tag:blogger.com,1999:blog-77754513223268174532024-03-14T01:36:13.810-07:00David Willey's Transport blogSteamboat Willeyhttp://www.blogger.com/profile/01135070758402165791noreply@blogger.comBlogger67125tag:blogger.com,1999:blog-7775451322326817453.post-88309049297771906062024-01-21T02:12:00.000-08:002024-01-21T02:12:32.186-08:00Where next for high speed diesel units?<p>Electrification and introduction of bi-mode trains is bringing about the withdrawal of many high speed diesel trains in the UK. The nomadic and unreliable Class 180s were withdrawn by Hull trains in favour of <a href="https://www.railmagazine.com/news/network/hull-trains-class-802s-to-arrive-from-august" target="_blank">Class 802s</a> in 2019, and were transferred to EMR to replace older HSTs, but electrification of the Midland Main Line as far as Corby and the introduction of Class 360 EMUs on the route have once again made the Class 180s surplus to requirements and they have been withdrawn along with EMR's final remaining HSTs. Furthermore, the introduction of bi-mode Class 810 Aurora trains will result in the withdrawal of EMR's Class 222 fleet. The 40+ year-old HSTs were life-expired and due for scrapping, but what of the Class 180s and 222s? Surely these modern trains could find further use? One possible user for the Class 180s is open-access operator Grand Central, which is the only other operator of the type. Where the Class 222s could go is less clear.</p><p>Meanwhile on the West Coast Main Line, Avanti Trains is to replace its Class 221 Voyager units with Class 805 and 807 bi-mode trains.<a href="https://www.modernrailways.com/article/extra-voyagers-new-crosscountry-contract" target="_blank"> In September it was announced that seven Class 221s would be transferred to Cross Country Trains to allow the withdrawal of HSTs.</a></p><p>A surprising announcement towards the end of last year was that <a href="https://www.railwaygazette.com/uk/transpennine-express-to-stop-using-loco-hauled-push-pull-trains-in-december/64819.article" target="_blank">Transpennine Express would be withdrawing its four year old fleet of Nova 3 Class 68 locomotives and Mk5 carriages</a>. Their Class 185 DMUs will be fully retained to cover the loss. While the Class 68s could potentially be cascaded to Direct Rail Services for freight use, there isn't much demand for push-pull carriages. Perhaps Scotrail might consider them to replace HSTs on Inter7City services? </p>Steamboat Willeyhttp://www.blogger.com/profile/01135070758402165791noreply@blogger.com0tag:blogger.com,1999:blog-7775451322326817453.post-27783809777891710312023-04-19T09:21:00.001-07:002023-04-19T09:21:45.547-07:00New Zealand needs Inter-City trains.<p> </p><p class="MsoNormal">So I recently returned from a month-long holiday in New
Zealand, and in terms of trains it was certainly an eye-opening trip. In the UK
we are used to being able to take a train anywhere in the country any time we
want and if we miss it there will be another one along in a few minutes, or a
few hours at the most. In New Zealand, this simply isn’t the case. The suburban
commuter networks around Wellington and Auckland are modern and frequent, but if
you want to travel between the two cities, well… you can’t. The only passenger
train between new Zealand’s two biggest cities is Kiwirail’s “<a href="https://www.greatjourneysnz.com/tours-and-trains/scenic-trains/northern-explorer-train/" target="_blank">Northern Explorer</a>”,
which is a scenic tourist train that runs once every other day. <span style="mso-spacerun: yes;"> </span>It goes north one day and returns south the
next day. <span style="mso-spacerun: yes;"> </span>If you want to go to Auckland
from Wellington on the day it’s going from Wellington to Auckland, too bad. You’re
going to have to fly instead. Forcing people to fly when there is a railway
there is frankly disgraceful when there is a climate emergency on. The less
populous South island is even worse off for passenger trains. There are no
commuter trains at all connecting any towns in the South island, just the
once-a-day tourist trains, the “<a href="https://www.greatjourneysnz.com/tours-and-trains/scenic-trains/coastal-pacific-train/" target="_blank">Coastal Pacific</a>”, which connects Christchurch
with the ferry port of Picton, and the "<a href="https://www.greatjourneysnz.com/tours-and-trains/scenic-trains/tranzalpine-train/">TranzAlpine</a>", which connects Christchurch
with Greymouth on the West Coast. The city of Dunedin to the south of
Christchurch has no regular train link to Christchurch, just a few <a href="https://www.dunedinrailways.co.nz/" target="_blank">tourist lines</a> that run a couple of times a month. <o:p></o:p></p>
<p class="MsoNormal">Some of the problems New Zealand has stem from its low
population density. <a href="https://en.wikipedia.org/wiki/List_of_countries_and_dependencies_by_population_density" target="_blank">With just 49 people per square mile (compared to 715 in the UK or 1346 in the Netherlands)</a>, New Zealand doesn’t have enough customers for
the kind of frequency we’re used to in more populous countries. Also, the track
gauge of 3’6” used in New Zealand prohibits the kind of high speeds we see in
countries with standard or broad gauge railways. That’s not to say a daily
Picton-Christchurch-Dunedin or Auckland-Wellington service wouldn’t work.
Certainly Air New Zealand has enough customers on these routes, but of course
the plane can do the trip a lot faster. But as the world seeks to cut down on
air pollution, reviving these trains would give citizens and tourists in New Zealand
a greener choice. Campaign group "<a href="https://www.allrailways.co.nz/" target="_blank">Save our trains</a>" is putting pressure on the New Zealand government to restore Inter-city rail travel in Aotearoa.<o:p></o:p></p>Steamboat Willeyhttp://www.blogger.com/profile/01135070758402165791noreply@blogger.com0tag:blogger.com,1999:blog-7775451322326817453.post-33674863389493608152023-04-05T08:49:00.000-07:002023-04-05T08:49:14.504-07:00The car lobby's culture war is insane and dangerous.<div class="separator" style="clear: both;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEi8I3oVHm31U-8kaqYTxUz385iBPbrMn5HhnilIxiwm4lLx8tOTGDZXgLZXCyeZ0Lb4b3MhSA0O7oaKUAWT-3zeuuuuR_j9ATpjUzU5WjFy8TXGEIbv13GbzFL_OJ1YuaY73cj3e8QtBD7wpAgPSr8nxsp1g6UOto24fkeDU9w5c_ZzFD3wCGZtUCU6/s720/Fixedthatforyou.jpg" style="display: block; padding: 1em 0px; text-align: center;"><img alt="" border="0" data-original-height="682" data-original-width="720" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEi8I3oVHm31U-8kaqYTxUz385iBPbrMn5HhnilIxiwm4lLx8tOTGDZXgLZXCyeZ0Lb4b3MhSA0O7oaKUAWT-3zeuuuuR_j9ATpjUzU5WjFy8TXGEIbv13GbzFL_OJ1YuaY73cj3e8QtBD7wpAgPSr8nxsp1g6UOto24fkeDU9w5c_ZzFD3wCGZtUCU6/s320/Fixedthatforyou.jpg" width="320" /> </a>The accompanying image was modified by me from a popular meme that characterises well-known environmental activist Greta Thunberg as demanding electric cars. I have turned Greta here into a straw man, because that's exactly what this meme is. It completely misrepresents the green movement and what it wants to achieve. And that is the point. The car lobby, and the political right in general has declared a culture war on anti-car environmentalists, and this is a big problem. Make no bones about it, the world needs fewer cars, and the ones it has need to be smaller and more efficient. yes, electric cars are part of the solution, but they aren't a silver bullet that's going to fix climate change. And that brings us to the latest insanity from the right. 15 minute cities are a town planning concept that states that most city dwellers should be no more than a 15 minute walk or bike ride from the shops, churches, schools, pubs, libraries and places of employment that they need to go about their business. It makes perfect sense in theory. However, far right conspiracy theorists have conflated ultra-low emission zones (which are intended to keep cars out of city centres) with some sort of attack on freedom of movement. Let's be clear, 15 minute cities and low emission zones are not going to be some sort of "Hunger Games"-style districts that you are locked into with no escape. They are simply a means of reducing car use. If you want to cross town, over a distance more than a 15 minute walk away, there should be a public transport option to take you there. Nobody is banning you from leaving your 15 minute zone.</div><div class="separator" style="clear: both;">The absolutism of the right (who like to attack Greenpeace for using diesel boats, while claiming that restrictions on cars will stop tradesmen in white vans from going about thier jobs) is absurd. Yes, car use should be eliminated <b>where practicable. </b>This of course will be easier for city-dwelling commuters than for farmers and tradesmen in the country. Where a car, van or truck cannot be eliminated it should be made as efficient as possible, by downsizing and electrification. Why buy a giant SUV if you only need a mini? And public transport needs to be electrified. As I have discussed in other blog posts, wiring up the railways is the easiest and fastest way the powers that be can eliminate diesel emissions. <br /></div>Steamboat Willeyhttp://www.blogger.com/profile/01135070758402165791noreply@blogger.com0tag:blogger.com,1999:blog-7775451322326817453.post-36435800150626126302021-11-17T09:35:00.002-08:002021-11-20T04:28:31.543-08:00Low Carbon Logistics<p class="MsoNormal">Away from the “blah, blah, blah” of the main COP26 events in
Glasgow, the Low Carbon Logistics conference at Mossend (held on the 8<sup>th</sup>,
9<sup>th</sup> and 10<sup>th</sup> of November) showcased some of the solutions
