stadium at Horwich Parkway I had to get three tickets to get to Manchester Piccadilly station.
Three Tickets To Ride
The first took me from Horwich Parkway to Farnworth with a change at Bolton.
The second then took me from Farnworth to Manchester Victoria
The third was the tram ticket across the city.
As there were not even any ticket machines at Horwich Parkway and Farnworth, I had to use the Ticket Office.
It’s all so very nineteen-century!
At Farnworth, I got talking to a couple of fellow passengers, who were local and probably over ten years older than I am.
One had just visited his granddaughter in Bromley and said he’d been impressed with using his bank card as a ticket in London.
Mancunians seem to understand London’s simple ticketing concept, so why haven’t the transport authorities embraced contactless ticketing?
It might encourage a few more visitors and commercial activity, if all the great cities of the North allowed contactless ticketing with bank cards.
It will happen, if only because American Express, AndroidPay, ApplePay, Mastercard and Visa will insist it does for their own commercial interests.
Could Virgin Run A Double Shuttle?
Coming back from Manchester today, I didn’t book a ticket, but then I never do when returning to London.
Suppose I’m going to a football match or a meting at a place like Huddersfield, which is a single change at Manchester Piccadilly or Liverpool Lime treet station.
Going North, I’ll choose a train that gives me about an extra hour to get me to the stadium in time for the match. This means that if the trains are running to time, I will have time to buy a gluten-free lunch at Carluccio’s in Piccadilly station or Liverpool before doing the second leg to the destination.
I might book a First Class Advance, but usually on a Saturday, I’ll book an Off Peak ticket in Standard Class and pay the Upgrade on the train.
Coming home, I’ll always use an Off Peak ticket, as from many places, you can never guarantee to be able to get to the station to catch a booked train. Especially, if it’s a wekend and there are Rail Replacement Buses.
I use similar booking tactics to places like Birmingham, Cardiff, Leeds, Liverpool, Sheffield and York.
It is a tactic that works well and I’ve never needed to buy a new ticket to get home, because I’ve missed a booked train.
Today got me thinking, as I came home from Manchester.
Would it be more profitable, if Virgin ran the service between London and Manchester as a turn-up-and-go Shuttle?
- Passengers would be able to book the trains in the normal manner.
- It would also be possible to turn up at Euston or Manchester and just by touching in and touching out with contactless technology at your destination to get on the train.
- Perhaps it could all be done on a simple terminal where you choose your class and destination, paying for the ticket with contactless technology using ApplePay, AndroidPay or a bank card.
- At Manchester Piccadilly, I had plenty of time today, so taking ten minutes to buy a ticket wasn’t a problem.
- Surely, the quicker you can buy a ticket, the more passengers will travel.
- Three trains an hour would run in both directions always starting from the same platforms.
It could get very interesting, if it was made into a double shuttle, with Euston to Liverpool services.
I suspect there’s a pattern, that perhaps has six trains an hour to Crewe, with some trains going to Manchester and others to Liverpool.
Bolton Station
Bolton station was a surprise, as it is overflowing with lots of Victorian architectural details. Even if trains are a bit sparse.
It is being linked to a new bus station and the whole will be called Bolton Interchange.
This Google Map shows the area around the station and Bolton Interchange.
Bolton Interchange
Note how north of the station, the rail lines split with the Manchester to Preston Line going to the North West and the Ribble Valley Line going to the North.
The bus part of the interchange, is being built between the two rail lines. This is the architect’s visualisation.
Looking at the visualisation, I have a feeling that what is being created and linked to the existing station could be something of which Bolton could be proud.
All it will need is increased train services from Manchester to Blackburn, Blackpool, Clitheroe, Darwen, Preston and Wigan Wallgate.
Some or all will be electric and the others will be run by better or even new diesel trains.
I will be interested to see if Bolton’s profile in the economic scheme of things rises in the next few years.
The Anonymous Widower 