Gibb transitions from poacher to gamekeeper

So. A big Eye farewell to Chris Gibb, as he moves from Chief Operating Officer at Virgin to a Non-exec role at Network Rail. 

With NR soon to abandon King's Place for pastures new it looks as if Gibby is keeping an eye on future travel expenses by selecting a sub-125 mode of transport.

Behold the Non-exec vehicle de choix - the Twizy, which Renault claims has a range of 61 miles between charges.

Alas, the actualité appears to be closer to 50 miles.

Chums of the railman be warned, a visit from Chris may see him clutching three pin plug in hand!

May slams 'ugly' bridges

This from GetWokingham...

Theresa May disappointed with "ugly" Woodley railway bridge

Disappointment surrounding an ‘ugly’ new railway bridge has been forwarded to rail officials by Theresa May MP...

The Home Secretary met senior Network Rail officials to discuss improvements to the Great Western route when she raised people’s concerns that new bridges appearing in the ongoing work are “ugly”.

Eye wonders whether 'kitten heels' might improve the overall effect?

West in rebellion over high-handed commissioners

This epistle from My Lord Abbot of Pewsey...

Much commotion in the Vale of Pewsey as has not been seen since the Prayer Book Rebellion almost reached here in 1549!

 It was occasioned by the issuing of the Great Western franchising ITT.  This document seems to decree that direct links  between the West of England from the Metropolis should be severed once electric lines are installed. 

Pewsey travellers will be forced to change at Newbury, where apparently people have whistles blown at them.

At a packed meeting last week in the village hall the good citizens of the Vale expressed their great disquiet at this manifestation of what they have been told is called the 'sparks effect'.  

There was little satisfaction that such sainted figures as Christopher Stokes had denounced the current franchising methods in the Financial Times as not fit for purpose and a deep suspicion remains that there are those in the DfT who consider the local services on the Berks and Hants Railway as an irritating appendage that should be surreptitiously run down. 

As is the custom these days a petition has been established and prayers are also being offered for Richard Brown and those working with him, that they will be guided by good sense and that through travel will prevail.

UPDATE: This from Dreadnought...

Regarding the observation that people have whistles blown at them in Newbury.  

Not wishing to be pedantic but I think you will find that the tale related by Mr Gerard Francis Gisborne Twistleton-Wykeham-Fiennes OBE actually related to people from Newbury having whistles blown at them in Reading.

UPDATE: The Fact Compiler asks:

Do you come from Newbury? 

Have you had a whistle blown at you in an intimidating manner be a member of Western Region Staff?

Or perhaps you live in Reading and are more used to that sort of thing?

Either way Eye doesn't give a hoot or a shrill blast on the whistle... (That's enough being rude to readers on the Western. Ed)

Diesel trains undead - Official

As any ful kno due to electrification there will be no future requirements for new passenger diesel trains, ever.

So this from TfL is plainly moon-shine:

TfL is seeking expressions of interest for the following Supplies and/or Services.
a) Provision of approximately eight 3-car DMUs suitable for operation on the Gospel Oak -Barking railway, without associated train-maintenance services
b) Provision of approximately eight 3-car DMUs suitable for operation on the Gospel Oak -Barking railway, with associated train-maintenance services
TfL may consider 4-car DMUs in lieu of 3-car, but does not envisage a fleet of mixed train length.
TfL has an aspiration to introduce longer trains from 2013.

So much for the views of experts...

Pointless wires - Wolverhampton

As any fule kno Electrification is the way forward!

 

And good to see that you don't need any of that annoying and costly track nonsense to achieve the full benefit.

PM enters Derbyshire bear-pit and survives

Following the debacle of Derbygate the East Midlands rail industry no longer appears shy of letting government know exactly what it wants.

The Prime Minister was in Derbyshire yesterday to gee-up the troops ahead of the local Elections.

The timing of his visit could not have better, with Loughborough MP Nicky Morgan also having secured an Adjournment debate last night on upgrading the Midland Main Line.

