Showing posts with label Railway. Show all posts
Showing posts with label Railway. Show all posts
Saturday, 6 December 2014
Invitation to Tender for Northern Rail
News about the Northern Rail refranchise is eagerly awaited. Speculation yes, but here's the rub. Did you hear Julie Mills of the DfT at York on the 19th November say that the Invitations to Tender for Northern and TPE would be issued in December 2014? I thought I did. However (and subject to being proved totally wrong) it has been put to me that if such an ITT were to appear before Easter that would be an achievement. Why? Because in many places, including the Chancellor's autumn statement, very public promises about the demise of Pacers have been made. Yet hitherto the whole assumption of the Northern refranchise (remember the consultation) was that it was about achieving more growth (no longer standstill) for less taxpayer input. That always seemed a conundrum and it becomes sharper if you really intend to scrap Pacers. Whichever of the train leasing companies which is rebuilding one are not fools. There's considerably over 100 two car sets to destroy (if you count the 143/144s ( 92 class 142)). Replacing them, designing a local diesel train from scratch, it all costs money and no-one has yet really cut their teeth on the new diesel idea, although again Julie Mills spoke glowingly about it. The government are probably pretty pleased they have relet the East Coast (with expectations which raise some eyebrows). Northern is a whole different can of worms. A vast array of expectations have been raised, even Northumberland says it is pledging money to the Ashington Blyth and Tyne, which will need trains. Perhaps the mandarins are now stressing over the answers? Let a new government worry?
Labels:
Northern Rail,
Northumbria rail franchise,
Politics,
Railway
Wednesday, 2 July 2014
My personal consultation response to the Northern Trans Pennine Express consultation
The connecting link is https://www.gov.uk/government/consultations/future-of-northern-and-transpennine-express-rail-franchises
Dear Sirs
Dear Sirs
Following are my responses to the Northern TPE consultation as now ongoing.
I live at Prudhoe a station with a 30 minute frequency service on the Newcastle Carlisle Tyne Valley railway line.
TO1:
What are your views on increasing below-average fares over time to
levels typical on the rest of the network in order to improve the
frequency, capacity and quality of local services? Do you have any
evidence to support your views?
This
is a good idea so long as fares are comparable to neighbouring bus
services and road tax is increased in line with the environmental damage
road transport causes. In our case the Tyne Valley line faces intense
competition from Go North East X84 and 10 routes. At present the railway
is fare competitive but uses dated uncomfortable trains with no Wifi.
Fares increases are only acceptable if the line is modernised with for
instance a service comparable to that of ELECTRIC Class 350 Trans
Pennine trains. If you raise the fares and continue to provide hand me
down trains, the passengers will walk. Twice in the life of the
nationalised British Railways, a totally new fleet of trains was
delivered, in 1958 and 1987-88. So far 17 years of privatisation has
delivered no improved rolling stock at all.
TO2: What are your views on giving priority to improving the quality of the Northern rolling stock at the expense of some reduction in lightly used services (e.g. fewer calls at low-use stations)? Do you have any evidence to support your views?
This
sounds good but I struggle to see how it will be accomplished. Any new
tranche of rolling stock is a major investment. The amount of money
saved by "fewer calls at low-use stations)? " is small
beer compared to the costs, There are ways to reduce cost in the rail
industry. The bringing in house to Network Rail of all maintenance work
would be one example. The abolition of the train leasing companies would
remove another huge tranche of spend. It is laughable that a Pacer
which is a 1980s Leyland bus on rails costs so much to lease. It owes
nothing to anyone and is fully depreciated.
TO3: What are your views on allowing some reduction in the hours ticket offices are open and staffed if this is accompanied by the ability for passengers to have widespread access to ticket buying opportunities (e.g. through new and improved approaches such as smart ticketing, increased advance purchase ticketing or via mobile phones), adequate measures to ensure vulnerable passengers are not disadvantaged and more effective customer service by both station and on-train staff? Do you have any evidence to support your views?
Personally
I don't mind as much cost saving as possible through demanning of
stations. Purely dedicated ticket office staff are unnecessary as the
example of London Underground shows. Staff can be redeployed onto
platforms and to advise on the use of machines and internet options. In
some circumstances a staff presence could be retained or even reinstated
through multi function staff who may for instance also be representing a
Community Rail Partnership or running a kiosk sellings teas and
coffees. The principle of corner shop PayPoints is a good parallel. If
Hexham station was demanned and some of the money saved was passed to
the CRP it would be interesting to see if it could deliver the same
service for less?
COM1: How can local communities, local businesses and other organisations be further stimulated to play an active part in the running of Northern and TPE rail services, including at stations?
Only
by the franchise holder having a dedicated team to expand these links.
It is all very well suggesting this idea, but transport is in large
measure a professional activity and a business, neither of those easily
thrive with amateur volunteers. Staff are required on the ground who can
develop volunteer and community skills. In the Tyne Valley there has
been some achievements with this. For instance websites like http://www.tvrug.org.uk/ and its facebook https://www.facebook.com/pages/Tyne-Valley-Line-Rail-Users-Group-Tvlrug/189782941052088?fref=ts .