the transport industry is coming up with to reduce its carbon footprint.<o:p></o:p></p>
<p class="MsoNormal">Exhibitors in attendance included Network Rail, DB Cargo UK,
Nuclear Transport Solutions (owner of DRS), Peel Ports, and of course the hosts
for the event, P&D Stirling, whose Mossend International Railfreight Park
(MIRP) provided the venue for the conference. MIRP is a controversial
development locally, with objections raised over building on “green belt” land,
but the construction of MIRP will allow more freight on rail and fewer trucks
using local roads through Bellshill.<o:p></o:p></p>
<p class="MsoNormal">The three day conference had a different theme each day,
with speakers discussing the relevant topics. Monday’s theme was “let’s talk
about rail freight”. Speakers included Morwen Mands, Head of Sustainability at
Highland Spring Group, who are building a railfreight siding adjacent to the
group’s main bottling plant in Blackford, and Chris Swan, Head of Rail at
Tarmac, who own the rail-served cement terminal at Uddingston. <span style="mso-spacerun: yes;"> </span>Tuesday’s theme was “Driving rail Innovations”
with an emphasis on decarbonising rail. I attended on Wednesday, which had the
theme of "skills and opportunity" with speakers from the National
Skills Academy for Rail, Glasgow Caledonian University and SWGR talking about
how the amount of electrification going on (plus maintenance, plus building HS2
and reopenings) requires a lot of manpower and skills and how best to retain
these skills as older engineers retire and (post Brexit) European workers move
back to Europe. The main message here was the need to train up a new generation
of engineers, particularly civil and electrical engineers, and technicians. <o:p></o:p></p>
<p class="MsoNormal">Before all the speeches started, there was a chance to speak
to the exhibitors, which resulted in several interesting conversations. One exhibitor
from Network Rail mentioned somebody at the Q&A the day before (possibly
one of our members) asking about electrifying a certain line in Glasgow and the
answer was that it would simply cost too much. The main concerns were over
alterations to listed buildings and closing the line for 18 months. In a
so-called "climate emergency" how much are we as a country willing to
spend cutting CO2 emissions? It was reported recently that Freightliner were
taking their electric locos off the rails and replacing them with diesels
because the price of electricity had shot up. This was due to the rising price
of gas, upon which (apparently) much of our generating capacity is still
dependant. Clearly decarbonising the grid must go hand-in-hand with
electrifying transport otherwise putting up wires is simply moving the
emissions around. The same of course goes for battery and hydrogen power. Yes,
the vehicles themselves don't pollute, but the production of hydrogen is very
energy intensive, and batteries contain rare earth elements that come from iffy
mines in the Congo. I had another interesting conversation with a man from Peel
Ports about the developments at Hunterston, as well as getting the railway to
Greenock Ocean Terminal reopened, and the Mossend-Liverpool container train.
Obviously Peel Ports are keen on using rail and they need to be encouraged in
this endeavour.<o:p></o:p></p>
<p class="MsoNormal">Each day culminated in a locomotive naming ceremony, with
GBRF naming 92020 “Billy Stirling” on Monday, DB Cargo naming 90039 “The
Chartered Institute of Logistics and Transport” on Tuesday and DRS naming 68006
“Pride of the North”<span style="mso-spacerun: yes;"> </span>on Wednesday.<o:p></o:p></p>Steamboat Willeyhttp://www.blogger.com/profile/01135070758402165791noreply@blogger.com0tag:blogger.com,1999:blog-7775451322326817453.post-89005440998104885042021-10-02T08:32:00.000-07:002021-10-02T08:32:00.338-07:00Truck driver shortage is an opportunity for modal shift.<p> Recent days have seen reports of panic buying of fuel as the media have suggested a fuel shortage due to a lack of truck drivers to deliver to petrol stations. This brings up two issues:</p><p>1. A shortage of truck drivers.</p><p>2. Car dependency.</p><p>Let's deal with the driver shortage first. Brexit has resulted in many European drivers quitting the UK, and the COVID-19 pandemic has resulted in a backlog of trainee drivers needing to be tested. This has created the perfect storm of a driver shortage, which will affect deliveries of all manner of products. Fuel tanker drivers need additional hazardous goods training, which exacerbates the problem for that particular trade.</p><p>To cut down on the number of lorries on the road (all of which need drivers), industry must look to getting more freight on the railways. Of course trucks are still needed to deliver to petrol stations, supermarkets, and high street shops. However longer distance trunking routes between suppliers and regional distribution centres should be moved onto the railways, freeing up truck drivers for local deliveries as well as reducing pollution. Bulk movements of commodities such as timber, cement, grain, etc. are obvious targets for modal shift. With the rise of online shopping and home deliveries, parcels traffic should return to the railways as well. </p><p>Panic buying is a symptom of wider cultural issues, but car dependency is one problem that can be easily solved. Cars themselves are a very inefficient way of moving people around, particularly for commuting and short journeys. Investment in active travel and public transport should provide the public with car-free alternatives that pollute less and aren't dependent on a finite and fickle resource for fuel. Electric cars will also help in this area, but should not be relied upon as a solution to problems such as pollution and congestion. since an electric car takes up the same amount of space on the road as an internal combustion-engined car, and also consumes the same amount of material to build. Petrol shortages have happened before, yet every time queues form outside petrol stations, nobody stops to ask "can we get by without the car?" It's time to stop relying on the car and look for alternatives.</p>Steamboat Willeyhttp://www.blogger.com/profile/01135070758402165791noreply@blogger.com0tag:blogger.com,1999:blog-7775451322326817453.post-22476666849148022622020-04-13T09:18:00.000-07:002020-04-13T09:18:11.467-07:00Undoing Beeching could wipe out heritage operations.Back in the 1960s, when British Railways were closing "unremunerative" branch lines left, right and centre, plucky bands of volunteers stepped in to save scenic branch lines and the steam trains that ran on them up and down the country. Over the subsequent decades, the heritage railway sector has become a massive part of Britain's tourist industry, as well as saving some pretty important historical trains, stations and other infrastructure. Volunteers have spent decades carefully curating their railways to present an idealised image of a bygone era. There's only one problem. Now the government want to rebuild some of the lines that previous generations closed and these steam railways are standing in the way. The <a href="https://www.rossendalefreepress.co.uk/news/fears-been-raised-creatinon-commuter-8819167" target="_blank">Rossendale to Manchester</a> route for instance could be a strategic commuter route for local residents. however, the East Lancashire Railway is currently occupying the trackbed. Likewise the Spa Valley Railway stands in the way of <a href="https://www.bml2.co.uk/" target="_blank">Brighton Main Line 2</a> and a potential reopening of the <a href="https://www.matlockmercury.co.uk/news/national-campaign-calls-reopening-matlock-buxton-rail-line-123867" target="_blank">Matlock to Buxton Line</a> would result in Peak Rail being shunted into the sidings. So what is to be done? local commuters need these reopenings to relieve congestion and cut down on CO<span style="font-size: x-small;">2</span> emissions, but closing the heritage railways would hurt the local tourist trade. The simplest answer would of course be to simply shut up shop, sell or donate rolling stock to other nearby heritage railways and let Network Rail move in. Peak Rail, for instance, is practically next door to the Ecclesbourne Valley Railway. Does the area really need two heritage lines, or could the two railways co-locate? This solution wouldn't work so well for the ELR as there are no other heritage lines close to Manchester. Another solution would be to allow heritage trains to operate over Network Rail lines or vice-versa. This would be a legal and managerial nightmare, but not entirely impossible as the NYMR Whitby trains (operating over the NR line from Grosmont to Whitby) demonstrate. You could potentially have National Rail trains running Monday to Friday and have the heritage operation running weekends-only. A third option might be to simply convert the heritage loco sheds to static museums with no operating trains. This would not go down well with the volunteers or visiting public, who want to actually ride on the trains.<br />
So which is more important? A museum (or more derogatorily "toy") railway for tourists and enthusiasts to enjoy of a weekend, or a modern, functioning mass transit system to move people and goods?Steamboat Willeyhttp://www.blogger.com/profile/01135070758402165791noreply@blogger.com0tag:blogger.com,1999:blog-7775451322326817453.post-55242731214072229142020-03-07T04:50:00.002-08:002020-03-07T04:50:30.166-08:00Is there a future for domestic air travel?The recent collapse of flybe has made headlines, but many in the industry have seen this coming for some time. The short-haul airline was operating on a <a href="https://www.businesstraveller.com/business-travel/2020/03/05/analysis-why-did-flybe-fail/" target="_blank">flawed business plan</a> and had been in financial trouble for some time before the sudden drop-off in passenger numbers caused by the COVID-19 outbreak tipped it over the edge.<br />
