A passionate supporter of HS2 in Derby... Sir David Higgins no doubt approves...and says it (HS2) will benefit the Midlands..
On another regional note, disappointment over apparent delays on the Liverpool - Manchester electrification....Although the Manchester Metro extension is finished a year ahead of schedule...
Network Rail is embarking on major improvement to a bridge in York.....
Christian Wolmar reflects on the slow progress of high speed rail lines..
And don't miss out on the special offer from Steam Tube's main sponsor "Peter's Railway"!!!!!!
Click on the links......NOW!
Headlines
UK
CASE FOR HS2: Derby-based rail executive Richard Brown is a passionate supporter.(Derby Telegraph)
Rail boost for North 'will benefit this region' (Birmingham Post)
Sir David Higgins, chairman of the planned new high speed rail line, said the new network would help the rest of the country achieve economic success
Train passengers should take time out to think of the less able.(The Bolton News)
Arriva Trains Wales apologises for carriage shortage.(BBC News)
Rail bosses ‘deeply disappointed’ over further delays to electrification of the Liverpool to Manchester line.(Manchester Evening News)
Manchester Metrolink line opens more than a year ahead of schedule.(The Guardian)
Courtesy: pteg - the voice of urban transport.
Network Rail Press Release.
Major refurbishment to key York rail bridge gets underway
The most significant work to the Scarborough rail bridge in York for 140 years will start in November.
The £6m investment is the most significant since the bridge was built in 1875 and, once complete, will mean that the bridge is fit for another 120 years’ service. Work will involve replacing bridge decks, track and installing a new walkway to improve safety for railway workers.
The site compound will be set up in Marygate car park from November. The project is due to complete in March 2015.
Phil Verster, Route Managing Director for Network Rail, said: “The Scarborough Bridge has given good service for 140 years but is now due refurbishment. Once these improvements are complete, many parts of the bridge will not need any further work for decades. We will have people working on site every day to get this work finished.
“This is complex project as the bridge spans the River Ouse and is in the middle of a residential area with narrow streets as well as being close to several important rail lines. We have worked very closely with the City of York Council and First TransPennine Express to minimise the impact of the work on both local residents and the travelling public. I thank them for their patience while we undertake these essential works.”
When the bridge’s decks are replaced in February 2015, trains will not be able to run over the bridge. The new decks will be installed from Marygate car park using a large crawler crane.
This is being carefully managed between Network Rail and First TransPennine Express, and buses will replace trains between York and Scarborough from 14 to 22 February 2015; during the school half-term holidays. More detailed information will be issued over the coming weeks.
Anna-Jane Hunter, from First TransPennine Express, said: “We are working with Network Rail to minimise the disruption caused by the improvement works and put in place the best possible journey options for customers.
"Express coaches will replace rail services between York and Scarborough and we will shortly be issuing updated timetables and customer information posters.
"We would advise customers to check before they travel and allow extra time to complete their journey. Full details of the improvements works and alternative arrangements will be available from National Rail Enquiries."
As part of the work, it will be necessary to remove some trees and vegetation from the railway embankment immediately north east of the bridge, but these will be replaced with a replanting scheme after the work finishes in the spring of 2015. A full ecological study has been carried out.
Network Rail has planned this work closely with the Canal and Rivers Trust, Natural England and Environment Agency, securing the necessary permissions. This is because the River Ouse will need to be closed to river traffic for certain times while the works are undertaken.
The footpath under the bridge and footbridge which is attached to the rail bridge will need to be closed at various times next February for safety purposes. This will be kept to a minimum.
Network Rail’s 24-hour, helpline is available for anyone to report any issues with the rail infrastructures on 08457 11 41 41
08457 11 41 41.
Scarborough bridge was originally built in 1845, and was rebuilt in 1875
The work will mean that the bridge is capable of carrying heavy steam services, such as the Flying Scotsman
Half term is quietest period for FTPE which is why the removal and replacement of the deck has been scheduled for then
The site compound will be set up in Marygate car park from November. The project is due to complete in March 2015.