Same exist for the Community Rail Partnership. These are all high
maintenance activities and to be really effective, few will be totally
voluntary efforts. Will the new franchise holder be empowering
organisations to run and develop relevant websites and print?
COM2: What opportunities are there for Community Rail Partnerships to expand their role and range of activities?
Dealt
with above however I understand that the East Coast franchise has
statements about support which I welcome to laterally connected
partnerships. Our CRP functions on a shoe string, one officer for
one/two days a week and the volunteers. He is the only person in the
entire rail industry whose only job is to develop the BUSINESS of the
Tyne Valley railway line. How does that work? How does a 60 mile double
track railway line thrive with one person for business development? The
answer is because a lot of other people have it as part of their work
but if you really want a business to grow, you have to invest in staff
time to do that.
TPF1: Are you aware of any proposals for third-party funded changes not already indicated? Please provide details.
I
am aware of a growing lack of money. It is said the NELEP will provide
solutions. I believe it employs 3 people and its chief executive has
left for a new job in banking? I sense a tense circle. It is now
acknowledged that the previous Northern franchise was let as a
standstill but growth that shows no sign of abating took place. Yet the
new franchise is expected to achieve growth with a lower bid. Difficult
to reckon with. People really want to use trains. The success of TPE
shows this. We in practice live on a Trans Pennine route. Perhaps our
line should go to that franchise? We already have through trains to
Glasgow which we don't want to lose. If TPE can make a great success of
Manchester Airport Glasgow/Edinburgh through as much empty moor as our
line, then Teeside-Wearside, Tyneside, Carlisle, Dumfries, Kilmarnock
Glasgow is no less of a corridor. Our line has been identified in the
Trans Europe network? Where is the investment in electric trains? EU
money could accomplish much of this.
FID1: What factors may impact on demand for travel on the new Northern and TPE franchises? Please provide evidence.
Look at the Tyne Valley timetable.
eastbound into Newcastle no arrivals between 0655 the first and 0807 the second. Then 0827, 0900, 0928. The first five.
westbound from Hexham, the first train is 0717, the next is 0858, how does that help commuters?
For
comparison eastbound into Newcastle in 1989 the first seven arrivals
were 0640 0724 0811 0831 0849 0858 0940 from Hexham or west therefore. A
loss of two morning peak trains since 1989.
So
in this growth cycle, the service in the peak has actually got worse
since privatisation and this on a double track cross country line. We
need a franchise that plugs these gaps and runs a 30 minute interval
service from service start to 1900 in the evening, then hourly to 2300.
We are not a branch line but a busy commuter route for a third of the
run to Hexham and the only rail crossing east west across Britain for a
100 miles north or south. We're a strategic route as is shown every year
when the East Coast weekend service is timetabled down our line. That
uses a third train an hour path which is why John Stevenson, the
Carlisle Tory MP's call for an express and a stopper service from
Carlisle east is completely achievable. The tracks and timetable could
deliver it, we need the trains and the committment.
However
even all that is on a line where the speed limit is generally between
50-60mph. If this line was electrified and substantial lengths improved
to 100mph running, and given the acceleration profile of a class 350, a
complete seachange in public transport in this corridor is achievable. I
understand Nexus and Northern are considering an extension of wires to
the Gateshead Metrocentre on our line. This I fully support as a first
step to electrifying the whole route and doing away with all the 19th
century signalling infrastructure which still works here. Does the DfT
understand that late 19th century signalboxes and equipment are what
operate the Tyne Valley Line on a day to day basis?
If
the Metrocentre Morpeth trains go electric as I hope they will, this
should be a first step to a connected up Northumberland strategy in
which trains on the re-opened Ashington Blyth and Tyne do not turn
around at Newcastle Central station with all those issues but speed on
to various locations in the Tyne Valley.
DTD1: What are your proposals for providing passengers better and safer access to different modes of transport at stations (including bus, tram, cycling and walking?)
Integrated
transport is essential. A Quality Transport Contract for the North East
is what is needed not just a Quality Bus Contract as Nexus is currently
studying. Our local bus company does everything possible not to connect
with trains. The new Prudhoe Interchange which I successfully campaigned
for with others in 2007 paid for by the DfT has worked very well.
Traffic figures have soared, but it is with car/train change. The bus
services consistently fail to connect, there is no through ticketing,
and I regularly observe the resultant frustration.
We also have an issue outlined here https://www.facebook.com/photo.php?fbid=819040288126347&set=a.189784267718622.46458.189782941052088&type=1 .
Since the early 1970s an effective bus/rail interworked service linking
rail to Hadrian's Wall has existed. In the last five years what was an
exemplar operation has been stripped down and minimalised. Visitor
numbers to the world heritage site that is Hadrian's Wall have fallen.
And that they have done steadily not just in the recession. There is no
One North East, no Hadrian's Wall Trust to do the overseas promotion
that is needed.