Alert to the lobbying possibilities cheeky local paper the Derby Telegraph decided to welcome the PM with a frontpage demanding electrification of the MML.

Here a delighted Mr Cameron grimaces as he holds yesterday's paper having promised to 'look closely' at the scheme.


With happy memories of previous ministerial visits to Bombardier ahead of the Thameslink decision, let's hope this picture doesn't come back and bite him!

Chancellor's Budget statement - Rail

This from the Chancellor's Budget statement today...

I confirm today that Network Rail will extend the Northern Hub, adding to the electrification of the transpennine rail route, by upgrading the Hope Valley line between Manchester and Sheffield – and improving the Manchester to Preston and Blackpool, and Manchester to Bradford lines.

NR's Northern Hub twitter account, @NetworkRailNH, said:

#NorthernHub has been given £130m in today's Budget for three parts of the project - improving journey times and increasing capacity

And confirmed that the Hope Valley line will be:

Upgraded - extra track and platform at Dore, loop at Dore/Grindleford, capacity at Chinley, also line speeds.

Despite the Chancellor's ambiguous words no mention of electrification.

And, alas, no announcement of wires for the Midland Main Line either.

UPDATE: This from Captain Deltic...

So, @NetworkRailNH, said: #NorthernHub has been given £130m in today's Budget for three parts of the project - improving journey times and increasing capacity

Good grief, if Network Rail doesn't understand how the privatised railway works we really are in trouble.

The Government doesn't 'give' money for NR investment. It authorises NR to borrow the money to pay for the upgrade the value of which is then added to the Regulatory Asset Base where it then earns a return which is added to NR's agreed income determined by the Regulator much of which comes from the Direct Grant paid to NR by DfT.

In other words the Budget committed to paying the interest on the borrowing to fund the extra Northern Hub work on the 'never-never'.

(Shakes head in disbelief and goes back to writing about the last days of Railtrack where there was similar naivete).

UPDATE: This from NR's Internet Rapid(ish) Rebuttal Unit...

Of course we understand how RAB funding of projects works at Network Rail.

What we wanted to do yesterday is amplify the great news about the Northern Hub via Twitter.

Here's a challenge for you (and indeed other Railway Eye readers):

Using 140 characters or fewer, explain RAB funded-projects and permitted rate of return funded by network grant as agreed by the regulator.

Statement from Philip Hammond on IEP and Electrification

Intercity Express and Rail Electrification

Statement by:The Rt Hon Philip Hammond MP
Date delivered:01 March 2011 Statement type:Oral

With permission, Mr Speaker, I wish to make a statement on the Government's plans for extension of the electrification of the Great Western Main Line and for the procurement of a replacement for the existing diesel intercity trains. These two issues are closely connected.

I turn first to the provision of a new generation of intercity 125 mile per hour trains to take advantage of the electrification of the Great Western Main Line and to allow the phasing out of most of the ageing diesel "Intercity 125s".

In February 2009 the Intercity Express Programme, launched by the previous Government, identified Agility Trains, a consortium of Hitachi Rail (Europe) Ltd and John Laing Plc, as the preferred bidder to provide a new fleet of intercity trains. Subsequently, the previous Government placed this process on hold and ordered a review of the procurement by Sir Andrew Foster.

Last summer, recognising the fiscal challenges the UK faces and also recognising the impact of the new Government’s plans for high speed rail to Leeds and Manchester, Agility put forward an improved, lower cost, proposal, which provides the required service through a mixed IEP fleet: some all electric trains; and some with a combination of electric and diesel power, allowing them to operate through services beyond the electrified railway. This proposal retained the more modern electric Intercity 225s on the East Coast Main Line, as the previous administration had proposed.

We have reviewed this proposal against the alternative of an all-electric fleet, with purpose built diesel locomotives being coupled to trains to haul them beyond the electrified railway.

Either way, this would represent a multi-billion pound investment for this country underpinning the operation of intercity services on the conventional railway for many years to come, and it is imperative that the right choice is made.