Phil Verster, Route Managing Director for Network Rail, said: “The Scarborough Bridge has given good service for 140 years but is now due refurbishment. Once these improvements are complete, many parts of the bridge will not need any further work for decades. We will have people working on site every day to get this work finished.
“This is complex project as the bridge spans the River Ouse and is in the middle of a residential area with narrow streets as well as being close to several important rail lines. We have worked very closely with the City of York Council and First TransPennine Express to minimise the impact of the work on both local residents and the travelling public. I thank them for their patience while we undertake these essential works.”
When the bridge’s decks are replaced in February 2015, trains will not be able to run over the bridge. The new decks will be installed from Marygate car park using a large crawler crane.
This is being carefully managed between Network Rail and First TransPennine Express, and buses will replace trains between York and Scarborough from 14 to 22 February 2015; during the school half-term holidays. More detailed information will be issued over the coming weeks.
Anna-Jane Hunter, from First TransPennine Express, said: “We are working with Network Rail to minimise the disruption caused by the improvement works and put in place the best possible journey options for customers.
"Express coaches will replace rail services between York and Scarborough and we will shortly be issuing updated timetables and customer information posters.
"We would advise customers to check before they travel and allow extra time to complete their journey. Full details of the improvements works and alternative arrangements will be available from National Rail Enquiries."
As part of the work, it will be necessary to remove some trees and vegetation from the railway embankment immediately north east of the bridge, but these will be replaced with a replanting scheme after the work finishes in the spring of 2015. A full ecological study has been carried out.
Network Rail has planned this work closely with the Canal and Rivers Trust, Natural England and Environment Agency, securing the necessary permissions. This is because the River Ouse will need to be closed to river traffic for certain times while the works are undertaken.
The footpath under the bridge and footbridge which is attached to the rail bridge will need to be closed at various times next February for safety purposes. This will be kept to a minimum.
Network Rail’s 24-hour, helpline is available for anyone to report any issues with the rail infrastructures on 08457 11 41 41
Notes:
Scarborough bridge was originally built in 1845, and was rebuilt in 1875
This is the first reconstruction of Scarborough Bridge for more than 140 years. The bridge is life-expired and needs to be replaced.
Once completed the bridge deck:
- Won’t have to be replaced for 120 years
- Won’t need painting for 25 years
- Will have improved track drainage
- Will have a safe walking route for our engineers to use
The work will mean that the bridge is capable of carrying heavy steam services, such as the Flying Scotsman
Half term is quietest period for FTPE which is why the removal and replacement of the deck has been scheduled for then
Network Rail Photograph
Paddington Bear trail around London.(BBC News)
International
CER - The Voice of European Railways
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On 1 November, the Juncker Commission officially took office. The Community of European Railway and Infrastructure Companies (CER) is looking forward to working with the newly elected decision makers, in particular Violeta Bulc, European Commissioner responsible for Transport, Maroš Šefčovič, European Commission Vice-President responsible for Energy Union, as well as Jyrki Katainen, Vice-President for Jobs, Growth, Investment and Competitiveness.
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Transport, energy, and climate policies play a crucial role in strengthening Europe’s economic security, its economic competitiveness, and its ability to pursue a robust external policy. Rail, as a low-oil, low-carbon transport mode, should constitute the backbone of a new-generation transport system and facilitating its growth will deliver a positive impact on growth and employment.
In its sector vision, CER suggests a three-pronged approach in order to reach this potential: One, stabilise the legislative framework for the railway market. Two, pursue a pro-growth agenda for the railway sector. Three, develop a new inter-modal strategy for transport.
CER Executive Director Libor Lochman said: “I look forward to working closely with Ms Bulc, Mr Šefčovič and Mr Katainen in view of establishing the best conditions for a strong European transport sector with the railway sector as the backbone of the EU transport logistics chain”.
He added: “We heard a clear commitment from the Commissioners in their hearings to devoting attention to fair intermodal legislation and to giving renewed attention to climate matters. CER will do its best to support the Commissioners’ agendas and to keep these issues at the centre of the political debate”.