However there is a
station sat on top of the wall at one of its most exciting central
locations. This is Gilsland closed in 1967 and on the boundary of
Cumbria and Northumberland. The two MPs want it open, the local parish
and county councillors want it open. A properly resourced study by
transport planners has demonstrated that allowing for LOCAL and TOURIST
use re-opening this station will wash its face. We want a new franchise
to commit to a fully costed priced option integrated into the GRIP
process to develop this node. http://www.gilsland-station.org.uk/index.htm
OTH1: Do you have any other views on the future of the Northern and TPE franchises that you would like to set out?
The
new franchise should require as an early step the provision of free on
board Wifi. If this is not done many people of a younger generation will
choose buses even if the journey is longer.
Over
the last decade I have seen MANY instances of the bad results that
follow through a lack of local rail management, very visible and
accessible and based in the North East. This to handle day by day
instances of trouble and to develop strategy.
I
should be able to travel direct by train from Prudhoe to the two 1948
North East New Towns called Peterlee and Washington, Future Rail North
East from Regional Railways North East by British Rail identified in
1993 the need and achievability to re-open these. One is on the Durham
coast line our trains run on. The other is on the "Leamside" line which
was lifted last year. You cannot even find "Future rail north east" 1993
on Google or Yahoo but I have the report placed in the National Railway
Museum Forsythe Collection so I know how much this ground has been
repeated over and over again.
I worry that the
efforts myself and others go to to react to these consultations are all a
complete waste of time. A sop. I shall be fascinated to measure the end
outcome against my aspirations as outlined here and see if there is any
connectivity.
Yours sincerely
Robert Forsythe
Labels:
Newcastle Carlisle Railway,
Politics,
Railway
Saturday, 7 June 2014
Robert Forsythe rides the Edinburgh Trams
On the 30th May 2014, the long awaited Edinburgh new generation trams started carrying passengers. Horrendously over budget and delayed, nearly cancelled and with a rather pro tem terminus in York Place, instead of down Leith Walk somewhere, any rail borne transport lover was bound to want to give it a go.
Last weekend was the end of a frantic half term culminating in the Prudhoe Community Fair involving all three of us, this weekend, the two ladies were doing Guide camping in the Northumberland Guide house at Whittonstall. I had to occupy myself. I went to bed Friday with no clear plan in view, just options. I have become hopeless at advance planning, still less advance ticket buying for specific trains at a bargain fare.
I wait for the day and put it together. The weather forecast was better for the north and dire, doom laden thunderstorms south. Was the Middleton Railway diesel gala so tempting? I set no alarm and when I did wake up thought: "I could make the 0737 to Newcastle, could I have an East Coast breafast?". Knowing I might be well laden and the rain could be in sheets later (it was), I took the car to Prudhoe station car park. Beautiful blue sky morning. I was still undecided, I had no idea what my budget figure was to go to Edinburgh.
Prudhoe station now has a Parkeon ticket machine and currently it is one of a select number trialing a new ticket layout. Even before I got to the machine, a 16 year old lass interupted me. Not my normal experience at the station early in the morning. She sought the time, I don't carry a watch any longer. So I referred her to the ticket machine. She seemed relieved there was a train east in 10 minutes. For my purposes I learnt that an all day any train off peak return to Edinburgh cost £50. I decided to go for it.
The barrier sirens began to sound, it was time for the train. Instead however the westbound semaphore was pulled off. A Volker Rail tamper hurried through as a diverting interest. Seconds later and a 156 rolled in. The girl and I got on at opposite carriage doors. But she walked right down the aisle and sat behind me. Interesting thinks the 54 year old me. Do I look like a sugar daddy nowadays? I soon found out I was! The girl was the sound of demure and the picture of someone from the night before. She asked me for a quid for the train fare as the guard approached!
Ah I thought, we have all had wild nights. So I gave her a pound. She asked for a child single Prudhoe Wylam and was quoted £1.15. I agreed to stump up another 15p and as my side of the bargain, retain the ticket for my collection. C'est la vie.
Arrived in Newcastle and I saw that the next HST (important that) north was the Leeds Aberdeen at 0842 (the same time as a Cross Country set heads south). The 40 minutes flew in a feast of classic traction. The appearance of the Network Rail yellow measurement HST turned in three HST sets in three liveries. This was well capped when a top and tailed Compass Rail rake using DRS 47s rolled into Platform 2 and halted. Before my eyes were Constable and Elgar. I swiftly got to work. I need not have worried. This train was not rushing on anywhere. Supposedly it was a Saltburn Aviemore excursion. However the DRS 47 501 Craftsman had failed at the end of a similar exercise the day before. The train had started from Middlesbrough and never would get beyond Perth whilst I would see it again, still heading north, from an Edinburgh tram. Having got to Newcastle the one serviceable engine was being sent to Heaton depot for fuel.
Many photos later and the 0842 rolled in. I had already decided on First Class and headed for the Mark Three TFRB (Trailer First Restaurant Buffet). On the whole the train was fullish even in first but there were only another two gents in this car. I had an entire single person seaside window seat bay with coffee and continental breakfast for myself for a £15 supplement. How can one moan? The next hour and half was pure delight. The sea once reached south of Alnmouth shimmered. All looked right with the world. For miles the line is a corniche ride north and south of Berwick. The manually operated gated public road crossing on the cliffs at Spital still survives. It was high tide at Berwick, the Tweed was looking full as a rower headed upstream.