But with the climate crisis and the rise of the <a href="https://www.independent.co.uk/travel/news-and-advice/flygskam-anti-flying-flight-shaming-sweden-greta-thornberg-environment-air-travel-train-brag-a8945196.html" target="_blank">flygskam movement</a>, can short-haul flights continue to be justified? To avert the climate crisis, there will need to be fewer planes in the sky. However, this will inevitably hit the profit margins of the airlines. Can short-haul airlines remain viable businesses?<br />
Within mainland Britain and Europe, rail (and high-speed rail in particular) is the main competitor for short-haul air travel. However in the UK, rail is very highly priced compared to budget airlines. If you can get where you're going faster for less, why bother taking the train? For the sake of the environment, higher air passenger duty could be used to subsidise rail fares, encouraging more people to take the train.<br />
Air travel starts to look much more appealing when you get out into the islands. The Hebrides and the Orkney and Shetland islands are a long ferry ride away from the mainland. Air travel is much, much faster for foot passengers and mail. But out here, passenger numbers are far less, meaning airlines need to use much smaller aircraft to make routes economical. But with the speed advantage, airlines should be able to charge a premium over the ferry operators for foot passengers.<br />
Can the airline industry be saved? Should it be allowed to fail?<br />
Long-haul airlines will probably be alright, as air travel has such an advantage over sea travel. Short-haul airlines are inevitably going to lose out as people turn from air to rail travel to save the planet. I suspect the era of the budget airline may soon come to an end and we may return to the days when air travel was a premium service for the well-to-do.Steamboat Willeyhttp://www.blogger.com/profile/01135070758402165791noreply@blogger.com1tag:blogger.com,1999:blog-7775451322326817453.post-59732821979887119062019-12-30T07:08:00.000-08:002019-12-30T07:08:40.213-08:00Star Wars irlEver since man has gone into space, the military have used satellites for their own advantage, primarily as an intelligence gathering platform. The big players in the space race were historically the USA and the USSR. The cold war has ended, but the military use of space may just be about to warm up with the creation of the US Space Force. Up until now, American military satellites have been controlled by the US Air Force (itself founded in 1947) but a recent reorganisation has created the Space Force as an independent branch of the armed forces of the United States.<br />
So is this simply a rebrand of the existing Air Force Space Command? Is it a headline-grabbing publicity stunt to satisfy the ego of Donald Trump? Will satellites become weaponised? Will we see space battles like in the movies? All of this seems a bit far-fetched, doesn't it? At the moment the establishment of a Space Force looks like nothing more than a statement of intent. The service will carry on the work previously done by the Air Force Space Command. Very little will immediately change on the ground. But if the world does get invaded by aliens from outer space, we know who will be the first line of defence.Steamboat Willeyhttp://www.blogger.com/profile/01135070758402165791noreply@blogger.com0tag:blogger.com,1999:blog-7775451322326817453.post-13936020999434012382019-10-28T08:10:00.000-07:002019-10-28T08:10:09.909-07:00Putting the "Express" in Transpennine Express.Way back in the early days of privatisation, Cross Country (Virgin Cross Country as it then was) described itself as the "Cinderella" franchise. Equipped with old, unreliable, yet comfortable and spacious loco-hauled trains, it made the decision to scrap its old fleet of Class 47s and loco-hauled coaches in favour of "Voyager" Class 220 and 221 DMUs. However, its Cinderella transformation is nothing compared to that currently taking place to Transpennine Express.<br />
Tasked with running Inter-City trains within the North of England (and more recently into Scotland), TPX, in its earliest incarnation, inherited a small fleet of Class 158 Express Sprinters from BR. These were, simply put, not man enough for the job. From 2005, the 2-car Class 158s were replaced with 3-car Class 170s and 185s. Then when the Liverpool-Manchester electrification was completed these were supplemented by 4-car Class 350 EMUs. These are quite decent units for cross-country services, but they are still effectively upgraded suburban commuter units rather than full-fat Inter-City trains.<br />
So now, the fleet is to be totally be replaced with longer, faster, better equipped trains than ever before. This new fleet will be known as <a href="https://www.tpexpress.co.uk/travelling-with-us/the-nova-fleets" target="_blank">Nova</a>.<br />
The nova fleet will come in 3 varieties, for diesel, electric and bi-mode services:<br />
<br />
<b><a href="https://www.tpexpress.co.uk/travelling-with-us/the-nova-fleets/nova-1" target="_blank">Nova 1.</a> </b>This is the bi-mode train, for routes with partial electrification between Liverpool-Manchester, Newcastle and Edinburgh. It is based on the Hitachi AT 300 design and consists of a 5-car multiple unit.<br />
<b><a href="https://www.tpexpress.co.uk/travelling-with-us/the-nova-fleets/nova-2" target="_blank">Nova 2. </a> </b>This is the Electric train, operating on the Manchester Airport to Glasgow/Edinburgh and Liverpool to Glasgow routes, which follow the electrified West Coast mainline. These are 5-car units based on the CAF Civity design.<br />
<b><a href="https://www.tpexpress.co.uk/travelling-with-us/the-nova-fleets/nova-3" target="_blank">Nova 3.</a> </b>This is the diesel train, for unelectrified routes between Liverpool and Scarborough Unusually, this train consists of push-pull Mk 5 coaches hauled by a class 68 locomotive, which should please enthusiasts. When lines are electrified it will be possible to convert this train to bi-mode or full electric simply by swapping the locomotive, to a class 88 for instance, and if trains require to be lengthened it will be a simple matter to insert more carriages into the train.<br />
<br />
All these trains will have first class carriages, space for 4 bikes and a catering trolley service.<br />
With this new fleet, Transpennine Express trains will be transformed from an overcrowded second tier commuter TOC to a legitimate competitor to Cross-Country Trains.<br />
<br />Steamboat Willeyhttp://www.blogger.com/profile/01135070758402165791noreply@blogger.com0tag:blogger.com,1999:blog-7775451322326817453.post-308331090432789092019-10-17T01:56:00.000-07:002019-10-17T01:56:03.620-07:00Parking madCar parking has been in the news this month on two fronts.<br />
Firstly the <a href="https://www.bbc.co.uk/news/uk-scotland-scotland-politics-47089134" target="_blank">workplace parking levy</a>. This proposal by the Scottish government follows a similar successful scheme in Nottingham where a tax on car parking has helped fund public transport, particularly the Nottingham tram system. The proposal would allow local councils to introduce a workplace parking levy if they chose. It is not a mandatory national scheme. The theory is that the scheme will encourage commuters to take public transport instead of the car, reducing both congestion and air pollution. Critics have hit out at the scheme as a "tax on workers", especially those for whom public transport is inconvenient. Of course if the tax is used to improve public transport, as is the case in Nottingham, then it should work as planned.<br />
Secondly comes the<a href="https://www.bbc.co.uk/news/uk-scotland-scotland-politics-35702721" target="_blank"> ban on pavement parking</a>. This has been called for by disability advocates and campaigners for years. The idea is to stop cars parking on footpaths, where they block wheelchair and pram users. The problem here is the limited availability of parking in certain residential streets, particularly those in suburban housing estates with narrow streets and limited on-street parking. Again, public transport needs to be improved, but for residents of older council houses that don't have a driveway, the pavement is often the only place to keep their car. provision of adequate parking needs to be built into any housing development.Steamboat Willeyhttp://www.blogger.com/profile/01135070758402165791noreply@blogger.com0tag:blogger.com,1999:blog-7775451322326817453.post-86680876824695483202019-08-20T04:15:00.001-07:002019-08-20T04:15:50.565-07:00Maritime history is rusting away.Preserving ships is an expensive business. Ships are much larger than road vehicles or even trains, and they need constant upkeep. Despite the best efforts of preservationists, even ships that have been preserved as museums have been scrapped in recent years. In this blog I am making a list of historic ships in the UK; those preserved, at risk and recently scrapped. This is not a comprehensive list, but gives a sense of the scale of the problems of ship preservation in the UK. The relatively safe and large collections of Chatham historic dockyard (HMS Cavalier, Gannet, Ocelot), Portsmouth (HMS Victory, Warrior, Mary Rose) and Hartlepool (Trincomalee, PS Wingfield Castle) have been omitted for simplicity.<br />
<br />
<u>MV Balmoral</u><br />
Status: Preserved/under restoration. After many years acting as back-up for the Waverley, and re-engining in 2003, the ship was given up by the paddlesteamer preservation society in 2012. Now in the hands of the MV Balmoral fund who are planning to return her to service.<br />
