The following landed in the webmaster's inbox recently, which he thinks may have been culled from "The Observer" but is reproduced herewith anyway. If it was and they threaten to sue he will offer humblest apologies and remove it from the site forthwith. We would not, however entirely recommend going from Paddington to Penzance via Bristol Temple Meads (see below) as this sort of Great Way Round excursion was consigned to history something like a hundred years ago....the route via the Berks and Hants line and Westbury proving much quicker once the Great Western had gotten around to building it.
A recent survey by "Which?" found that customers in railway station ticket
offices, and those calling the National Rail Enquiries line, were given the
cheapest ticket for their journey only half the time. This will come as
little surprise to many, since the complexity of the ticketing system causes
most rail consumer complaints. But if you know how to play the system, there
are various loopholes to be exploited.
Buy two singles
Cheap return tickets often sell out more quickly than two singles for the
same trip. So always make sure anyone selling you a ticket has checked this
option. The cheapest return from London to Edinburgh, travelling on trains
around 7.30am and bought three weeks in advance, cost £154, but the two
cheapest singles cost just £67 in total.
Split your journey
It seems sensible that buying a single ticket from Cardiff to Aberdeen, for
instance, should be cheaper than a single from Cardiff to Crewe, then Crewe
to Aberdeen. Not so. The cheapest 7.50am single from Cardiff to Aberdeen
came in at £123. A single from Cardiff to Crewe on the same train was £10
and a single from Crewe to Aberdeen £21.
Cut out peak time
The cheapest ticket from London to Penzance, travelling at 7.30am, cost £82.
But a ticket from London to Bristol Temple Meads, and another from Temple
Meads to Penzance - staying on the same train - cost just £55. That's
because the train companies charge more per mile for journeys beginning
before 9am than after 9am.
Travel short
This is the only tip that is in a legal grey area: it can actually be
cheaper to buy a ticket beyond the station you want to get off at. Station
staff may get a bit shirty about you leaving the train before you are meant
to and can officially demand the money you have saved but, in reality, they
are unlikely to bother. If I take the 1.30pm from London to
Berwick-upon-Tweed, I'll have to fork out £96.40. Next stop on the line is
Edinburgh - at £35.50 from London.
Check the websites - then ask a human
The National Rail Enquiries website, and
www.thetrainline.com, run by Virgin Trains, are convenient to use but it is
a good idea to then speak to a human being, who may come up with an
alternative route, or a nearby station which is cheaper to get to.
Use short-term promotions
Many companies offer promotional fares on specific routes. Go to the
National Rail website Promotions page, which lets
you search by region. This page also gives details of the Plusbus scheme.
Upgrade free to first class
Some train companies allow standard-class travellers to buy dinner in first
class. After you have eaten, they are unlikely to throw you out (especially
if you buy a few coffees).
There
is planned to be significant engineering work on the Cambrian Lines
this year.
The
reasons for this are:-
1) Planned
routine maintenance to track and civil engineering infrastructure
2) Installation
of a new electronic signalling system, called "ERTMS"
3) Upgrading
the railway infrastructure for the proposed hourly frequency
service.
At
times this may mean the complete closure of the railway West of
Shrewsbury. Try to avoid travelling when this happens as you will
probably have a protracted journey on a bus.
This
list is not necessarily exhaustive. Other work may be planned. There
is also work between Machynlleth and Talerdigg scheduled on a daily
basis between 16th May & 27th June. However
as this is due to take place at night, train services are not
expected to be disrupted.
Significant
closures (like the whole line or a substantial part of it) are
indicated in BOLD TYPE
below.
This Article is Quite Old. Why Is It Still Here?
Its clear that Arriva haven't really gotten themselves sorted out with regard to timekeeping on the Shrewsbury-Birmingham Section, with the result that Eastbound (Up) trains can still be turned around short of their destination at Wolverhampton. Moreover, information for passengers at the Birmingham end is not always what it might be with the result that people can still be faced with a 2 hour delay when the Aberystwyth service fails to materialise. We have been asked to keep this article on line because people have found the information helpful.