The choice of an HST was important. These diesel trains built c1977-78 are real class compared with the newer electric tat with which they interwork from 1991. These are coaches which still have wood veneer. Their ride is superb compared with the clatter and bang of the 1991 Mark Fours. The rest of the blog could go on the journey, there is so much to remember. Burrell's pile (Glasgow art collection) Ayton Castle was a stunning red lump on the landscape. Passing Penmanshiel there is always a prayer for the souls of the railway workers killed here in January 1979 (I was scheduled to pass that way but instead was diverted). The bridges at Co'burnspath are an instant glimpse with so much merit. Passing Oxwellmains whose cement kiln towers into the sky confirmed how busy the railway now is. Saturday morning and four locos were in. The Lafarge industrial, two Freightliner 66s and a DBS 67 on a recent new flow bringing Manchester's rubbish for burial.
With Deltic 50 pushing behind, the train was on time at Edinburgh and I set off for the trams. Ummm. A very interesting ride, swish, brand new, still full of people fascinated at the novelty of it. But the tram costs £2 more than the bus for the ride there and back to the Airport. It does not reach the terminal and along the way it is a twisting switchback of a route despite crossing fields latterly. The layout at Ingliston Park and Ride showcases that. Buggies are not welcome unless folded and I am sure the journey is quicker in the Airport buses.
Still it was very exciting to ride and photograph a new tramway and afterwards I could indulge in my paper collecting mode. Not much exotic glossies to celebrate the launch of the trams. As ever plenty of indulgent day tour literature whether for rich Americans (Gray Line) or young travellers (Haggis and Macbackpackers). Plenty of Scottish shipping delights and being Edinburgh a rich but narrow vein for the City Tours. These produce a plethora of different liveried open tops, some of which are the old London AEC Routemasters.
Once lunch time approached, I had left a tram at York Place and was venturing down Leith Walk. A rich choice of reasonably priced food. At the corner of Antigua Street (such wonderful Imperial names) was Pomegranate for Middle Eastern/Persian style cuisine. That was a good choice: £9.50, shredded lamp, humus and a delicately flavoured rice dish. That pleasure was swifly followed by McNaughtan's bookshop, palpably smelling of book leather and operated by two ladies. £13.53 the poorer I left with a rich haul, either for myself, Fiona or vending. However the getting down to floor level shelves to venture through laden box files is beginning to be beyond my age frame?
Leith Walk along which these places are located is a mix which has an amount of ethnic establishments, saris, shish kebabs, sandwiched between some is Harburn Hobbies. Very obliging staff furnished the answers to all sorts of esoteric questions There were some obscure catalogues as a reward and then the pure extravagance of choosing a model Mark One coach. I finally settled for Bachmann Enparts 39-185. All this pleasure and no gay saunas for which the city is also well known.
So as the grey clouds began to tower, it was time to turn away from gay delight. The atmosphere was becoming oppressive and as I finished off in the Waverley Gardens Visit Scotland Tourist Information Centre, the first heavy drops of doom were falling. As I happen to think a vote for Scottish independence will be exactly that it was not inappropriate. Back at the station, there was plenty of choice but the Cross Country 1508 Voyager to Plymouth was a world apart and downhill from my ride north. It matched the weather's mood, all the views and colour had been wiped out as the predicted storms and downpours rolled in. Good job there was a car back in Prudhoe's station's car park and better still, unlike some other parallel occasions, the car park was not flooded.
Last weekend was the end of a frantic half term culminating in the Prudhoe Community Fair involving all three of us, this weekend, the two ladies were doing Guide camping in the Northumberland Guide house at Whittonstall. I had to occupy myself. I went to bed Friday with no clear plan in view, just options. I have become hopeless at advance planning, still less advance ticket buying for specific trains at a bargain fare.
I wait for the day and put it together. The weather forecast was better for the north and dire, doom laden thunderstorms south. Was the Middleton Railway diesel gala so tempting? I set no alarm and when I did wake up thought: "I could make the 0737 to Newcastle, could I have an East Coast breafast?". Knowing I might be well laden and the rain could be in sheets later (it was), I took the car to Prudhoe station car park. Beautiful blue sky morning. I was still undecided, I had no idea what my budget figure was to go to Edinburgh.
Prudhoe station now has a Parkeon ticket machine and currently it is one of a select number trialing a new ticket layout. Even before I got to the machine, a 16 year old lass interupted me. Not my normal experience at the station early in the morning. She sought the time, I don't carry a watch any longer. So I referred her to the ticket machine. She seemed relieved there was a train east in 10 minutes. For my purposes I learnt that an all day any train off peak return to Edinburgh cost £50. I decided to go for it.
The barrier sirens began to sound, it was time for the train. Instead however the westbound semaphore was pulled off. A Volker Rail tamper hurried through as a diverting interest. Seconds later and a 156 rolled in. The girl and I got on at opposite carriage doors. But she walked right down the aisle and sat behind me. Interesting thinks the 54 year old me. Do I look like a sugar daddy nowadays? I soon found out I was! The girl was the sound of demure and the picture of someone from the night before. She asked me for a quid for the train fare as the guard approached!