As I said at the time of my statement to the House on 25 November, there were complex legal, technical and commercial issues to be addressed. Both the Government and Agility Trains as preferred bidder recognised this.

Over the last few months we have worked together on these issues and I can now announce that I am resuming the IEP procurement and proceeding with the proposal that Agility Trains have put forward as preferred bidder.

We will now work with Agility Trains with a view to reaching financial close by the end of this year. This is, of course, subject to the Government continuing to be satisfied that the proposal offers value for money as the commercial negotiations are concluded and that the final arrangements are compliant with the United Kingdom’s EU obligations.

This deal will allow us to provide better, faster, more comfortable services and to continue providing through-journeys between London and parts of the rail network which are not electrified.

In total, there will be over 11,000 more peak time seats each day on the Great Western Main Line and East Coast Main Line post IEP, compared to today.

Hitachi is today confirming its plans to locate its European train manufacturing and assembly centre at Newton Aycliffe in County Durham. This investment is expected to create at least five hundred direct permanent jobs as well as hundreds of temporary construction jobs. Thousands more job opportunities will be created in the UK manufacturing and service supply chains.

Coming just days after the news of the re-opening of the Redcar Steel Works, this is a massive – and very welcome – shot in the arm for the skilled work forces of the North East’s industrial heartland.

I turn now to the related issue of electrification of the Great Western Main Line. I announced to the House on 25 November that, over the next six years, Network Rail will electrify the commuter services on the Great Western Main Line from London to Didcot, Oxford and Newbury. I recognise that this announcement, although welcomed in the Thames Valley, left unanswered the clear aspirations of rail users further west for the extension of electrification to Bristol and into Wales. I and my Rt Hon Friend the Secretary of State for Wales have subsequently considered the options for extending electrification, alongside the Government’s consideration of the proposals for replacement of the current diesel Intercity trains, and in close consultation with the Welsh Assembly Government.

We have concluded that there is a case for extending electrification westwards to Bristol and Cardiff and I am today asking Network Rail to add this major extension to their electrification programme immediately.

This is good news for Wales and the South West – against a backdrop of public spending constraint as we deal with the legacy of debt we have inherited. Bringing electrification to Cardiff will mean that we are linking, for the first time, the capital cities of England, Scotland and Wales by electrified rail.

These measures will deliver a London to Cardiff journey time of an hour and 42 minutes and will shave 22 minutes off the London to Bristol journey.

I have received representations calling for electrification of the Great Western Main Line to be extended as far west as Swansea and we have looked carefully at the arguments. The business case for electrification is heavily dependant on the frequency of service. Services between London and Swansea currently operate at a frequency of only one train an hour off-peak. There is no evidence of a pattern of demand that would be likely to lead imminently to an increase in this frequency. Consequently, I regret to say that there is not, at present a viable business case for electrification of the mainline between Cardiff and Swansea.

But, because of the decision to proceed with Agility’s proposal for a bi-mode train, journey times from London to Swansea will be shortened to two hours and 39 minutes – 20 minutes faster than today - with trains switching automatically to diesel power as they leave Cardiff. Because the constraining factor on the South Wales Main Line is speed limitations dictated by the geometry of the line, there would be no time saving benefits from electrifying the line from Cardiff to Swansea.

However, the policy of the Government is to support a progressive electrification of the rail network in England and Wales, for environmental, among other reasons. My Rt Hon Friend, the Secretary of State for Wales, and I will therefore keep under active review the business case for future electrification of the Great Western Main Line between Cardiff and Swansea in the light of developing future service patterns.

I have a further announcement to make to the House. In the course of the examination of the case for electrification in South Wales that I and my Rt Hon Friend have undertaken, we have established, at an initial high level, that a good case appears to exist for electrifying the key valley commuter lines north of Cardiff via Pontypridd and Caerphilly to Treherbert, Aberdare, Merthyr Tydfil, Coryton and Rhymney, as well as the lines to Penarth and Barry Island to the west. My Department will therefore work with the Welsh Assembly Government to develop a full business case for the electrification of the Cardiff Valley lines within the next rail investment control period beginning in 2014. The Welsh Assembly Government will need, in parallel, to consider the case for specifying suitable electric trains for these routes when the Wales and Borders franchise is re-let in 2018. This would, of course, be a prerequisite for electrification to proceed, and the timetable for franchise re-letting, and re-specification, necessarily dictates the timescale of this proposed electrification.