What is a Wolverhampton turnaround?
It is the practice of terminating a late running Arriva Trains Wales service from Aberystwyth to Birmingham New St at Wolverhampton. As the rolling stock that forms arrivals
from Aberystwyth are used to form the next service from Birmingham New St to
Aberystwyth, that service then starts from Wolverhampton, not Birmingham New St.
Why is it done?
Basically to reset the timetable between Aberystwyth and Birmingham. Once late,
services cannot make up time, but if they start from Wolverhampton rather than Birmingham New St the correct departure time can be achieved. Arriva Trains Wales claim that
the pain caused for the users of the affected services is outweighed by the fact that users
further west for the rest of the day get a reliable service, as a turnaround service from
Wolverhampton usually departs from there "on time" whereas it would be late if it had
gone into and back from Birmingham. It also helps massage Arriva's punctuality figures.
Who is affected?
As well as all travellers that use the Cambrian west of Shrewsbury, English users from
Shrewsbury, Wellington and Telford Central and those that change at Shrewsbury from
other services are. Travellers heading into Birmingham, as well as being late, have to
change trains at Wolverhampton and miss connections when they arrive at Birmingham
New St. Travellers heading away from Birmingham are often notified too late and on
reaching Wolverhampton on other operators services find the Arriva Trains Wales
service has already left there. For travellers west of Shrewsbury this can result in a two
hour delay.
Why does it happen so often?
Several factors have combined to undermine performance on the Aberystwyth to Birmingham route: some historic and some relatively new. Not all are attributable to Arriva
Trains Wales. It's the combination of these factors that's resulted in this practice
occurring more frequently.
Whats being done about it?
Despite being common for some time, Arriva Trains Wales have been constantly
"working with industry partners" to little effect. Measures attempted have not really
addressed the primary causes which are insufficient turnaround times at Birmingham
and Aberystwyth stations, poor maintenance of trains and lack of passing loops between
Shrewsbury and Aberystwyth.
How can passengers avoid being caught up in it?
This practice appears confined to Arriva Trains Wales services from/to Aberystwyth. If
at all possible users from other stations/routes should use other services between
Shrewsbury and Birmingham New St.
Travelling to Birmingham New St and beyond
There's really not a lot you can do apart from having a contingency plan if it happens.
The service between Wolverhampton and Birmingham New St is fortunately frequent, so
if your train is terminated then getting forward to Birmingham New St is a relatively
simple if inconvenient affair. Services on most routes beyond Birmingham have high
frequencies so catching a later train will usually be an option after a short wait. A
connections help desk is located at Birmingham New St near the main stairs to platforms
8/9.
Travelling from Birmingham New St and beyond
If at all possible plan to use Wolverhampton as your change point onto Aberystwyth
services, not Birmingham New St. Aberystwyth services depart at xx50 past the even
hours from there. You run the risk of struggling to get a seat if the service is operating as
it should, but if a turnaround is being done you will be at Wolverhampton anyway and not
have to fight your way through from Birmingham New St.
If joining at New St is unavoidable the best advice is turn up early. Aberystwyth trains go
at xx33 past the even hours; being at the station half an hour before should give you
plenty of time to assess the situation, and get to Wolverhampton in time if a turnaround
happens.
Remember to look at the Arrivals screens not the Departure screens. Those on the
platform only have room for so many entries: the larger screens by the station exit to the
new Bull Ring are larger and contain more information. Look for the incoming service
from Aberystwyth, generally due at xx18 past the even hours. If on time all is well but if
it shows as being delayed by more than 10 minutes then there's a good chance that it
could be terminated at Wolverhampton. Don't wait around for the announcements to be
made which are notorious for being slow to filter through. Get the next service to
Wolverhampton, the following will all get you to Wolverhampton in time:
xx13 Virgin Trains to Wolverhampton
xx18 Virgin Trains to Manchester
xx21 Central Trains to Liverpool
There is no problem using these services, providing your ticket is valid of course.