Ah I thought, we have all had wild nights. So I gave her a pound. She asked for a child single Prudhoe Wylam and was quoted £1.15. I agreed to stump up another 15p and as my side of the bargain, retain the ticket for my collection. C'est la vie.
Arrived in Newcastle and I saw that the next HST (important that) north was the Leeds Aberdeen at 0842 (the same time as a Cross Country set heads south). The 40 minutes flew in a feast of classic traction. The appearance of the Network Rail yellow measurement HST turned in three HST sets in three liveries. This was well capped when a top and tailed Compass Rail rake using DRS 47s rolled into Platform 2 and halted. Before my eyes were Constable and Elgar. I swiftly got to work. I need not have worried. This train was not rushing on anywhere. Supposedly it was a Saltburn Aviemore excursion. However the DRS 47 501 Craftsman had failed at the end of a similar exercise the day before. The train had started from Middlesbrough and never would get beyond Perth whilst I would see it again, still heading north, from an Edinburgh tram. Having got to Newcastle the one serviceable engine was being sent to Heaton depot for fuel.
Many photos later and the 0842 rolled in. I had already decided on First Class and headed for the Mark Three TFRB (Trailer First Restaurant Buffet). On the whole the train was fullish even in first but there were only another two gents in this car. I had an entire single person seaside window seat bay with coffee and continental breakfast for myself for a £15 supplement. How can one moan? The next hour and half was pure delight. The sea once reached south of Alnmouth shimmered. All looked right with the world. For miles the line is a corniche ride north and south of Berwick. The manually operated gated public road crossing on the cliffs at Spital still survives. It was high tide at Berwick, the Tweed was looking full as a rower headed upstream.
The choice of an HST was important. These diesel trains built c1977-78 are real class compared with the newer electric tat with which they interwork from 1991. These are coaches which still have wood veneer. Their ride is superb compared with the clatter and bang of the 1991 Mark Fours. The rest of the blog could go on the journey, there is so much to remember. Burrell's pile (Glasgow art collection) Ayton Castle was a stunning red lump on the landscape. Passing Penmanshiel there is always a prayer for the souls of the railway workers killed here in January 1979 (I was scheduled to pass that way but instead was diverted). The bridges at Co'burnspath are an instant glimpse with so much merit. Passing Oxwellmains whose cement kiln towers into the sky confirmed how busy the railway now is. Saturday morning and four locos were in. The Lafarge industrial, two Freightliner 66s and a DBS 67 on a recent new flow bringing Manchester's rubbish for burial.
With Deltic 50 pushing behind, the train was on time at Edinburgh and I set off for the trams. Ummm. A very interesting ride, swish, brand new, still full of people fascinated at the novelty of it. But the tram costs £2 more than the bus for the ride there and back to the Airport. It does not reach the terminal and along the way it is a twisting switchback of a route despite crossing fields latterly. The layout at Ingliston Park and Ride showcases that. Buggies are not welcome unless folded and I am sure the journey is quicker in the Airport buses.
Still it was very exciting to ride and photograph a new tramway and afterwards I could indulge in my paper collecting mode. Not much exotic glossies to celebrate the launch of the trams. As ever plenty of indulgent day tour literature whether for rich Americans (Gray Line) or young travellers (Haggis and Macbackpackers). Plenty of Scottish shipping delights and being Edinburgh a rich but narrow vein for the City Tours. These produce a plethora of different liveried open tops, some of which are the old London AEC Routemasters.
Once lunch time approached, I had left a tram at York Place and was venturing down Leith Walk. A rich choice of reasonably priced food. At the corner of Antigua Street (such wonderful Imperial names) was Pomegranate for Middle Eastern/Persian style cuisine. That was a good choice: £9.50, shredded lamp, humus and a delicately flavoured rice dish. That pleasure was swifly followed by McNaughtan's bookshop, palpably smelling of book leather and operated by two ladies. £13.53 the poorer I left with a rich haul, either for myself, Fiona or vending. However the getting down to floor level shelves to venture through laden box files is beginning to be beyond my age frame?
Leith Walk along which these places are located is a mix which has an amount of ethnic establishments, saris, shish kebabs, sandwiched between some is Harburn Hobbies. Very obliging staff furnished the answers to all sorts of esoteric questions There were some obscure catalogues as a reward and then the pure extravagance of choosing a model Mark One coach. I finally settled for Bachmann Enparts 39-185. All this pleasure and no gay saunas for which the city is also well known.
So as the grey clouds began to tower, it was time to turn away from gay delight. The atmosphere was becoming oppressive and as I finished off in the Waverley Gardens Visit Scotland Tourist Information Centre, the first heavy drops of doom were falling. As I happen to think a vote for Scottish independence will be exactly that it was not inappropriate. Back at the station, there was plenty of choice but the Cross Country 1508 Voyager to Plymouth was a world apart and downhill from my ride north. It matched the weather's mood, all the views and colour had been wiped out as the predicted storms and downpours rolled in. Good job there was a car back in Prudhoe's station's car park and better still, unlike some other parallel occasions, the car park was not flooded.