CER’s key documents relating to its sector vision and recommended policy priorities for EU institutions for the 2014-2019 mandate are available on the CER website.
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SR to review Nilgiri Railway safety.(The Hindu)
Ireland
Great British Railway Journeys: Goes to Ireland - Bray to Dublin(BBC)
Series 3 Episode 21 of 25
Michael Portillo takes to the tracks with a copy of George Bradshaw's Victorian Railway Guidebook. Portillo travels the length and breadth of the country to see how the railways changed us, and what of Bradshaw's Britain remains.
Courtesy: (C) Boundless Productions
Courtesy: (C) Boundless Productions
He crosses the Irish Sea to discover the rich railway history of both the Republic of Ireland and Northern Ireland, following the unfurling 19th century expansion of the tracks from Dublin to Londonderry.
Michael observes the amazing engineering feat involved in building the railway along Dublin's treacherous East coast, explores 19th century crime and punishment in a Victorian jail, and finds out how the lions of Dublin Zoo changed the fortunes of the railways.
Korea
BTK railway and Eurasia Initiative.(The Korea Times)
Baku-Tbilisi-Kars railway.is an initiative to directly connect Turkey, Georgia and Azerbaijan. It is expected that this railway will promote trade in the Caucasus region and between Asia and Europe ... redeveloping the historical Great Silk Road.
Sri Lanka
Railways Dept says more trains will ply from Colombo to Jaffna.(Newsfirst)
USA
Freight car backlog nears 125,000(Railway Age)
www.progressiverailroading.com
RailTrends 2014 preview (by Tony Hatch)
Other Railway Press
www.railway-technology.com
Track laying works in Gotthard Base Tunnel completed
AlpTransit Gotthard has completed the track laying work on the 57km-long Gotthard Base Tunnel, which is said to be the world's longest railway tunnel.
Adani selects Parsons Brinckerhoff as PMC for North Galilee Basin Rail project
Engineering and design firm Parsons Brinckerhoff has been selected by India-based Adani Mining as the project management consultant (PMC) for its Carmichael coal, port and rail project in the Galilee Basin in western Queensland, Australia.
Florida East Coast Railway receives new locomotives from GE
GE Transportation (GE) has delivered the first of 24 new Tier 3 locomotives to Florida East Coast Railway (FECR) for operations on its 351-mile mainline route between Jacksonville, and Miami, Florida, US.
Keymile to create mission-critical communications network for French LGV BPL line
Telecommunications solutions provider Keymile has received a contract from France-based EIFFAGE Group to develop the mission-critical communications network for the French high-speed LGV BPL railway line from Le Mans to Rennes.
Christian Wolmar
The slow progress of high speed trains
The opening of the first high speed line, the Japanese Shinkansen, ushered in a new era of rail travel but it took a surprisingly long time for the concept to spread. Indeed, fifty years later, there are still barely a dozen countries in the world that boast trains which can be described as high speed and while there are lots of schemes in the offing, the huge cost and long lead times are proving a barrier for their rapid spread.
The definition of high speed train services is, loosely, lines on which passenger trains run at a top speed of at least 250 km per hour (155 mph) and on dedicated tracks. The high speed network, therefore, is the motorway system of the railways with fast services, limited stops and uninterrupted tracks. The aim behind the Japanese system, as implied by its name (Shinkansen means literally ‘new trunk line’), was not so much high speed as extra capacity and in a way the reduced journey times were an added bonus rather than the raison d’être of the scheme.
The building of the inaugural 300 mile long Shinkansen between Tokyo and Osaka was stimulated by the hosting of the Olympics in Tokyo in 1964 but actually had long been mooted. Construction had even been started in the 1930s and then was abandoned at the outset of World War Two. The impetus was the severe overcrowding on the old route which, despite electrification and modern signalling, could not take any more trains. That indeed is a common misconception behind high speed trains. Their genesis has often been in the recognition of the need for extra capacity and then the logic of high speed becomes obvious: if a new line is being built, it might as well be high speed, taking fast passenger trains and leaving the local and freight services to the old line.