On the basis of our preliminary evaluation, the Valleys electrification represents the best value for money rail electrification investment that can be made in Wales. It promises to bring all the benefits of electric commuter trains - faster acceleration, greater comfort and cleaner, greener travel, as well as greater reliability - to rail users in South Wales. It would have a significant effect on the economy of Cardiff and the Valleys – deepening labour markets, improving connectivity and significantly enhancing the attractiveness of the area to investors.

Coupled with the electrification of the Great Western Main Line, this represents a major boost to the economy of South Wales as a whole.

These three decisions, on Intercity Express, Great Western Main Line electrification and to build a business case for electrification of the Valley commuter lines, represent a major further investment in UK rail infrastructure – following the announcements I have already made on Crossrail, Thameslink, Tube upgrades, Thames Valley and North Western electrification and additional rolling stock.

They sit alongside the Government’s proposals for High Speed Rail, the consultation on which I announced to the House in a written statement yesterday, as testimony to this Government’s commitment to investment in the future of Britain’s railways.

They represent excellent news for passengers on the Great Western Main Line and the East Coast Main Line, for commuters on the Cardiff Valley lines, and for the economies of South Wales and North East England as a whole.

I commend this statement to the House.

Announcement on electrification?

Exciting news from the Lobby...

According to the Downing Street spokesman Petrol-head will be making an announcement on electrification today.

Eye wonders what that could be about, what with it being St David's day and all...

UPDATE: This courtesy of Dodds...

At approximately 4:15pm, the transport secretary, Philip Hammond will make a statement on the Intercity Express programme and rail electrification. [the statement will be repeated in the House of Lords].

UPDATE: This from Sir Humphrey Beeching...

I'm texting this from Wheeler's, which is a bit infra dig, and has earned me a supercilious sneer from the sommelier who has just poured a perfectly chilled pouilly fuisse to accompany... (get on with it! Ed)

My DfT mandarin guest has just remarked cryptically that at the SoS' four o'clock follies this afternoon we may learn that the IEP situation has developed 'not necessarily to Japan's advantage'.

Curious.

UPDATE: This from Sir Mycroft Beeching...

I suspect that my younger brother texted his note after his third bottle of pouilly fuisse!

I have it on the highest authority that in Tokyo bottles of saki are being gently warmed at this very moment.

Truly a triumph of non-compliant bidding!

UPDATE: This from Marsham Street Watcher

Look forward to electrification to Cardiff - Hurrah!

And the IEP going ahead in both electric and bi-mode forms - Boo!

Hammond - Ministerial Statement on Rail Investment

This from the DfT...

The Secretary of State for Transport (Mr Philip Hammond):

This statement sets out the Government’s plans for investment in rail infrastructure and rolling stock. It builds on the announcement by the Chancellor of the Exchequer of the outcome of the Spending Review.

Over the next four years, we will provide £14 billion of funding to Network Rail to support capital maintenance and infrastructure investment; and £750 million for high speed rail. We will also fund the Crossrail project, the Tube upgrade programme, light rail projects in Birmingham, Tyneside, Nottingham and Sheffield; and provide additional funding to franchisees for extra rolling stock.

Today, I can confirm we will fund and deliver the Thameslink programme in its entirety, virtually doubling the number of north-south trains running through central London at peak times. But the original programme for the rebuilding of London Bridge was always ambitious, with substantial risks around delivery, and operation of existing services, during construction. To reduce these risks, we have re-profiled the delivery of the programme to achieve completion in 2018. This will enable Network Rail to make further efficiencies to their design and delivery programme.