Thursday, 29 May 2014
East Coast privatisation
My thoughts offered as a comment on our MP's blog with regards to the current East Coast reprivatisation debate. The original blogpost of Guy's is here.
"Dear Guy We are all grateful I am sure that you have consistently put rail on your agenda. And you accurately realise that today it is only the train operation that is private and that the railway is once again effectively nationalised. However when you write "Ask any train professional and they all say the same. The state has a poor long term record of running railways. British Rail was a disaster." I cannot agree with that at all. Numerous studies showed BR to be at the top of the nationalised rail systems in Europe (for instance https://www.google.co.uk/ search?q=Intercity+story+chriri s+green&ie=utf-8&oe=utf-8&aq=t &rls=org.mozilla%3Aen-GB%3Aoff icial&client=firefox-a&channel =sb&gfe_rd=cr&ei=D9mGU5b4CcXR8 gffjYHIBw#channel=sb&q=Interci ty+story+chris+green&rls=org.m ozilla:en-GB:official) . BR design achievement was rewarded by a full volume from the Danish Design Council http://www.goodreads.com/book/ show/ 9999588-british-rail-design .
As I talk to managers I would suggest the support is 50/50. There are very many who think the present system is very wasteful and expensive and operationally chaotic. There are others who have worked out that the various layers provide endless ways to make money. They have adapted to the new order and done well and in many cases provided creative and effective solutions. Chiltern Railways is an example.
For my money, the real way to test the situation is indeed to leave East Coast in the public sector. Various people have said opportunity should be taken to benchmark a nationalised operator against private ones. I think that makes sense although as Hexhome says the real problem here is dogma. Non dogmatic and surely benchmarking has merit. Dogmatic says the East Coast HAS to be private for otherwise the whole project is dead in the water.
Robert Forsythe
"Dear Guy We are all grateful I am sure that you have consistently put rail on your agenda. And you accurately realise that today it is only the train operation that is private and that the railway is once again effectively nationalised. However when you write "Ask any train professional and they all say the same. The state has a poor long term record of running railways. British Rail was a disaster." I cannot agree with that at all. Numerous studies showed BR to be at the top of the nationalised rail systems in Europe (for instance https://www.google.co.uk/
As I talk to managers I would suggest the support is 50/50. There are very many who think the present system is very wasteful and expensive and operationally chaotic. There are others who have worked out that the various layers provide endless ways to make money. They have adapted to the new order and done well and in many cases provided creative and effective solutions. Chiltern Railways is an example.
For my money, the real way to test the situation is indeed to leave East Coast in the public sector. Various people have said opportunity should be taken to benchmark a nationalised operator against private ones. I think that makes sense although as Hexhome says the real problem here is dogma. Non dogmatic and surely benchmarking has merit. Dogmatic says the East Coast HAS to be private for otherwise the whole project is dead in the water.
Robert Forsythe
Labels:
East Coast Main Line,
Northumbria,
Politics,
Railway
Tuesday, 1 October 2013
Wikimedia at the Mining Institute
| Harry Mitchell's Wiki Commons image of the exterior. |
Earlier in 2013 Wikimedia (parent to Wikipedia) was engaged in North East England through Tyne and Wear Archives and Museums. This was with the first Wikimedian in Residence in the region. I was the fortunate candidate and very fascinating it proved to be. An interesting follow on has been arranged for the 6th November 2013. An editathon is being held in the North of England Institute of Mining and Mechanical Engineers just a very short walk east of Newcastle Upon Tyne Central station. I will be participating and it ought to appeal to a wide spread of people. It is a magnificent venue, a major piece of Victorian gothic revival. Lunch and a guided tour are part of the package provided. There is already Wikimedia content but once you see the collections, you will understand just how much connectivity between the Institute and Wikimedia there might be. If you feel you are a Wikimedia beginner, there will be experienced editors on hand. And if "mining" phases you reflect how much local and regional social history runs with the subject. Additionally the library hosts the collections of local Stephenson Locomotive Society and Railway Correspondence & Travel Society branches. It has become a place where many volunteers interested in industrial heritage in the region gather (not least because it has a license and offers excellent coffee). More details from https://wiki.wikimedia.org.uk/wiki/Editathon,_North_of_England_Institute_of_Mining_and_Mechanical_Engineers .
14 sign ons at 4th October.
14 sign ons at 4th October.
Labels:
Big Society,
Industrial Archeaology,
Railway,
Volunteering,
Wikimedia
Friday, 9 November 2012
Rookhope in Auden
I was in Rookhope on Monday, went up Bolt's
Law and then met a Rookhope resident on Wednesday. It made me think that
I should share this. There follows my Rookhope entry (matched illustrations here) from my part completed An A-Y of Auden's Pennine Landscapes: “The valley of the Rookhope Burn, a northwestern tributary
joining the River Wear at Eastgate, is the site
of the earliest reference to metal mining in the Pennines in medieval records. In 1153 an
iron mine and a lead mine in ‘Rykhup’
were granted by King Stephen to his nephew the Palatine Bishop Hugh de Pusiet
of Durham...............I first became
acquainted with Rookhope mining in 1929.................In addition to the big
water-wheel another feature of the industrial archaeology was still intact at
the time. This was the smelt mill, beyond the west end of the village. The
hearth was still intact and an arch carried the great stone-built flue over the
road and up the valley side for over a mile. This mill had been in use until
1919, the last of the traditional mills to operate”[1].