Japan has a topography and demography that are particularly suited to high speed rail services. The bulk of the population is concentrated in large cities along the coast of Honshū, a very favourable distribution for intense railway operations. The line was both a technical and commercial success but subsequent attempts to build other lines resulted in opposition from local residents and consequently there were delays to the opening of subsequent lines, though Japan can now boast 1665 miles of high speed line.
The particular advantages which Japan enjoyed in relation to the introduction of high speed rail may explain why other countries, with a different population distribution, took so long to follow the example. Certainly the technology was available and it was in France, which had taken the lead in terms of electrification technology, that the idea first took root in Europe.
As with virtually all high speed lines, the TGV was a political project as much as a technical or transport one. What better opportunity to show off both French technology developed jointly by the French railway company SNCF and the nation’s industrial giant Alsthom (now Alstom). As in Japan, the line linked two populous cities and was intended to boost capacity as the old line between Paris and Lyon, which had sections where the two tracks could only be extended to four at great cost, was full. France became the second country in the world to have a high speed line when the Sud Est line opened in 1983, almost three decades after the Japanese.
Given the cost and the need to override objections, which perhaps are rooted in antagonism to a technology that is seen as old-fashioned and inappropriate in this Age of Individualism since it involves collective travel, high speed rail projects often face a bumpy ride in gaining acceptance. Governments have to be confident or arrogant enough to push them through. They are the ultimate grands projets seen as emblematic and modernising. Consequently there is a tendency for governments to announce schemes before any realistic assessment of their viability has been undertaken.
It is no accident that China, now by far the the world leader in terms of mileage, does not need a democratic mandate to push through schemes. In democratic US, by contrast, where there is historic hostility to rail, high speed rail projects are either mired in controversy over cost and environmental effects such as in California or have been shelved or delayed with some states such as Wisconsin even turning down federal money to pay for projects.
The most interesting case is Spain, now Europe’s leader in terms of mileage, where sustained support from the two main political parties has resulted in a policy of trying to ensure every significant town in the country is no more than 50kms from a high speed line station. Other countries are joining the party such as Poland, Russia and Saudi Arabia while in the UK the proposal for a second high speed line, to add to the meagre 67 mile link between St Pancras and the Channel Tunnel, has faced considerable opposition though it has cross party support. The advent of high speed lines has been successful in several counties such as Japan and France but elsewhere such as Taiwan and South Korea, passenger numbers have not matched expectations. The case for high speed projects can, therefore, at times be uncertain and it will be politics, rather than sober assessments of its worth, that will determine its rate of growth over the next 50 years.
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A message from Peter's Railway.....The definition of high speed train services is, loosely, lines on which passenger trains run at a top speed of at least 250 km per hour (155 mph) and on dedicated tracks. The high speed network, therefore, is the motorway system of the railways with fast services, limited stops and uninterrupted tracks. The aim behind the Japanese system, as implied by its name (Shinkansen means literally ‘new trunk line’), was not so much high speed as extra capacity and in a way the reduced journey times were an added bonus rather than the raison d’être of the scheme.
The building of the inaugural 300 mile long Shinkansen between Tokyo and Osaka was stimulated by the hosting of the Olympics in Tokyo in 1964 but actually had long been mooted. Construction had even been started in the 1930s and then was abandoned at the outset of World War Two. The impetus was the severe overcrowding on the old route which, despite electrification and modern signalling, could not take any more trains. That indeed is a common misconception behind high speed trains. Their genesis has often been in the recognition of the need for extra capacity and then the logic of high speed becomes obvious: if a new line is being built, it might as well be high speed, taking fast passenger trains and leaving the local and freight services to the old line.
Japan has a topography and demography that are particularly suited to high speed rail services. The bulk of the population is concentrated in large cities along the coast of Honshū, a very favourable distribution for intense railway operations. The line was both a technical and commercial success but subsequent attempts to build other lines resulted in opposition from local residents and consequently there were delays to the opening of subsequent lines, though Japan can now boast 1665 miles of high speed line.