In conclusion.
Remember it is not doomed to happen! If you have access to the internet you can check
on the progress of Arriva Trains Wales services via their website:- www.arrivatrainswales.co.uk and be forearmed with information.
The advice is based on experience of SARPA members who regularly travel through
Birmingham New St. It is given in good faith in order to try and help fellow passengers.
It is not sanctioned by any railway company. SARPA will not accept any responsibility if
something happens to a passenger whilst following this advice.
Articles (4):- Transport Integration. A Dose of Common Sense.
Eddie Stobart, now known as the Stobart Group provides rail freight terminal services at its 175 acre Widnes site; the location has a substantial purpose-built railhead which offers the potential for significant development in the Group's rail freight activities. The site, which has full container handling facilities, has a capacity for 6,000 containers and comprises seven rail sidings with approx 3,500m of track. During the year ended February 2008, the site handled over 70,000 containers by rail. Moving this number of containers by rail instead of road between southern ports and northern England saves in the region of 20 million lorry miles each year and removes 30,000 tonnes of harmful carbon emissions.
The Group's port activities are centred on 'The Port of Weston' at Runcorn in the North West. The 44 acre site is in close proximity to the Group's Widnes rail terminal, potentially enabling sea-road-rail integration with the West Coast Mainline as well as the M62, M6 and M56 motorways and the Manchester Ship Canal. So, a bit of really sensible transport integration here. It would be nice to see it in the passenger sector!
Launched in 2006, a Stobart/Tesco freight train operates between Daventry and Grangemouth five days a week. The service was launched in partnership with Tesco and Direct Rail Services with the aim of delivering cost savings and major environmental benefits. The ground breaking project is equivalent to taking the entire Stobart fleet off the road for three weeks every year, a saving approximately two million litres of fuel per annum. On the return journey, a fresh set of containers are loaded, packed with a combination of Tesco and other customers' freight to further add to efficiencies and savings.
The venture was awarded the Freight Achievement of the Year Award at the 2007 National Rail Awards, Stobart Group incorporating Eddie Stobart Ltd, is now pleased to announce a second dedicated rail service between Grangemouth and Inverness. The service is again being run in partnership with Tesco and will commence no later than September 2008.
Six days a week, Stobart will collect goods from Tesco's new one million square foot distribution centre at Livingston; deliver them to Grangemouth rail terminal where they will be loaded onto a train leaving for Inverness at 05.00. The train will arrive at Inverness at 11.01 when Stobart will complete the journey taking the goods by road to various Tesco stores around Inverness, Aviemore, Wick, Dingwall, Elgin and Forres. The journey will then be repeated in reverse for southbound traffic to Grangemouth.
Andrew Tinkler, Stobart Chief Executive said
"This rail freight service is consistent with Stobart's strategy of providing multimodal transport and logistics solutions. This service gives our customers cost savings and reduces harm to the environment. We are pleased with the support we have received from the Scottish Government and are committed to helping Tesco reduce its carbon footprint."
This service will significantly reduce pressure on the busy A9 route to Inverness by taking away over 13,000 lorry journeys each year, equivalent to 1.79 million lorry miles or 5.3m freight tonnes being removed from the road.
The Scottish Government has awarded a Freight Facilities Grant (FFG) of £525,000 to Stobart Group to contribute to the capital cost of purchasing the 70 intermodal containers for the movement of Tesco traffic. In addition, they have also provided Rail Environmental Benefits Procurement Scheme (REPS) funding of up to a maximum of £457,600. This grant scheme provides revenue support to freight operators for the transport of inter-modal containers by rail rather than road.
At the head of the train will be a brand new environmentally friendly Class 66 locomotive, pulling 20 specially designed new 45' curtainsided containers. The containers are 8'6" in height meaning they can travel on any rail gauge in the UK. This type of container has proved extremely successful on the Daventry to Grangemouth service due to the flexibility it can provide.