Location: Bristol<br />
Website: <a href="https://www.mvbalmoral.org.uk/home/">https://www.mvbalmoral.org.uk/home/</a><br />
<br />
<u>HMS Belfast</u><br />
Status: Preserved by the Imperial War Museum<br />
Location: London<br />
Website: <a href="https://www.iwm.org.uk/visits/hms-belfast">https://www.iwm.org.uk/visits/hms-belfast</a><br />
<br />
<u>HMY Britannia</u><br />
Status: Preserved. A well-visited and well-funded vessel in the Scottish capital.<br />
Location: Leith<br />
Website: <a href="http://www.royalyachtbritannia.co.uk/">www.royalyachtbritannia.co.uk</a><br />
<br />
<u>Calshot</u><br />
Status: At risk. Currently owned by the Tug Tender Calshot Trust, it was announced in May 2019 that due to "lack of financial resources" the vessel would have to be scrapped.<br />
Location: Southampton<br />
Website: <a href="http://www.tugtendercalshot.com/">http://www.tugtendercalshot.com/</a><br />
<br />
<u>City of Adelaide</u><br />
Status: Under restoration. After many years languishing at the Scottish maritime museum in Irvine, the former clipper ship was transported to Australia for restoration in 2014.<br />
Location: Adelaide<br />
Website: <a href="https://www.cityofadelaide.org.au/">https://www.cityofadelaide.org.au/</a><br />
<br />
<u>Cutty Sark</u><br />
Status: Preserved<br />
Location: Greenwich<br />
Website: <a href="https://www.rmg.co.uk/cutty-sark">https://www.rmg.co.uk/cutty-sark</a><br />
<br />
<u>Daniel Adamson</u><br />
Status: Preserved/Active. Offers cruises on the river Mersey and the Manchester Ship Canal.<br />
Location: Liverpool<br />
Website: <a href="http://thedanny.co.uk/">thedanny.co.uk</a><br />
<br />
<u>RRS Discovery</u><br />
Status: Preserved. The ship's engines were removed for scrap during the second world war.<br />
Location: Dundee<br />
Website: <a href="https://www.rrsdiscovery.com/">https://www.rrsdiscovery.com/</a><br />
<br />
<u>TSS Dover</u><br />
Status: Scrapped in 2018, following a fire in 2017 that rendered the ship beyond saving.<br />
Location: N/A<br />
Website: <a href="https://www.tssdover.co.uk//">https://www.tssdover.co.uk//</a><br />
<br />
<u>Duke of Lancaster</u><br />
Status: At risk/Abandoned. Campaigners are currently hoping the ship can be saved, but no work has been carried out.<br />
Location: <span style="font-family: inherit;"><span style="background-color: #f8f8f8; color: #333333; font-size: 16px;">Llanerch-y-Mor</span><span style="background-color: #f8f8f8; color: #333333; font-size: 16px;"> </span></span><br />
Website: <a href="http://dukeoflancaster.net/">http://dukeoflancaster.net/</a><br />
<br />
<u>Falls of Clyde</u><br />
Status: At Risk. A campaign is underway to return the vessel to Scotland from Hawaii, where she has been neglected for some time, even though she was officially part of a museum<br />
Location: Honolulu<br />
Website: <a href="http://www.friendsoffallsofclyde.org/">http://www.friendsoffallsofclyde.org/</a><br />
<br />
<u>Glenlee</u><br />
Status: Preserved<br />
Location: Riverside museum, Glasgow<br />
Website: <a href="https://thetallship.com/">https://thetallship.com/</a><br />
<br />
<u>Great Britain</u><br />
Status: Preserved. After decades rotting away in the Falkland islands, Brunel's masterpiece, once the biggest ship in the world, was returned to the UK for restoration in 1970.<br />
Location: Bristol<br />
Website: <a href="https://www.ssgreatbritain.org/">https://www.ssgreatbritain.org/</a><br />
<br />
<u>PS Lincoln Castle</u><br />
Status: Scrapped 2010. The ship served for many years as a floating restaurant, and was in relatively original condition, retaining her engines. Sadly the owner could not afford the upkeep of the rotting hull and she was dismantled where she lay.<br />
Location: Grimsby<br />
Website: N/A<br />
<br />
<u>PS Maid of the Loch</u><br />
Status: Preserved/under restoration. The Loch Lomond Steamship company are carrying out a multi-million pound restoration of the paddlesteamer with the intention of returning her to service on Loch Lomond.<br />
Location: Balloch<br />
Website: <a href="https://www.maidoftheloch.org/">https://www.maidoftheloch.org/</a><br />
<br />
<u>PS Medway Queen</u><br />
Status: Under restoration. This is more of a rebuilding than a restoration, with the original machinery being installed in a new hull.<br />
Location: Gillingham<br />
Website: <a href="https://www.medwayqueen.co.uk/">https://www.medwayqueen.co.uk/</a><br />
<br />
<u>Nomadic</u><br />
Status: Preserved<br />
Location: Belfast<br />
Website: <a href="https://www.nomadicbelfast.com/">https://www.nomadicbelfast.com/</a><br />
<br />
<u>HMS Plymouth</u><br />
Status: Scrapped 2012. Despite serving as a museum in Birkenhead for many years, the museum closed in 2006 and the ship reverted to the ownership of Peel ports, who sent her for scrap, despite the historical importance of the ship as a Falklands War veteran.<br />
Location: N/A<br />
Website: N/A<br />
<u><br /></u>
<u>TS Queen Mary</u><br />
Status: Preserved. After many years as a floating restaurant on the Thames, the Queen mary has been returned to the Clyde for preservation. Sadly her engines were removed and scrapped previously, so she will be unable to return to service.<br />
Location: Glasgow<br />
Website: <a href="https://tsqueenmary.org.uk/">https://tsqueenmary.org.uk/</a><br />
<br />
<u>PS Ryde</u><br />
Status: At Risk. Despite several attempts to form a preservation group over the years, the funnel and forward superstructure have collapsed and the ship is considered beyond saving.<br />
Location: Isle of Wight<br />
Website: N/A<br />
<br />
<u>Shieldhall</u><br />
Status: Preserved/Active<br />
Location: Southampton<br />
Website: <a href="https://www.ss-shieldhall.co.uk/">https://www.ss-shieldhall.co.uk/</a><br />
<br />
<u>PS Tattershall Castle</u><br />
Status: Floating restaurant. Although still afloat, the ship has been modified from its original appearance so can't really be considered preserved.<br />
Location: London<br />
Website: <a href="https://www.thetattershallcastle.co.uk/home">https://www.thetattershallcastle.co.uk/home</a><br />
<br />
<u>HMS Unicorn</u><br />
Status: Preserved. A remarkable survivor of the post-Napoleonic era. The Unicorn was put straight into reserve when she was built and was never commissioned, remaining a hulk for her entire life.<br />
Location: Dundee<br />
Website: <a href="https://www.frigateunicorn.org/">https://www.frigateunicorn.org/</a><br />
<br />
<u>PS Waverley</u><br />
Status: Preserved. Waverley has been taken out of service in 2019 for reboilering, but should return to service soon.<br />
Location: Glasgow<br />
Website: <a href="https://www.waverleyexcursions.co.uk/">https://www.waverleyexcursions.co.uk/</a><br />
<br />
<br />Steamboat Willeyhttp://www.blogger.com/profile/01135070758402165791noreply@blogger.com0tag:blogger.com,1999:blog-7775451322326817453.post-85437600479255429462019-08-18T04:16:00.000-07:002019-08-18T04:16:28.775-07:00Track gauge in Ireland.Ireland. Cut off from Great Britain and continental Europe by the sea, it might as well be on another planet as far as railways are concerned, and that's because Ireland uses a different track gauge. Back in the 1800s when the railways were first being built, a number of different gauges were in use in Ireland. The Dublin & Kingstown Railway used the same standard gauge of 4' 8 1/2" as most of Great Britain (not counting Brunel's Great Western, but that's another story). Meanwhile the Ulster Railway used a broad gauge of 6' 2" and the as yet unbuilt Dublin & Drogheda proposed a gauge of 5' 2". This was a mess, so the, the board of trade decided in 1846 that <a href="http://www.craigavonhistoricalsociety.org.uk/rev/frielrailwayscraig.html" target="_blank">Ireland should standardise</a> on one gauge. Bizzarely the gauge of 5' 3" was selected as a compromise between the two gauges in use at the time. This seems wasteful, since rather than regauging the non-complying half half of the island's railways (if they had chosen one of the gauges in use), they would have to change them all!<br />
The use of broad gauge would be fine so long as Ireland's railways remained separate from British railways. However, this might cause a problem if proposals for a <a href="https://www.belfasttelegraph.co.uk/news/northern-ireland/johnsons-backing-of-dup-bridge-over-north-channel-fantasy-politics-says-sinn-fein-38280096.html" target="_blank">bridge over the north channel</a> came to fruition. That would mean there would be a break of gauge in Ulster, resulting in need for transshipment. Frankly, though, due to the depth of the north channel, such a bridge is probably nothing more than a fantasy. The biggest real life problem in today's globalised rolling stock market is producing rolling stock just for Ireland. If stock is transferred from Great Britain, as has been done on occasion, bogies need to be changed to suit the Irish track gauge and vice versa. This is of course an expensive undertaking. A recent rumour appeared in the Railway Magazine that ex-Transpennine Express class 185s <a href="https://www.railwaymagazine.co.uk/8871/could-class-185s-be-heading-for-ireland/" target="_blank">could be transferred to Ireland</a>. This might be cheaper than buying in new trains specially made for Ireland, but it would be so much cheaper if they didn't have to be modified. one wonders, if Ireland had used standard gauge, not only would they have had less track to reguage (only the Ulster Railway would have needed regauging; the Dublin & Kingstown would have stayed as it was and the Dublin & Drogheda would have been built to 4' 8 1/2" from new) but stock could have been bought "off the shelf" or even second hand from Great Britain, without modification. Alternately, Irish stock could be exported to Britain, opening up potential for Irish manufacturing and providing a second-hand market for Irish trains.Steamboat Willeyhttp://www.blogger.com/profile/01135070758402165791noreply@blogger.com0tag:blogger.com,1999:blog-7775451322326817453.post-33742013868525807762019-06-22T03:19:00.000-07:002019-08-18T04:46:49.055-07:00How eco-friendly is cruising?<span style="font-family: inherit;">I've seen quite a few posts on social media recently demonising cruise ships as being particularly harmful to the environment, but how much of this is true and how much is scaremongering?</span><br />