As part of the Thameslink programme, we will procure a new fleet of trains – up to 1,200 new carriages. This is in addition to around 600 new carriages which will be provided for the Crossrail project. The new Thameslink and Crossrail rolling stock will enable the redeployment of hundreds of serviceable electric carriages currently used on Thameslink services. These carriages belong to rolling-stock leasing companies, but we expect they will be available at competitive leasing prices for re-use elsewhere, thus justifying further electrification of our network.

As a first step, Network Rail will electrify the commuter services on the Great Western Main Line from London to Didcot, Oxford and Newbury over the next six years. Electric trains will speed up journeys, improve reliability and reduce the impact on the environment. Network Rail will also electrify the lines between Liverpool, Manchester, Preston and Blackpool - an investment of up to £300 million. Work is expected to begin next year and to be finished in 2016. As with Thameslink, we expect Network Rail to keep a tight rein on costs.

The redeployment of electric rolling stock to these routes will, in turn, free up hundreds of diesel units which will be available to Train Operators to lease as they become available in the period after 2015.

I can also today confirm that an additional 650 carriages will have been delivered to the network between 6 May 2010 and March 2014. This is in addition to the Thameslink and Crossrail carriages I have already mentioned.

We have funding confirmed for developments at Reading, Birmingham, London Kings Cross and Gatwick Airport. In addition, investments on the East Coast Main Line and Midland Main Line and improvements in Yorkshire, on trans pennine routes, around Manchester and in South Wales will improve line speed, reliability and capacity of services.

Beyond these investments in the commuter railway, there are far-reaching decisions to be made about intercity services. The Intercity Express Programme, launched by the previous Government, identified the Agility Trains consortium as preferred bidder to build a new fleet of intercity trains. This February, my predecessors invited Sir Andrew Foster, to provide an independent assessment of the programme. Sir Andrew recommended work on the Agility Trains proposal and a detailed study of the alternatives. Following this work, the four options Sir Andrew identified, have been narrowed down to two. I have ruled out the option of requiring passengers to interchange from electric to diesel trains, recognising the value to passengers of preserving through-journeys. I have also ruled out the option of a wholesale refurbishment of the existing diesel “Intercity 125” fleet, some of which dates back to the 1970s.

The remaining options are, on the one hand a revised, lower cost Agility Trains proposal, which envisages a mixed fleet: some all-electric trains, and some electric trains which are also equipped with underfloor diesel engines. And on the other, a fleet of new all-electric trains which could be coupled to new diesel locomotives where the overhead electric power lines end. Both these options would allow us to preserve through-journeys between London and parts of the rail network which are not electrified. Both of them would deliver faster journey times. For example, we expect to see a time saving of at least 15 minutes, for the journey between Cardiff and London bringing it below 2 hours.

This is a major decision which will affect intercity rail travel for decades, and we must get it right. To address outstanding issues on choice of train type and further electrification on the Great Western Main Line, additional work will be required within the Department, with Agility Trains, and with the Welsh Assembly Government on the business case for electrification into Wales. I expect to announce a final decision on IEP, and on further Great Western electrification, in the New Year.

This package I have announced today has only been possible because this government has been prepared to take the tough decisions to protect investment in Britain’s future. I will make a further oral statement to the House on the issues raised in this statement later today.

- ENDS -

UPDATE: This, unbelievably, from an email address within Marsham Street...

May I point out, modestly, that I got the odds right in the Great Petrol-head Handicap? (Certainly not Philip, but thanks for the tips. Ed)

Hammond cuts Adonis' investment plans

So.

Good news for the South East (Thameslink and Crossrail get 1,800 new passenger vehicles).

Apparently the homes for another 200 vehicles will be announced later today.

Electrification in the North West is re, re, reannounced.

Great Western electrification on hold.

And IEP's future uncertain.

Further details of Petrol-heads plans will emerge during the day.

All in all (and despite the churlish headline) this looks like a good result for the railways.

Hammond has fought his corner hard and The Fact Compiler's happiness index is hovering on Prosecco, but not yet Champagne...

Good effort! But, as ever, the devil will be in the detail.