The Institute of Railway Signal Engineers had a meeting in Shrewsbury on 9th January with a presentation on the subject of "Cambrian ERTMS". The speaker was Clive Barker (Ansaldo Signal UK). Clive is obviously an enthusiast for ERTMS and his presentation did a great deal to dispel the mysteries surrounding the system and its development.
It would appear that the system is in fact, not that much different from the transponder based system which was developed for the Advanced Passenger Train. If it wasn't for the delightful Margaret Thatcher, we might have had modern signalling and high speed trains in the UK about twenty years ago, instead of waiting for the Italians to sell us revised versions of our own technology.
In some respects the concept is not that far removed from speed signalling , where the driver is not informed which route the train will take, but the signal aspect informs him at what speed he may proceed. In the case of ERTMS the principle has been expanded to include automatic brake applications, train detection and monitoring and voice communication.
There are three basic elements to ERTMS.
1)European Train Control System (ETCS). This includes the signalling element and the control of "movement authorities" (Yes you may go, or No you must stop), automatic train protection and the interface to the interlockings
2)GSM-R (Global System for Mobiles - Railways). The communication element containing both a voice communication network between control and signalling centres and the trains themselves and also the bearer path for the ETCS data. As this is an adaptation of the ordinary civilian GSM mobile system, there can be little justification for the nimbyism which has emerged with regard to siting of GSM-R masts along the Cambrian. Those people who are so upset about the siting of these structures will probably own and use a GSM 'phone themselves in the not too distant future.
3)ETML (European Traffic Management Layer). The operations management level intended to optimise train movements by the intelligent interpretation of the timetable and train running data.
Good progress has been made with ETCS and GSM-R but thus far little work has been done with regard to ETML. The generic terms for all these applications is ERTMS, which in itself comes in 3 application levels:-
Level 1) Not much more than a harmonised Automatic Train Protection system (ATP) overlaid on conventional signalling systems but built to EU standards. Requires only a limited part of the ETCS element and non fitted trains may continue to operate.
Level 2) Full train control and communication system using both ETCS and GSM-R. Retains existing train detection systems for positional information. It be overlaid on existing colour light signals if required, in which case non ETCS fitted trains may continue to run.
Level 3) A fully radio dependent version of level 2 wheremost of the trackside signalling equipment has been removed. Equipment is housed on board the trains and at radio block centres. Hasn't really been developed to an operational level yet.
Many level 1 systems are in service at speeds of up to 300 kmh (about 180mph). A number of Level 2 systems are now operational and more are coming on line. In the UK only the Cambrian early deployment scheme is authorised but future proposals are to equip the Great Western and the East Coast main lines with systems to Level 2.
So what of the system for the Cambrian? Essentially, the system relies on "Eurobalises", a fancy term for transponders, for the business of train detection. This involves a series of electronic boxes placed between the track, without any power supply. They are energised by the proximity of the equipment on the rolling stock itself and by passing over the balise, information is passed back to the train as to where it is, how many axles have been counted and how fast it is going. This is then transmitted to the new signalling centre at Machynlleth and used to control the progress of the train.
The main contractor is Ansaldo , whose goal is to "Use ERTMS to resignal the Cambrian Lines, maximising opportunities for informing and de-risking the subsequent national roll out of ERTMS and improving operational performance and safety on the route". The company have been making extensive use of aerial photography of key locations for outline presentations to their personnel as to the work required. They are intending to put all of this information on the internet, including the photographs. At the time of writing (March '08) they have only just gotten themselves a UK Website and thus far it doesn't include much detail.
Four Class 37 locomotives will be fitted with the necessary equipment in addition to the Class 158 diesel units which form our passenger trains. The rolling stock so fitted will form the basis of a captive fleet as locomotives and units not fitted will no longer be permitted to work on the line West of Shrewsbury. The equipment on the Class 158 units will be housed in a modified luggage compartment, resulting in a reduction in baggage space. We would have to say that we hardly welcome this part of the proposals as there isn't much space for luggage on a Class 158 in the first place.