<span style="font-family: inherit;">Let's break the pollution down into categories:</span><br />
<span style="font-family: inherit;"><b><br /></b>
</span><br />
<span style="font-family: inherit;"><b>Air Pollution.</b></span><br />
<b><span style="font-family: inherit;">Sewage</span></b><br />
<span style="font-family: inherit;"><span style="color: #333333;"><b>Garbage</b></span></span><br />
<span style="font-family: inherit;"><span style="color: #333333;"><b>Oil</b></span></span><br />
<br />
<span style="font-family: inherit;">It's a fact that ships burn a lot of fuel, and that fuel is often heavy fuel oil, which is some of the dirtiest fuel there is besides coal. MARPOL Annex VI, introduced in 1997, aims to regulate <b>air pollution</b> from ships. Certain special areas (a full list can be found <a href="http://www.imo.org/en/OurWork/Environment/SpecialAreasUnderMARPOL/Pages/Default.aspx" target="_blank">here</a>) ban high-sulphur fuel oil from being used, and some only allow Marine Diesel Oil (which is much more expensive) to be burned. A handful of ships are fitted with seawater scrubbers to reduce the sulphur content of exhaust emissions, but these are experimental and not in widespread use, and essentially cut out the acid rain middleman by washing sulphur directly into the sea.</span><span style="font-family: inherit;">Nevertheless, a typical cruise ship will emit more CO2 per passenger mile than an aeroplane, and if you fly to get to the cruise ship, you are adding even more emissions to the atmosphere. While modern vessels are far more efficient than the steam ships of old, they are still a major source of air pollution. For the lowest possible emissions, you may with to consider a <a href="http://steamboatwilley.blogspot.com/2017/09/power-gives-way-to-sail.html" target="_blank">cruise on a sailing ship</a>. </span><br />
<span style="font-family: inherit;"><br /></span><span style="font-family: inherit;">Disposal of <b>sewage</b> at sea is regulated by MARPOL Annex IV. It's probably easiest to quote the Annex at this point: "The discharge of sewage into the sea is prohibited, except when the ship has in operation an approved sewage treatment plant or when the ship is discharging comminuted and disinfected sewage using an approved system at a distance of more than three nautical miles from the nearest land; sewage which is not comminuted or disinfected has to be discharged at a distance of more than 12 nautical miles from the nearest land." </span><span style="font-family: inherit;"><span style="color: #333333; font-family: inherit;">Typical cruise ships are fitted with a Marine Sanitation Device, which disinfects the sewage in a similar manner to a municipal sewage plant. Ergo, it is no worse for the environment than what your city is pumping into the sea, with the advantage that the ship is dumping sewage much further from the shore! Untreated sewage may be discharged outside 12 miles, but a modern cruise ship will not do this except in an emergency. Some cruise ships are fitted with an Advanced Wastewater Purification System (AWWPS), which produces clear water (which is harmless and can be discharged almost anywhere) and a small amount of sewage sludge (which can be discharged as per treated sewage). Solid waste is pumped ashore for disposal at landfill.</span></span><br />
<span style="font-family: inherit;"><span style="color: #333333; font-family: inherit;"><br /></span></span><b>Garbage</b> comes under MARPOL Annex V. There are a variety of types of garbage, which must be separated and disposed of in different ways.<br /><span style="font-family: inherit;"><span style="color: #333333; font-family: inherit;"><u>Food waste</u> is usually comminuted and dumped at sea, since it poses no threat to marine life.</span></span><br />
<span style="font-family: inherit;"><span style="color: #333333; font-family: inherit;"><u>Solid waste</u> can either be sent ashore for recycling or (if burnable) burned in an incinerator (outside of emission control areas with reference to Annex VI). Scrap metal and glass will be sent ashore for recycling. Although legally it cold be dumped at sea there is a financial incentive to sell scrap metal in port. Throwing plastic overboard is absolutely banned and companies can and have been fined for dumping plastic at sea. </span></span><br />
<span style="font-family: inherit;"><span style="color: #333333; font-family: inherit;"><br /></span></span>
<span style="font-family: inherit;"><span style="color: #333333; font-family: inherit;"><b>Oil</b> is the most harmful waste stream and it is very heavily regulated by MARPOL Annex 1. Ships must keep a record of all waste oil disposed in an oil record book. Bilge water must be treated in an oily water separator and contain less than 15ppm of contamination before it can be pumped overboard. Waste oil can either be burned in an incinerator (see above) or boiler, or be sent ashore for disposal. </span></span><br />
<span style="font-family: inherit;"><span style="color: #333333; font-family: inherit;"><br /></span></span>
<span style="font-family: inherit;"><span style="color: #333333; font-family: inherit;">Is cruising any worse for the environment than any other holiday? Well, yes. Certainly it's more harmful than backpacking/cycling holidays or a "staycation". Is a cruise from a UK port better than flying abroad? It depends on how far you're flying. A fly cruise to the Caribbean is probably the most harmful option. If you want to visit the Med, but want to avoid the pollution, it might be worth taking the train to Spain, France or Italy.</span></span>Steamboat Willeyhttp://www.blogger.com/profile/01135070758402165791noreply@blogger.com0tag:blogger.com,1999:blog-7775451322326817453.post-84235350076872347102019-06-09T04:42:00.002-07:002023-08-07T02:41:12.551-07:00Anxious about public transport?I've seen several posts recently on youtube and in facebook groups about people with autism spectrum conditions and anxiety struggling with public transport, especially when there are delays and cancellations, so here are some tips I use to cope:<br />
<b><br /></b>
<b>General</b><br />
Plan ahead. Book your tickets in advance if you can. Request assistance at the time of booking if you have a disability and need help with checking in and boarding. Research the route you're taking so you know where to change if neccessary.<br />
<br />
<b>Bus</b><br />
Buses can't usually be booked in advance. You have to buy a ticket from the bus driver. Some bus companies don't give change while others do, so it's best to take some loose change with you so you can give the exact fare. Many companies now take contactless payment. Ticketing on buses can be confusing. Some companies do return tickets, some don't and some have day rover tickets. It's a good idea to research ticket types online before you travel. Unfortunately through ticketing may not be available if you need to change buses.<br />
Most timetables are online and many of the major companies have mobile apps so you can check bus times before you leave the house.<br />
Google maps is a great tool for checking the locations of bus stops. One problem I find is that a lot of bus routes aren't mapped, so you have to cross-check the timetable with a map to figure out where the route goes. When taking the bus in an unfamiliar area I have been known to follow the bus on google maps on my phone so I can see if a bus stop is coming up so I know when to ring the bell to stop the bus.<br />
Another problem is that buses often don't run exactly to time. Some bus stops now have dot matrix signs to tell you when the next bus is, but these are quite rare. A mobile app may be a good investment in this case. If you miss your bus, as the saying goes, "there will be another one along in a minute".<br />
<br />
<b>Train</b><br />
The best thing about trains is that routes are mapped, stops are announced in advance and through ticketing is available. If there is disruption on one route, it's quite easy to find a diversionary route to get you to your destination, and if a train is unable to proceed, the company can put on a replacement bus service or allow tickets to be used on buses to get you to where you need to go. Guards and station staff are available to assist if required. If you are stuck, someone will be able to tell you how to get to where you are going. Don't be afraid to ask for help.<br />
Tickets should be bought before you board (unless you are boarding at an unstaffed halt, in which case the on-board staff will sell you a ticket). You can buy tickets in advance online or at a station, or you can just buy at the station when you travel, but often the cheapest fares will be online. If you need assistance (especially for wheelchair users) this must be booked in advance. A wide variety of ticket types are available. If you need help choosing, ask at the ticket office.<br />