UPDATE: This from a Mr Tony Miles...

Good to see that despite today's exciting announcement the performance of the DfT's press office remains consistent.

There is still no announcement on the DfT website as at 08:33, a full hour and a half after Hammond started glad-handing the media.

On current performance I expect to see an official announcement on-line by 2017 (that's the year rather than the time).

UPDATE: This, surprisingly, from Prof Unwin...

In responsey Mr Miles slur on famond Hammond Organs of Old Marshy Street.

Each organ finely tune but in deep sleepy mode till Fairy Petrol-head spring surprisy visit into chamber, window throw open light and firework, thumpy, thumpy computer out emergy grand string pronouncebold to laud and magnify master.

Deep joy.

UPDATE: This from the Archer...

I’ve just heard Petrol-head announce on the Beeb that there will be almost 2,000 net additional carriages 'by the end of the decade'.

Hurrah, that’s 400 carriages per week between now and the end of December!

Electrification not all it's cracked up to be - Official

This from the Oldham Evening Chronicle...

The Government has announced £500 million worth of work to electrify lines between Manchester and Liverpool, Bolton, Preston, Blackpool and Wigan — and cancelled proposals to build new diesels.

But the work will be finished well before there are any more electric trains in the region to run on them.

Yep. That's about the long and the short of it.

Sparks porn

This also from NR's RUS press release today...

• 50% cheaper to run electric trains over diesel equivalents

• 33% cheaper to maintain

• Electric trains are 90% more reliable (21k miles per break-down compared to 11k on average for diesels)

• Electrification can pay for itself with cost savings outweighing the up-front investment

• Up to 30% less CO2

Just thought you might like to know...

UPDATE: This just in from Roger Ford...

According to Network Rail's fighting pro-electrification press release electric trains are 90% more reliable than diesel.

So what has happened to Captain Deltic's provocative champagne challenge for the first IC125 diesel fleet to get above the Class 390 electric Pendolinos in the Golden Spanners rankings?

UPDATE: This from a less than convinced Mr Saltaire...

The current lobbying for electrification by Network Rail could, in the eyes of a cynic, be seen as a supplier that is in a dominant position seeking to cement the market’s dependence upon it.

The railway is a system of which the train is a part.

A recent written answer to a parliamentary question highlighted the fact that train cancellations on electrified routes far outweigh those on diesel routes.

When assessing the reliability of diesel trains vs electric trains, this major factor should be taken into account.

Also, the railway’s ability to promote its green credentials by electrification is heavily dependent upon electricity generators producing green energy.

The UK’s electricity is set to become LESS green over the next twenty years, as older nuclear power stations are shut down, without replacements having been built and brought on stream.

Ironically, it would appear that the UK’s only potential method of maintaining the current proportion of green electricity for the foreseeable future would be to import more electricity via under sea cables from France, where they appear to have got their act together!

NR calls for electrification to Sheffield

Wise words from Network Rail...

Network Rail’s chief executive Iain Coucher said: “Passengers would see enormous benefits from further electrification with faster, quieter, smoother, greener journeys.

"The case for the Midland Main Line is extremely strong. Affordability and bringing down the cost of such projects are key if they're to get the green-light."

Of course were the Midland Main Line to be electrified sooner rather than later the IEP might even start to make sense...

UPDATE: This just in from Chris Milner via Faceache...

Nice to see the dunces at the back of the class have finally woken up.

Add Sheffield to Doncaster and Derby to Proof house jct and you have a decent electrified network.

UPDATE: This just in from Peter Mark Roget...

Sir - Can I point out that the conjunction of 'IEP' and 'Making sense' is an oxymoron

UPDATE: This just in from the Raver...

So the government says it wants two lines to be electrified but rules out Sheffield for the time being as too expensive, then Network rail presses for it, claiming the idea for the first two was all its own, when, in fact, John Armitt was adamantly opposed to electrification of the Great Western, using environmental arguments as well as cost.

NR seems to have a way of winding up the government which does not bode well for its long term future.