The leading vehicle of the train must have the ERTMS detection equipment fitted, although because the driver will be driving the train in response to a display on the desk, rather than visually through the cab window, it means that technically, the driving position itself could be anywhere in the train.
On the fixed infrastructure, the main difference is that the turnouts at passing loops will be motor operated, instead of worked by compressed air. The design will mean that points can be passed over at higher speed than the 15 mph restriction currently in force.
Included here are some video presentations, the first one showing ERTMS Level 1 and the next, Level 2, which is the one being set out for trial on the Cambrian. The third one is much more comprehensive. The webmaster thinks they explain things far better and more succinctly than his own musings. Interesting to note how they seem to be intended for high speed double track main lines........Maybe one day, if the growth in passenger numbers continues!
ERTMS Level 1, complete with computer generated graphics and "Archie" style driver.
ERTMS Level 2, as proposed for the Cambrian
We also include here an embedded video showing developmets in Italy with a High Speed /High Capacity system and ERTMS/ETCS. Very comprehensive presentation, with much detail, about 18 minutes long. Tells you all you need to know, with a great many green and white "Pendolino" things shown whizzing around very impressively, though its a very far cry from anything you'll ever see on the Cambrian! There is of course, much more room on Continental trains in which to stuff all the equipment, on account of the larger loading gauge.
The New Year saw the rail network under the media spotlight - not a dramatic crash but the staggering degree of incompetence displayed by Network Rail (still using contractors) and its overrun possession on the West Coast Main line near Rugby, and the tale of the rich man only fare increases across the network. Rail travel at its worst and guess where the media's finger pointed? Firmly at the door of the politicians and civil servants - who went into hiding. Power: without the acceptance of responsibility. There appears to have been a shift over the last few months: no longer will the media and public opinion accept that Ministers can pretend that the railways are in private hands and the blame be shifted. This has followed on from a YouGov poll in November that showed given the choice of more roads and investment in public transport, twice the number of people preferred investment in public transport to more roads. January found us being told what we all knew, that the current Government has presided over a 10-15% increase in road traffic levels which were widely deemed unacceptable and unsustainable when they came to power over a decade ago. Add to this 84-Tonne lorries. No one in their right minds wants these, and most will happily see freight go back on rail to get rid of HGV's on the road. Yet Government seems to wants these so called "Gigaliners" on our roads.
There's an unwritten acceptance of taxes to pay for services that individuals cannot provide, such as defence, education and health - add to this a working public transport system. People want this provided, in congestion-locked and £1.00 a litre petrol Britain. Everyone sees the value of quality public transport provision as a solution. Government is badly out of touch with reality and public opinion - the unwritten contract with the taxpayer has been broken. The need to invest in public transport will not go away because you put up fares and cross your fingers that a slow down in the economy will dampen demand.
As the National media pointed out it now costs the dysfunctional railway £10bn a year to transport 1.1bn passengers where it cost British Rail just £3.5bn to move 750 million. Instead of trying to address this fundamental problem of structural waste, Government's answer is to get passengers to pay a higher percentage of the £10bn. Weasel words about record numbers travelling and investment ring hollow to passengers who know the day in day out reality on the trains. If those extra Billions had actually been used to invest in the rail network over the last decade.....
The 4.8% fare increase across ATW is to provide for improved services we are told. What improved services we ask? WAG paid for the extra carriages in July 2006; WAG and Network Rail are paying for the reinstated passing loops; ATW are known to be cold about the hourly service unless somebody else pays. The depot at Machynlleth? Well ATW have not invested in it out of their own kindness, rather it will pay for itself over the life of the franchise as units don't have to make a 300 mile roundtrip to Cardiff every time something more serious than a light bulb failing happens. Are ATW secretly planning a refurbishment of the Class 158's? A constant criticism - well they've been spotted with a begging bowl round the Assembly trying to get WAG to pay. In the meantime we have another 10 months at least of the unworkable timetable with only 6 out of 10 trains running on time. We really should, have the fares slashed out here!