I find the <a href="http://www.realtimetrains.co.uk/apps" target="_blank">Realtime Trains</a> app incredibly helpful, as it allows you to see whether trains are delayed and what platform they are expected at for any station in the country.<br />
<br />
<b>Aeroplane</b><br />
If you're travelling internationally, the chances are you will end up flying. This will involve the double hassles of airport security and Customs & Immigration.<br />
First of all, checking in. When you book your ticket, the airline should tell you how soon before the flight you need to arrive for check-in. Budget airlines such as easyjet prefer you to check in online and print your boarding pass at home before you go to the airport. If you have to change flights on your trip ask if the bags are checked in for the whole journey, or if you need to re-check your bags when you change planes. When changing planes in the USA, you will probably have to re-check your bags, but if you're travelling withing the EU this may not be necessary.<br />
Prepare for security. Metal detectors will pick up belt buckles, keys, steel toecaps and spare change. It's best to wear trainers for flying and pack work boots in your checked luggage. Likewise, avoid wearing a belt. Stick to elasticated trousers that aren't going to fall down. Put keys and wallet in your hand luggage (you won't need your keys until you get home anyway) and keep your boarding card, passport and any other travel documents in a poly pocket. Some airports require laptops to be removed from hand luggage, some ask you to keep them in the bag. Ask a member of staff which it is before you get to the front of the queue if there are no signs indicating what you should do.<br />
Immigration needs a lot of patience, tact and diplomacy. Be polite but firm with immigration officers. You may be stressed by having to wait in a queue but don't lose your temper with law enforcement. Have any documents you need in a poly pocket (as I said) ready to give to them. Inquire before you travel what documents you will need. The USA has a myriad of different forms to fill in depending on the nature of your trip, how long you are staying in the USA or whether you are a resident. Ask a member of staff to help filling in the form before you get to the front of the queue. If it isn't filled in properly you might be sent to the back of the queue again and nobody wants that.<br />
When you finally reach the departure lounge, don't forget to arrive at the gate in good time. Some airports announce flights, some don't, so you have to keep an eye on the dot matrix screens. Don't get too engrossed in that book and miss your flight!<br />
Delays and cancellations are rare, but when they do happen they can be catastrophic. It helps to have the phone number of your travel agent or a family member who can help you if you get stuck. If you have to stay overnight in a hotel, save all your receipts so you can claim compensation later on.<br />
<br />
<b>Ferry</b><br />
Ferry trips can vary from 10 minute hops across to a small island or longer international trips to the continent. These almost always have to be booked in advance, as aeroplanes do. You may travel either as a foot passenger or you can take your car with you. The check-in process for international ferries is much the same as at an airport, but without the security theatre. Loading is first come first served. If you arrive early, you may get put on an earlier ferry. Ferries are usually just an end-to-end journey without any changing or intermediate stops. Once you're there, you're there. Delays and cancellations can happen due to weather or mechanical failure, unfortunately in these events there are no alternatives, you just have to wait. Sit back, relax and enjoy your cooked breakfast.Steamboat Willeyhttp://www.blogger.com/profile/01135070758402165791noreply@blogger.com0tag:blogger.com,1999:blog-7775451322326817453.post-31309122878945836792018-08-14T10:04:00.001-07:002018-08-14T10:04:44.179-07:00The death of railway architecture.Back in the day, railway stations were the height of building design. From the Victorian magnificence of St. Pancras, Glasgow Central and other major termini, to the art deco beauty of Girvan, the Edwardian elegance of Wemyss Bay, even small stations had comfortable waiting rooms in attractive buildings. By the 1970s and 1980s, railway architecture had become far more utilitarian. The attractive buildings of Stranraer and Motherwell were replaced by ugly concrete and steel carbuncles. The ambition of those older railway companies, who used their buildings as a form of advertising, was destroyed by nationalised austerity. Now in the post-privatisation era, is it time to put the ambition back into railway stations? Maybe yes, maybe no. Network Rail, who own the stations, are still a nationalised entity, with little budget for lavish ornamentation. The vast majority of re-opened stations have been unstaffed halts such as Larkhall, stations on the Airdrie-Bathgate line and on the Borders railway. However, where a substantial station has been built, such as Alloa or Edinburgh Park, the buildings tend to be relatively bland grey boxes. Not unattractive, just... dull. They don't make you go "wow". I want to see a bit more ambition in railway architecture. Even if a building is modern, it can still be attractive. Take Glasgow's Riverside museum, for instance. The wavy design is an icon in itself. Let's get creative with railway station design. A good place to start would be Largs. The original station was destroyed by a train crash in the 1990s, and was replaced with a small waiting room on the platform, while the old shop fronts around the original entrance were retained. A better idea would be to start afresh, knock the whole lot down and build something amazing.Steamboat Willeyhttp://www.blogger.com/profile/01135070758402165791noreply@blogger.com0tag:blogger.com,1999:blog-7775451322326817453.post-76200728174363642222018-05-31T08:45:00.001-07:002018-05-31T08:45:31.070-07:00Baffling bi-modes.Electrification; it's good for the environment and good for train operators and passengers, but it's a very slow, expensive process. Back in the 1960s when the west coast main line was being electrified northwards from Euston, electric locomotives would haul the train as far as Crewe, and later Preston, where a class 50 diesel would take over to pull the train along the yet-to-be electrified sections onward to Glasgow. Once the wires were up all the way to Glasgow in 1974, the class 50s were reallocated to the western region. However, swapping locos is a time consuming business. What if an electric loco could carry its own diesel engine for the bits of track with no electricity supply? The southern region's solution was the class 73 electro-diesel. On the 3rd rail electrified network it worked as an electric locomotive, but where the 3rd rails ended it had a diesel engine to power it. Fast forward to the 21st century and a new breed of electro-diesel locomotive has been introduced: the class 88. It can work off the 25kv overhead wires, or use an on-board diesel generator on non-electrified railways. It could potentially be used with the Mk5 <a href="https://www.tpexpress.co.uk/travelling-with-us/the-nova-fleets/nova-3?gclid=CjwKCAjwur7YBRA_EiwASXqIHMm_8-NPkq1eupijvb6v_yakNQ2Aks8Au0yF2FbBHnsU4A8M7Nw4uxoCV2kQAvD_BwE&dclid=CL6C2L-hsNsCFYIj0wod0AsBJQ" target="_blank">"Nova 3"</a> loco-hauled sets being procured by Transpennine Express, although these will be hauled by conventional class 68 diesel locos initially.<br />
A different solution is offered by the <a href="http://www.hitachirail-eu.com/products/projects/class-800/801-iep" target="_blank">Class 800</a> IEP train, which is essentially a DEMU fitted with a pantograph. These are intended to replace Intercity 125 high-speed trains. However the Class 800 units are far shorter, coming in either 5 or 9-car sets. Given the inadequacy of 5-car Class 221 Voyager trains on Intercity routes, one wonders why any TOC would bother with a 5-car class 800? But I digress...<br />
A more unconventional electro-diesel comes in the form of the <a href="https://www.railmagazine.com/news/network/in-pictures-greater-anglia-unveils-first-new-stadler-bi-mode-train-in-switzerland" target="_blank">Class 755 </a> train for the Greater Anglia franchise. This is almost the opposite of the class 800, being built primarily as a conventional EMU, but with a separate power car containing four diesel generators. To convert the train from electro-diesel to straight electric, it is simply a matter of removing the power car from the train. As electrification spreads and the need for electro-diesels is reduced, this seems like a good way of keeping a train in service for longer. A class 800 would require considerable time in the workshop to remove all of its diesel engines.Steamboat Willeyhttp://www.blogger.com/profile/01135070758402165791noreply@blogger.com0tag:blogger.com,1999:blog-7775451322326817453.post-87150903952855535132018-05-19T07:00:00.001-07:002018-05-19T07:00:24.310-07:00It's time to give up on franchising.Once again, the East Coast Main Line franchise has failed leading the government to take back the route and hand it to to a nationalised "operator of last resort". Last time it was National Express East Coast who couldn't afford the premium payments they had agreed to. This time it's Virgin Trains East Coast. Exactly the same problem, exactly the same result.This time, instead of branding the line "East Coast", the nationalised franchise will be called "LNER", to perhaps evoke the good old days of the pre-nationalised operator. Back then of course, LNER owned all the track, designed, built and ran all their own trains without the