Environmental benefits of electrification in question

This from today's Gruaniad...

A study by Booz Allen Hamilton, a consultancy, argues that building and operating a new north-south rail network in England will generate more CO2 than taking the same route by air over a 60-year period.

No doubt it will be a similar length of time before the Noble Lord invites Booz Allen to undertake further work for DafT.

Electrification shocker - Shocker

Good news!

If this motley crew are against High Speed Rail then Adonis must be right!

Go Andrew, go!

UPDATE: Captain Deltic glooms.

Motley crew they may be, but by focusing on high speed we are handing them rods for mass back beating. Ditto with the emphasis on CO2 reduction.

There is no need for a high speed line between London and Birmingham. The journey time reductions will not pay for the return on the investment. And emissions are a playground for sophisters with Excel.

There is a need for more capacity between London and the West Midlands. And when you are building a new line to relieve the WCML, well in the 21st Century standard new main lines run at 200 mile/h.

This week's over-the-top coverage in the Grauniad could yet backfire.

UPDATE: This just in from the Major...

You would expect a motley crew of road and air pressure groups and operators to have a go at Adonis' high-speed piece.

It's worth considering what rail's reaction would be if the boot was on the other foot.

There might be a letter from the Bearded One promising the earth but for the rest of the rail industry and its so-called lobby groups I expect we'd hear nothing.

For all this, the chap from Newcastle Airport does have a point.

Air still holds advantages for those travelling cross-country.

Newcastle-Exeter - quicker by rail or air?

So what is the railway doing to improve cross country journey times?

Nothing, apart from continuing with its policy of CrossCountry trains waiting time at York, Leeds, Sheffield (up to 10 minutes!), Derby, Birmingham etc etc.

The railway proved it can run on time if it inserts enough padding in the timetable - now it needs to get on with cutting journey times and still running on time: that's where the real skill lies!

New diesel trains unveiled

Now that My Lord Adonis has caped new diesel trains here's an idea whose time may have come.



And with all the money going on electrification (£1.1bn) ACoRP and other supporters of the TramTrain had also better take note.

Gordon Brown wields the handbag!

This just in from Lord Deltic of Pan in the Counties of Brunel and Stephenson...

Announcing the decision to embark on a programme of electrification the Prime Minister said:

“To build a better Britain, we must be bold, innovative and forward-looking and invest with confidence in our country’s transport infrastructure, jobs and industry. This electrification programme is vital to building a 21st century transport system.”

Given that this coming Monday (27 July) marks the 25th anniversary of the then Transport Secretary, Nicholas Ridley, announcing the go ahead for the East Coast Main Line Electrification, shouldn't that be 'backward looking'?

And who would have thought that Gordon Brown would prove to be heir to Margaret Thatcher!

Contempt of Parliament?

A letter from Shadow Transport Minister, Stephen Hammond to Speaker Bercow:

Dear Mr Speaker,

I write to protest about the discourtesy shown to the House today by the Secretary of State for Transport.

This morning, merely two days after the House rose for the summer recess, Lord Adonis made a major announcement on the UK national rail network – with significant implications for public spending. The announcement to electrify the main rail route between London and Swansea was made on the morning BBC broadcast.

Today’s announcement was trailed by the Government back on 29 June. On that day the Prime Minister launched a document entitled Building Britain’s Future, which included a reference to plans for a major electrification programme. It is clear therefore that the plans were in place long before the House rose and could have easily been made to Parliament. Indeed, it seems that the only reason for making the announcement today is that it coincides with a Cabinet meeting in Cardiff.

Today’s events are in blatant disregard of your, and the previous Speaker’s, instructions to Ministers to make announcements to Parliament first.

This is regrettably the second time this has happened this month. On 1 July Lord Adonis announced the nationalisation of the National Express East Coast rail franchise not to Parliament but, again, on BBC Radio.

Ministers persistently disregard your instructions to respect the protocols of Parliament, and I would be grateful for your advice as to what can be done to ensure that Ministers respect your wishes.