We had our own mini meltdown on Thursday 27th December as our threadbare resources were exposed as ATW's control shuffled the pack to cope with signalling delays at Wolverhampton. Despite the new depot at Machynlleth, Thursday 10th January saw multiple unit failures throwing the service into confusion. And what's being done about the flooding in the Welshpool area and the Black bridge by Machynlleth - disruption for nearly a whole week in mid January? Pay more for more of the unacceptable same is the message that Government is forcing on us instead of discharging its responsibilities. Yet £25 Billion could be found at a drop of a hat to prop up a load of incompetent bankers at Northern Rock. Is government only concerned with the well being of those at the top of the money tree or the people of Britain and its future generations? Brown really should be called Black.
God's Wonderful Railway or a missed opportunity?
The Taff Vale Railway (TVR) was a railway in Glamorgan, South Wales, one of the oldest in the country. On 21 June 1836, Royal Assent was given to The Taff Vale Railway Company's Act, allowing for the creation of that organisation. .
In 1874 Mr T. W. Hill of Bristol, a former director of the railway provided in his will for the investment of the not inconsiderable sum for those days of £100, the income from which was to be spent in providing Bibles, Testaments and Psalms for use in Taff Vale Railway waiting rooms.
Now, an initial investment of $1 (Yes, that's ONE US DOLLAR) on January 1st 1900 with dividends and interest re-invested in the coming years in the best performing asset for that year could now be worth a staggering $9.6 quintillion (ie, $96 followed by 17 noughts). In the real world this would be very unlikely to be attained. Nevertheless, given that Mr Hill died some twenty six years earlier in 1874 and his endowment was over a hundred times greater; properly invested, his bequeathal might not only have provided for Bibles in waiting rooms throughout the whole of Wales but made provision for decent stations too. Indeed it might have become enough money to finance the entire Welsh railway network!
We understand that the terms of the bequeathal were still being carried out as late as 1938 and a Bible from Dock Street Station, Newport was on display in a museum at Paddington. We wonder what has become of this legacy and whether Arriva are unwittingly failing to comply with it.
Sections of the Taff Vale are still in use for passenger traffic - to Treherbert, Aberdare, Merthyr Tydfil and Cardiff Bay and run by Arriva.
Welsh Fisticuffs
In 1862, the Oswestry & Newtown Railway and several other small Welsh concerns opened an office far away at 9a, Cannon Row, Westminster. It appears that the address lived up to its name, to the extent that the recent alleged spat between Arriva and the Wrexham, Shrewsbury & Marylebone over paths between Shrewsbury and Wolverhampton pales into insiginficance.
Rows between the occupants of the offices were rife, apparently. On one occasion Mr Gartside, a director of the Oswestry & Newtown company was seen to beat a hasty retreat up the stairs to the clerk's room, persued by Mr Whalley, M.P. another director. Mr Gartside, being of rather ample girth was much out of breath. He paused and turned around to recover himself on gaining the hearthrug and rather unexpectedly received Mr Whalley's full fist in the stomach, which rather completed his exhaustion. In recovering his breath (and hopefully, dignity) he turned to the astonished clerks saying "Gentlemen, I call on you to witness that the honourable member for Peterborough has struck me!" This was somewhat in vain as the clerks had by this time, very sensibly beaten a hasty retreat!
Rolling Stock Renewals The Great Western Railway programme of renewals for 1937 included the construction of 286 locomotives, including 25 "Castles", 120 "Halls" and 20 "Manors". A total of 292 passenger coaches were scheduled to be built, of which 174 were to be the "End Vestibule" type. The design of these vehicles was intended to cater especially for pleasure parties and excursions and for the service of meals to as many as 400 passengers at one time.
The programme also included the construction of 150 horse boxes, 50 eight wheel trucks and 6 eight wheel kitchen cars, making a total of 500 passenger train vehicles. For freight services, 3,940 new wagons were scheduled to be built. The finance allocated for this work was approximately £2m.