government specifying their services. Franchising is a different kettle of fish. Tracks are owned by public sector Network Rail, trains are leased from ROSCOs, and the new IEP trains that will replace BR-era rolling stock on the route is being specified by the Department for Transport. The franchisee is merely there to sell tickets and provide customer service. Which makes privatisation a joke. In any other business (including on the railways before 1948), a private company raises capital and invests it in making and/or selling goods/services. They have total freedom to specify the design of their product, the level of service they provide and the price they can charge. On the railways, the franchisee bids to run a service. They tell the government how much they will pay back to the treasury (or how little subsidy they want in the case of loss-making services) and the DfT picks the highest bidder. Services are tightly specified by the government, taking all decision making out of the hands of the franchisee. The flaw is, if the company overbids (as was the case on the East Coast route) they can run out of money and then have to pull out leaving the government to pick up the pieces. The trains must still run even if the franchise fails. All for the illusion of private enterprise. It's a farce. It would be far simpler to go back to British Rail. Have the whole network run by the public sector. Profits go back into the railways instead of the pockets of private shareholders. The service remains the same. The need for re-branding every few years is eliminated. The need for rewriting contracts every few years is eliminated. Money is saved by getting rid of a pointless and expensive bidding process. The taxpayer wins, railway employees win, passengers win.Steamboat Willeyhttp://www.blogger.com/profile/01135070758402165791noreply@blogger.com0tag:blogger.com,1999:blog-7775451322326817453.post-56736257247397962542017-11-22T07:29:00.000-08:002017-11-23T03:41:53.430-08:00Why that Scotrail Alliance soundbite is wrong on so many levels.<span style="background-color: #fce5cd; font-family: "arial" , "helvetica" , sans-serif;"><a href="https://www.falkirkherald.co.uk/news/rail-trial-heralds-best-railway-scotland-has-ever-had-1-4592906" target="_blank">“We are building the best railway that Scotland has ever had”, said ScotRail Alliance Programmes and Transformation Director Ian McConnell </a><span style="font-family: "source" serif "pro" , serif;">as testing of new Class 385s on the newly electrified Edinburgh to Glasgow route last month. It's a bold claim, but is it true? Well that depends on your definition of "best". How do you define "best? And i</span>f we are to call this route "the best Scotland has ever had", how does it compare to every other railway Scotland has ever had?</span><br />
<span style="font-family: "source" serif "pro" , serif;"><span style="background-color: #fce5cd; font-family: "arial" , "helvetica" , sans-serif;">Does it have the best scenery? No. The Falkirk High route isn't exactly pretty, running through the industrialised central belt, so if scenery is your thing, no it's not the best railway in Scotland. Not even close. The West Highland extension trumps it by miles. </span></span><br />
<span style="font-family: "source" serif "pro" , serif;"><span style="background-color: #fce5cd; font-family: "arial" , "helvetica" , sans-serif;">Does it have the best trains? No. The Buchanan Street to Aberdeen "3 hour expresses" of the 1960s ran with ex-LNER A4 pacifics. Ex-GWR High Speed Trains will be introduced on the modern equivalent service from Queen Street when displaced by IEPs down south. The Caledonian Sleeper and Virgin East Coast High Speed Trains are all more comfortable than anything currently in use by Scotrail. Virgin West Coast run Pendolinos from Glasgow to Carlisle via Motherwell and Lockerbie. Need I go on?</span></span><br />
<span style="font-family: "source" serif "pro" , serif;"><span style="background-color: #fce5cd; font-family: "arial" , "helvetica" , sans-serif;">Does it have the best catering? Again, no. Just a tea trolley.</span></span><br />
<span style="font-family: "source" serif "pro" , serif;"><span style="background-color: #fce5cd; font-family: "arial" , "helvetica" , sans-serif;">Does it have the <i>fastest</i> trains? No. The East and West Coast Main lines heading south are faster.</span></span><br />
<span style="font-family: "source" serif "pro" , serif;"><span style="background-color: #fce5cd; font-family: "arial" , "helvetica" , sans-serif;">Does it have the <i>most frequent</i> trains? No. Glasgow suburban services are more frequent.</span></span><br />
<span style="font-family: "source" serif "pro" , serif;"><span style="background-color: #fce5cd; font-family: "arial" , "helvetica" , sans-serif;">Does it have the <i>best looking</i> trains? No. they're hideous, but at least they aren't as ugly as class 380s.</span></span><br />
<span style="background-color: #fce5cd; font-family: "arial" , "helvetica" , sans-serif;">Yes, the modernisation will mean trains are greener, faster and more frequent than ever on Scotrail's flagship route, but having seen the mock-up class 385 interior on display, they certainly won't be as comfortable as the trains they are replacing, and even they aren't as quiet or as comfortable as the push-pull Mk 3 sets that ran on this route back in the '80s. The improvements therefore make the E&G line better in some areas, but not the best.</span>Steamboat Willeyhttp://www.blogger.com/profile/01135070758402165791noreply@blogger.com0tag:blogger.com,1999:blog-7775451322326817453.post-23044749909188367992017-09-05T06:53:00.001-07:002017-09-05T06:53:24.299-07:00Power gives way to sailFor many centuries, man sailed the ocean by wind power alone. Then along came steam and diesel power, with bigger, steel-hulled ships that allowed people and goods to be moved faster and in greater quantities than ever before. However, environmental concerns over burning fossil fuels have recently put pressure on the shipping industry to cut fossil fuel consumption. While bigger container and cruise ships allow economy of scale, these ships are still heavy polluters and now a few companies are attempting to bring back sail power.<br />
<a href="http://starclippers.co.uk/" target="_blank">Star Clippers</a> are a long-established cruise company who operate some of the largest sailing ships afloat today. Their cruises are marketed towards those who want to experience the "romance of sail", but with all modern conveniences. <a href="https://www.windstarcruises.com/" target="_blank">Windstar Cruises</a> ships are far more modern looking but cater to a similar market. Much smaller startup <a href="https://www.voyagevert.org/" target="_blank">Voyage Vert</a> are most definitely aimed at the ethical traveller. They are refitting a former ocean racing yacht as a cruise ship with the emphasis on low passenger numbers, and "hands-on" involvement where Windstar ships are more like full-size cruise ships with sails.<br />
Moving cargo as well as people is the aim of the <a href="http://fairtransport.eu/ships/sail-cargo-alliance/" target="_blank">Sail Cargo Alliance</a>, an association of four ships: Tres Hombres, Nordlys, Avontuur and Grayhound. These traditional sailing vessels move small quantities of high-value cargo, such as rum and wine, while also offering passengers a "hands-on" sailing experience. Another, similar venture, with a new-build ship is the Ceiba, being built by Costa Rica-based<a href="http://www.sailcargo.org/" target="_blank"> Sailcargo inc.</a> This ship, built on traditional lines, will carry cargo up and down the pacific coast of the Americas. A much bigger and more modern cargo ship is proposed by <a href="http://www.neoline.eu/neoline_en.php" target="_blank">Neoline</a>. This hi-tech ro-ro cargo ship is similar in style to the Windstar cruise ships and, in the author's opinion, represents the way ahead for commercial sailing ship design, which will deliver goods economically and in quantities to satisfy the demands of the modern economy.Steamboat Willeyhttp://www.blogger.com/profile/01135070758402165791noreply@blogger.com0tag:blogger.com,1999:blog-7775451322326817453.post-68540005849816965972017-08-23T04:45:00.000-07:002017-08-23T04:45:11.294-07:00Blurred tramlinesConventional wisdom is that trams are those bus-like things that run on rails in the street and trains are those long things that run on grade-separated tracks to big stations, and never the twain shall meet. However, the new <a href="https://www.gov.uk/government/news/milestone-for-northern-powerhouse-as-uks-first-tram-train-unveiled-in-sheffield" target="_blank">Sheffield to Rotherham tram-train</a> is rubbing away at that distinction. Based on an idea pioneered in <a href="http://humantransit.org/2009/10/karlsruhe-the-tramtrains.html" target="_blank">Karlsruhe</a>, Germany, the tram-train runs on conventional tramlines in the city centre, then transferring seamlessly to heavy rail lines to go further afield. It's not the first time trams and trains have shared tracks in the UK. Prior to 1967, freight destined for Fairfield's shipyard in Goven used the tracks of Glasgow corporation tramway to access the shipyard. However, there are technical barriers to allowing tramcars onto the railway. Vehicles need to meet crashworthiness standards and be compatible with signalling on the "main line". Another issue is power supply. A tram-train is proposed to connect to <a href="http://www.bbc.co.uk/news/uk-scotland-glasgow-west-38089038" target="_blank">Glasgow Airport</a>, but the main line between Glasgow and Paisley is electrified to 25kv AC, while street running trams are limited to 750v DC power, meaning tramcars would need dual-voltage electrical systems. Another potential tram-train route is in <a href="http://www.edinburghnews.scotsman.com/news/transport/tram-trains-for-edinburgh-s-south-suburban-line-backed-by-rail-chief-1-4056902" target="_blank">Edinburgh</a>, where re-opening of the south suburban line is currently blocked by congestion at Edinburgh Waverley station, but a tram-train could bypass the station by transferring onto the Edinburgh tram lines.<br />