The particular advantages which Japan enjoyed in relation to the introduction of high speed rail may explain why other countries, with a different population distribution, took so long to follow the example. Certainly the technology was available and it was in France, which had taken the lead in terms of electrification technology, that the idea first took root in Europe.
As with virtually all high speed lines, the TGV was a political project as much as a technical or transport one. What better opportunity to show off both French technology developed jointly by the French railway company SNCF and the nation’s industrial giant Alsthom (now Alstom). As in Japan, the line linked two populous cities and was intended to boost capacity as the old line between Paris and Lyon, which had sections where the two tracks could only be extended to four at great cost, was full. France became the second country in the world to have a high speed line when the Sud Est line opened in 1983, almost three decades after the Japanese.
Given the cost and the need to override objections, which perhaps are rooted in antagonism to a technology that is seen as old-fashioned and inappropriate in this Age of Individualism since it involves collective travel, high speed rail projects often face a bumpy ride in gaining acceptance. Governments have to be confident or arrogant enough to push them through. They are the ultimate grands projets seen as emblematic and modernising. Consequently there is a tendency for governments to announce schemes before any realistic assessment of their viability has been undertaken.
It is no accident that China, now by far the the world leader in terms of mileage, does not need a democratic mandate to push through schemes. In democratic US, by contrast, where there is historic hostility to rail, high speed rail projects are either mired in controversy over cost and environmental effects such as in California or have been shelved or delayed with some states such as Wisconsin even turning down federal money to pay for projects.
The most interesting case is Spain, now Europe’s leader in terms of mileage, where sustained support from the two main political parties has resulted in a policy of trying to ensure every significant town in the country is no more than 50kms from a high speed line station. Other countries are joining the party such as Poland, Russia and Saudi Arabia while in the UK the proposal for a second high speed line, to add to the meagre 67 mile link between St Pancras and the Channel Tunnel, has faced considerable opposition though it has cross party support. The advent of high speed lines has been successful in several counties such as Japan and France but elsewhere such as Taiwan and South Korea, passenger numbers have not matched expectations. The case for high speed projects can, therefore, at times be uncertain and it will be politics, rather than sober assessments of its worth, that will determine its rate of growth over the next 50 years.
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| Dear Friends, Another year has nearly gone and Peter’s Railway has been as busy as ever - a new book, another Treasure Hunt and lots of visits to heritage railways and schools. We have hopefully continued to inspire our youngsters to read and learn more about life on the railways, science and engineering. To encourage more children to discover the wonders of Peter’s Railway we have a Special Christmas Offer – Peter’s Railway Book 1 – Half Price + Free Delivery!!! If you have not seen the hardback books before, this is a great opportunity to read the first book in the series. Why not introduce a friend to Peter's Railway with this offer?! |
Half Price Book 1 & Free Delivery ! Love trains? Learn More with Peter’s Railway!
Through great story telling and special technical pages, learn how railways are built, how a steam train works and lots of other fascinating facts.
The Peter’s Railway hardback books clearly explain basic technical information for the inquisitive reader.
If you would like more information or to order your half-price copy of Book 1, you will find it here. (Don't forget to ask Chris to sign & dedicate it for you...) Happy Reading!
Best wishes
Chris
Please note: This offer is not available from within our main website. Please click a link in this email to take advantage of the offer.
For information about our other books, please visit our websiteA technical page from Book 1 Update on Chris's 2014 schedule
It would be great to see some of you at an event!
Warley National Model Railway Exhibition NEC Birmingham 22nd & 23rd November
A great day out for all the family come, join in the fun. Model Engineer Exhibition at Sandown Park London 12th, 13th 14th December If you like model engines, this show is a must!! Chris will be there with Bongo |
PS The free E-Book has been downloaded thousands of times now. If you haven't got it yet, the link is www.petersrailway.com/
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Issue #5 of Eurotransport is now available
Just some of the features in this issue include:
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