On the LMSR, new construction was to include the building of 105 locomotives, 751 coaches and 12,305 wagons. The whole programme of new building for 1937 on the entire network made provision for a total of 532 new locomotives, approximately 1,700 coaches and 34,000 goods vehicles.
Named Freight Trains On the Great Western (GWR)in 1937, there were 75 "named" freight trains, all of them Express Vacuum and "Accelerated Class E". The names were unofficial and had been given to the trains by the staff. These ranged from The 7.40 pm Acton-Cardiff:- "The Early Bird" and the 9.25pm Acton-Llanelly:-"The Leek" to the more colourful 4.20am Westbury-Wolverhampton:- "The Moonraker" and the 12.30am Paddington-Bristol:- "The Mopper Up"!. The 11.35pm Birkenhead-Oswestry was known as "The Cambrian Pioneer". We wonder if there are even 75 freight trains in total on the former Great Western system today.
Meanwhile, a new fast freight haul was introduced by the GWR. The service began operating from the middle of June 1937 and left Birkenhead at 7.45pm, Chester at 9pm and Shrewsbury at 10.45pm. It was booked non-stop over the 152 miles from Shrewsbury to Paddington in 5 hr, averaging 30.6 mph. This was the longest non-stop freight working on the GWR and the intention was to bring merchandise from the North into Paddington 3 hours earlier than previously and also accelerate transit to the Southern Railway.
Wind Power Generation In 1937, a small windmill had been constructed by a railway employee at Hest Bank station, on the LMSR West Coast Main Line. The machine had been built in the worker's spare time to provide electricity for lighting the station, which thus became the first station south of Carlisle on the Western division to be lit by that means. Even Preston at that time remained gas lit.
By Pullman to Catford Slightly off the Cambrian but nevertheless interesting....In the summer timetables for 1937, the 2.55pm express from Ramsgate to Victoria was booked to travel from Beckenham Junction via Catford Bridge (dep 4.55pm) and Lewisham (dep 5.2pm). It then took the Nunhead loop and arrived at Victoria at 5.23pm. The only other stop from Whitstable was Bromley South. The train conveyed Pullman Cars. Given the accommodation currently on offer in that part of the world, especially when travelling via Catford Bridge......If Only!
Christian Wolmar is a well known transport commentator who has spent nearly all of his working life as a journalist, writing articles for many publications and broadcasting frequently on both radio and TV.
He was named Transport Journalist of the Year 2007 in the National Transport Awards on 17th July 2007. It was for the TV and radio work Christian did in the immediate aftermath of the Cumbria train accident in February when he helped to allay fears about the risks of rail travel.
He writes regular columns for Rail magazine and Transport Times, as well as occasional articles for several newspapers including the Evening Standard, The Independent, the Guardian and the Yorkshire Post.
We have included a selection of articles here which may be of interest. Click on the links in each paragraph text to read the full story.
Time to get back on track In this article for the New Statesman, Wolmar examines the differences between the "privatised" Network Rail and British Rail and comes out in favour of reviving the latter.
Bashed Bridges SARPA's thoughts on bridge bashes by careless and stupid lorry drivers are quite well known. We have little sympathy for them and wonder if they are either incapable of reading road signs or expect their outsize vehicles to shrink magically when they come to a railway bridge. Here, Christian Wolmar takes a closer look at the problem and comes to the conclusion that there should be some "joined up thinking" within the transport sector before people get hurt.
Rolling Stock Fiasco "'Pretend capitalism' is the fig leaf for continuing to keep the industry in the private sector when, in fact, it is being run by civil servants spending our money..." Writes Christian Wolmar. The most outrageous thing about the rolling stock "market" is that it involves hiring trains to the rail operator at taxpayers expense, many of which were paid for outright by the self same taxpayers in the first place under the auspices of British Rail. In this article, Wolmar takes a critical look at the government's much trumpeted announcement that it will finance 1,300 additional passenger vehicles and the state of the rolling stock "market".