In British railway history, there have been a few lines that have blurred the distinction between tramways and railways, such as the <a href="https://mumblesrailway.wordpress.com/the-railway/a-brief-history-of-the-railway-2/" target="_blank">Swansea and Mumbles railway</a> in Wales. Now a new generation of tram-trains is set to continue breaking boundaries.Steamboat Willeyhttp://www.blogger.com/profile/01135070758402165791noreply@blogger.com0tag:blogger.com,1999:blog-7775451322326817453.post-34631943076831897772017-08-16T08:48:00.000-07:002017-08-16T08:48:00.439-07:00Oban passengers want trains, not buses.Back in 2015, I was returning home from the Skerryvore Decade festival in Oban by train. Attempting to board the train at Oban, I was lucky that I had pre-booked tickets because the train was full, and rather than adding additional coaches to the train, Scotrail had provided a replacement bus service for walk-up passengers. This would seem rather unfair to people who, having paid for a train, were given a bus instead. Having witnessed this, I feel some sympathy for anyone taking the Caledonian Sleeper to Crianlarich with the intention of travelling to Oban. The first train to Oban in the morning leaves Crianlarich at 0718, to arrive in Oban at 0835. The Caledonian Sleeper from London to Fort William stops at Crianlarich at 0745, just missing the Scotrail train. the next train to Oban isn't until 1015, so to ensure that their passengers aren't left waiting in Crianlarich for two and a half hours, those nice people at Serco have <a href="https://www.sleeper.scot/news/262-caledonian-sleeper-introduces-oban-connection" target="_blank">laid on a bus</a> to get their passengers to Oban. Now if I was a train passenger, I would be rather miffed at being shoved onto a bus when there is a perfectly good railway there. This sort of thing would probably be avoided if the sleeper was still part of the Scotrail franchise, or if the whole lot was nationalised, but now the two trains are operated by separate companies, who have no obligation to connect to each other's services. Hopefully, with the electrification of the Shotts line coming next year, more class 156s will be released to increase frequency on the rural routes, such as Oban, Stranraer and Dumfries. There are also suggestions that Caledonian Sleeper could start providing a direct portion to Oban themselves. <a href="http://www.scotsman.com/news/transport/caledonian-sleeper-trains-to-trial-oban-service-1-3971321" target="_blank">A direct Oban sleeper was trialled in February last year</a> when the route to Fort William was closed for engineering work. Steamboat Willeyhttp://www.blogger.com/profile/01135070758402165791noreply@blogger.com0tag:blogger.com,1999:blog-7775451322326817453.post-47150721219968281662017-08-02T06:06:00.000-07:002017-08-02T06:06:27.191-07:00Easy alternative to GARL<div style="background-color: white; font-family: Calibri, Helvetica, sans-serif, serif, EmojiFont; font-size: 16px;">
Discussing the Glasgow Airport Rail Link on Facebook recently, someone suggested that the route of the old Paisley and Renfrew Railway could be used. (<a class="x_OWAAutoLink" href="https://www.railscot.co.uk/Paisley_and_Renfrew_Railway/index.php" id="LPlnk412117" rel="noopener noreferrer" target="_blank">https://www.railscot.co.uk/Paisley_and_Renfrew_Railway/index.php</a>) This would be far easier to build than the original design incorporating an expensive viaduct over the M8. A smaller bridge over the white cart water would be needed and possible relocation of the sewage farm and/or some of the buildings on the airport side of the river (depending on how the line was routed). The disadvantage of this route would be the lack of interchange at Paisley Gilmour Street (passengers from Ayrshire and the west would have to change at Hillington West).</div>
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www.railscot.co.uk</div>
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Paisley and Renfrew Railway This line is closed. Some of its course is now a footpath and some is a roadway through the Babcocks works.</div>
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I was then informed that this route was put forward, only to be rejected by the council (was the lack of interchange at Gilmour Street the reason?)</div>
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How open are the council, government and airport to using this route for a heavy rail line? Could this be pushed as an alternative to the proposed "tram-trains"? </div>
Steamboat Willeyhttp://www.blogger.com/profile/01135070758402165791noreply@blogger.com0tag:blogger.com,1999:blog-7775451322326817453.post-16856192905791240932017-07-26T06:26:00.001-07:002017-07-26T06:26:38.164-07:00Cars to switch to electricity while diesel trains chug on.Two announcements from the government this week show remarkably disjointed thinking on switching from diesel to electric power on the roads and railways. Firstly came the announcement that several <a href="https://www.ft.com/content/cf3d279e-6d5e-11e7-b9c7-15af748b60d0" target="_blank">railway electrification schemes have been delayed</a> (<a href="http://steamboatwilley.blogspot.co.uk/2015/07/whither-northern-powerhouse.html">yet again</a>) due to spiralling costs.<br />
In other news the government has also committed itself to<a href="http://www.telegraph.co.uk/news/2017/07/25/new-diesel-petrol-cars-banned-uk-roads-2040-government-unveils/" target="_blank"> ending the sale of internal combustion cars by 2040</a>.<br />
The cynical way of putting this is that the government is happy with switching from diesel to electric power so long as they are not the ones that have to pay for it. The cost of switching to electric cars will largely be borne by car manufacturers and their customers. In fact car makers such as Volvo are already switching to electric power without politicians insisting, so the government's "commitment" will basically involve zero effort from them other than providing charging points up and down the country. Meanwhile wiring up hundreds of miles of railway will cost large sums of money that inevitably must be paid for by taxpayers. It's time for the government to put their (our) money where their mouth is by committing to wiring up more of the country's railways. Michael Gove is absolutely right when he says that we have to deal with air pollution, but there is a difference between soundbite announcements about something that will happen anyway without your intervention and actually rolling up your sleeves and making things happen.Steamboat Willeyhttp://www.blogger.com/profile/01135070758402165791noreply@blogger.com0tag:blogger.com,1999:blog-7775451322326817453.post-56685427705994725512017-06-03T16:07:00.000-07:002017-06-03T16:07:14.415-07:00Buses need to be more user-friendly.I have something of a love-hate relationship with buses. I love buses, the actual vehicles themselves, but travelling on them can be quite stressful at times, especially in an unfamiliar area. There are several factors that contribute to this:<br />
<br />
<ul>
<li>No or poor route maps. Train and metro networks are usually well-mapped and journeys are easy to plan. Bus routes often aren't.</li>
<li>Some buses give change, but many don't. If you don't know what the price of a bus journey is going to be, you may not have the right fare to hand.</li>
<li>Confusing ticket types. Some companies sell return tickets, some do not and in some cases a day ticket can be cheaper than a return so you may not be getting the best deal if you are unfamiliar with the fare structure.</li>
<li>You need to know when your stop is coming up to let the driver know to stop. If you're new to an area, you may not know where you need to get off. Train station stops are often announced and trains stop without the need to ask the driver.</li>
<li>Surly drivers. If there's one thing guaranteed to put people off the bus, it's poor customer service.</li>
</ul>
Bus companies need to up their game to make it easier to travel by bus. Attracting more customers to public transport is important if congestion and pollution are to be reduced.Steamboat Willeyhttp://www.blogger.com/profile/01135070758402165791noreply@blogger.com0tag:blogger.com,1999:blog-7775451322326817453.post-70988603700463838272017-05-04T06:44:00.001-07:002017-05-04T06:44:45.546-07:00Council elections are a chance to stop the NIMBYs.The<a href="http://www.mossendrailfreight.com/" target="_blank"> Mossend International Railfreight Park</a> is a controversial development at the well-established Mossend freight terminal near Bellshill. The development is said by local residents, including Labour councillors, to impinge on greenbelt land. The council has <a href="http://www.motherwelltimes.co.uk/news/mossend-railfreight-plan-is-shunted-off-track-1-3551096" target="_blank">objected to the scheme</a>, which is backed by the Scottish government at Holyrood. Today's council elections might be a game-changer, however. It all depends whether Labour retain the council, or will they be replaced by the SNP, who are more likely to listen to their masters in Edinburgh.Steamboat Willeyhttp://www.blogger.com/profile/01135070758402165791noreply@blogger.com0