Yours ever,
Stephen Hammond

The Fact Compiler doesn't want to be overly pedantic but actually The Times had the announcement first, on Wednesday night.

UPDATE: This from the Velopodist...

One is moved by the concern of both the Fact Compiler and Stephen Hammond for democracy, but not sure they have their facts straight.

It's true that the government intended to announce the electrification programme this week and that it's unfortunate it ended up being after parliament went into recess.

But the idea the DfT was sitting on the announcement for days ahead of time just doesn't fit with the facts.

There's every sign that there was desperate horse-trading going on between the DfT and Treasury up until certainly Tuesday and possibly Wednesday as they tried to work out what precisely was going to happen.

This is why the most responsible national newspaper reporters held off writing about the speculation for several days - it was clear the exact shape of the scheme wasn't decided.

The Fact Compiler himself made one erroneous posting saying nothing would go into Wales and a Guardian story on Wednesday missed out both the Liverpool to Manchester element and Cardiff-Swansea.

At the point national newspaper reporters were briefed on Wednesday afternoon, Network Rail was still in the dark about some minor details such as whether the Midland main line was included.

As for the Times having the announcement first on Wednesday, the national newspapers were all briefed at the same time on Wednesday, on condition the information was embargoed until 00:01 on Thursday.

Certain newspapers protested the embargo should be dropped on the grounds there had been speculative stories elsewhere but were told it was still in force.

Some of them seem to have decided to break it all the same.

UPDATE: This from Fat Mark...

The Gruaniad actually had the story Wednesday morning!

And Radio 4's You and Yours led with the same at lunchtime.

Electrification - where the trains are going

This just in from a Mr Saltaire...

I wondered if Eye readers might appreciate a quick and dirty breakdown of what today's announcement means in rolling stock terms?

This taken from the Departments 'The Case for Electrification' published today:

• 319s cascaded from Thameslink to GW Thames Valley in December 2016

• 165s cascaded from GW Thames Valley to GW Bristol area (probably Cardiff – Portsmouth) in December 2016;

• DMUs from Bristol area that are freed up when 165s are parachuted in, to be cascaded to Northern to boost capacity in December 2016;

• New four car EMUs to be procured to operate Manchester – Scotland TransPennine Express services, delivery 2013;

• Class 185 DMUs freed up when new EMUs enter service to be used to strengthen existing 185 operated TPE services in 2013

• 319s cascaded from Thameslink to Northern electrified routes in 2013 (or earlier);

• Super-duper express replacing HSTs across all the GW from December 2016
  

• HSTs freed up for the Voyager replacement project (tee hee);

• Pacer replacement project, starting with Northern at franchise renewal in 2013 and continuing with ATW in 2018.
  

By that time, we should be into long (15 year) franchises, allowing the TOCs to commit to new trains with some forward thinking.

Unless of course the Tories turn the juice off...

UPDATE: This from Muttley...

A few things I've noticed about the electric news ....

• The Electrification document states in para 57 that the Super Express Programme was started in 2005. Was it? Wasn't that the Intercity Express Programme? or HST2? Note the document makes no mention of IEP, political spin to distance the DfT from the millions already wasted? Modern Railways consultancy feature reckons over £15m so far. Maybe 3rd time lucky for the Class 666's, the Super Express Programme Train is Coming!

• Para 18 contains a good line: "Experience around the world shows that a well designed, constructed and maintained electric railway will be more reliable than a diesel railway." Ouch! No examples within the UK exist? Is that a future warning to NR?

Ceefax this morning had another solution to the question of what to do with the Severn Tunnel and a few others:


I look forward to travelling though Box Cutting!

Extraordinary - The Fact Compiler didn't realise such old technology still existed. Does Ceefax host blogs?

UPDATE: This from Dreadnought...

I have heard that rather than procure new stock for the TPE Manchester-Scotland service the intent is to use Class 350s from the existing fleet.

One option is that these would be found by using an Outer Suburban version of the Hitachi Sooper-Dooper Express on some of the fast Northamptons.

Could just be a load of 'Cobblers' though!