Those are not the words of W. H. Auden though one feels that they easily could
be. He, however, would only have needed to substitute 1919 for 1929 and so
indicate that at his arrival the great smelt mill and its matching railway
system with its incline ascending Bolt’s Law
from the village was just about operational.
The quotation is by Sir Kingsley Dunham F.R.S.[2]. It is profoundly ironic and fascinating that two of the great intellects of the 20th century both found the experience of inter-war Rookhope seminal for their lives. Rookhope is not on the tourist trail, it is not the subject of a large popular literature. The vast majority of Auden’s readers have probably either not known of its location or still worse but quite plausibly, assumed that it is an imaginery location. In the 1930s, a view gained currency, which is still repeated today, that Auden’s play Paid On Both Sides was set in the mill communities of Northern England. Nothing could be further from the truth (by about 100 miles). It is explicitly said to be set in Rookhope. The mill of Paid On Both Sides is not a Yorkshire textile mill but the wholly different structure of Rookhope smelt mill located beside the still surviving Lintzgarth house, itself named in Paid on Both Sides.
Sadly, neither Sir Kingsley nor Wystan ever met. Wystan possibly never even knew of Sir Kingsley whose recognition really followed after Wystan had left England. Sir Kingsley was a Durham undergraduate studying geology when he first came to Rookhope in 1929. Essentially Sir Kingsley and Wystan were of the same generation. Rookhope’s mineralogical fame brought Sir Kingsley and both Wystan and John Auden (the Boltsburn Flats had a reputation for great riches amongst miners and were being worked between the wars). Sir Kingsley went onto post graduate study into the origin of the lead, zinc and fluorspar deposits of the North Pennines. As such he became a mining apprentice with the Weardale Lead Company in Rookhope in 1930 and the proud owner of a secondhand Morris Cowley. His studies eventually took him to almost every hole in the ground in the Pennines north of the Craven fault (Auden’s Craven Ladies in Age of Anxiety).
Sir Kingsley’s first published work on Rookhope appeared a few years after Wystan’s. His literary debut was in 1934. From 1939, Sir Kingsley was back in the area, this time on urgent war work assessing the contribution the mines could make. This led in 1949 to the first edition of his magnum opus the Geology of the Norhern Pennine Orefield, a work which was thoroughly revised and re-issued in two volumes in 1990. In the meantime Sir Kingsley had become Professor of Geology at Durham in 1950 and then Director of the British Geological Survey between 1966 and 1975. In 1961 Sir Kingsley’s most famous research project came to fruition when the Rookhope Borehole reached granite. Throughout these years Sir Kingsley retained close connections with the companies working Rookhope, a connection he retained into the 1990s.
He saw in the millennium in retirement in Durham, Sir Kingsley’s recollections of the North Pennines were then as vivid as ever. A few days before I first wrote this Sir Kingsley came with friends from Durham to what was probably the first ever reading of Auden’s Pennine poetry in the North Pennines, at Allendale Library. When the Auden’s Pennine Landscapes exhibition opened at Nenthead Mines in 1999, Sir Kingsley was one of the guest speakers and represented Wystan’s generation.
The quotation is by Sir Kingsley Dunham F.R.S.[2]. It is profoundly ironic and fascinating that two of the great intellects of the 20th century both found the experience of inter-war Rookhope seminal for their lives. Rookhope is not on the tourist trail, it is not the subject of a large popular literature. The vast majority of Auden’s readers have probably either not known of its location or still worse but quite plausibly, assumed that it is an imaginery location. In the 1930s, a view gained currency, which is still repeated today, that Auden’s play Paid On Both Sides was set in the mill communities of Northern England. Nothing could be further from the truth (by about 100 miles). It is explicitly said to be set in Rookhope. The mill of Paid On Both Sides is not a Yorkshire textile mill but the wholly different structure of Rookhope smelt mill located beside the still surviving Lintzgarth house, itself named in Paid on Both Sides.
Sadly, neither Sir Kingsley nor Wystan ever met. Wystan possibly never even knew of Sir Kingsley whose recognition really followed after Wystan had left England. Sir Kingsley was a Durham undergraduate studying geology when he first came to Rookhope in 1929. Essentially Sir Kingsley and Wystan were of the same generation. Rookhope’s mineralogical fame brought Sir Kingsley and both Wystan and John Auden (the Boltsburn Flats had a reputation for great riches amongst miners and were being worked between the wars). Sir Kingsley went onto post graduate study into the origin of the lead, zinc and fluorspar deposits of the North Pennines. As such he became a mining apprentice with the Weardale Lead Company in Rookhope in 1930 and the proud owner of a secondhand Morris Cowley. His studies eventually took him to almost every hole in the ground in the Pennines north of the Craven fault (Auden’s Craven Ladies in Age of Anxiety).
Sir Kingsley’s first published work on Rookhope appeared a few years after Wystan’s. His literary debut was in 1934. From 1939, Sir Kingsley was back in the area, this time on urgent war work assessing the contribution the mines could make. This led in 1949 to the first edition of his magnum opus the Geology of the Norhern Pennine Orefield, a work which was thoroughly revised and re-issued in two volumes in 1990. In the meantime Sir Kingsley had become Professor of Geology at Durham in 1950 and then Director of the British Geological Survey between 1966 and 1975. In 1961 Sir Kingsley’s most famous research project came to fruition when the Rookhope Borehole reached granite. Throughout these years Sir Kingsley retained close connections with the companies working Rookhope, a connection he retained into the 1990s.
He saw in the millennium in retirement in Durham, Sir Kingsley’s recollections of the North Pennines were then as vivid as ever. A few days before I first wrote this Sir Kingsley came with friends from Durham to what was probably the first ever reading of Auden’s Pennine poetry in the North Pennines, at Allendale Library. When the Auden’s Pennine Landscapes exhibition opened at Nenthead Mines in 1999, Sir Kingsley was one of the guest speakers and represented Wystan’s generation.
It might seem odd to be devoting so much of this account to
a summary of someone else’s career but a key point follows. Sir Kingsley’s
career might have been Wystan’s or with just a tiny change in fortune John
Auden’s -Wystan’s brother whose life was spent with the Indian Geological
Survey. Rookhope was a place of great intellectual potential. Sir Kingsley’s
career shows that. Here you have two men for whom the physical accidents of
location (its bleak, apparently unpromising and unfashionable nature) became
trivial compared with its real potential. Both men explored Rookhope in depth,
both had started with the same agenda, an interest in geology. One fulfilled
that agenda, another took the same bedrock and turned it into a poetic
landscape, one capable of articulating the deepest concerns and dilemmas of the
human condition. Each offering is a quite stunning achievement.
Yet there is a hint of sadness in this relationship, one
that speaks of the separateness and division in human affairs that so drove
Wystan. Poetry and geology are not often conjoined. Sir Kingsley could lead
almost all his life unaware of Wystan’s interest. When late in life, he learnt
of Rookhope’s poetic importance, he was taken aback. That is the point, it is a
measure of the failure by English learned society to interpret the correct
location and significance of Rookhope that Sir Kingsley knew nothing of the
matter.
I too have to add my own ignorance. For in 1978-83, I was
exploring the industrial archaeology of Rookhope with passion. I was also
studying theology at Durham University
with a supervisor ensuring that I bought my first Auden. I never made the
connection then; no one at Durham (despite the award of
Auden’s D.Litt. and the accompanying oration in 1962), whether in the
University or in the County, was making anything of the Pennine Auden. Had I bought Carpenter’s biography published in
1981, the penny would have dropped. That treat had to wait until 1987 and it is
to Carpenter’s credit that the Pennine Auden
spoke loud in his biography. Carpenter speaks clearly of the importance of Nenthead, Alston Moor,
and the Pennines
to Auden. Specifically Carpenter gave some prominence to the quotation of the In Rookhope I was first aware of Self and Not-Self, Death
and Dread:..... segment of New Year Letter. At that point, I began to realise
that Auden’s relationship to the Pennines
was out of the ordinary. How on earth had he got there? That was an issue not
well addressed by Carpenter and it remains an issue full of mystery.
Before working through the Rookhope material in the Auden
canon, it is worthwhile providing a simple list. In chronological order it is
((N) indicates that Rookhope is named):
The Old Lead Mine 1924
The Old Mine 1924
Rookhope (Weardale, Summer 1922) 1924 (N)
The Letter 1927
Paid on Both Sides 1928 (N)
New Year Letter 1940 (N)
England Six Unexpected Days
1954 (N)
Amor Loci 1965.
The chronology of this material does not directly unlock the
datelines. Indeed it is necessary to turn to the final poem to answer the
leading question: when did Auden first visit Rookhope? Amor Loci or Love of Place describes
Rookhope but not by name and it speaks to the seminal importance of the place
to Auden’s vision. Three reasons allow us to conclude that its subject is
Rookhope. Edward Mendelson in New
York confirms that Auden’s pocket diary of the time
refers to Amor Loci
as the Rookhope poem. Granted this fact, the key line becomes not (as perhaps at twelve I thought it) of Eden. Next in the
jigsaw are the memories of Auden’s hosts at his Newcastle
Reading in 1972 as narrated by Alan Myers[3].
The key conversation took place between Auden and the author Sid Chaplin.
Chaplin who knew Rookhope asked Auden when he had first been there. Chaplin
noted the answer as 12. This ties in exactly to Amor Loci and leads to the
conclusion that Auden’s first North Pennine
visit took place in 1919. And then only in 2014 did I find myself listening to Wystan recorded reading Amor Loci and he says directly to the audience "the place is Rookhope"!
The complications of chronology certainly do not end there.
From Auden’s own material, the only other dateline that we might add comes from
the title of the poem Rookhope (Weardale, Summer 1922). Additionally the
two well known visits to nearby Allenheads
(September 1926) and Blanchland (Easter 1930)
almost certainly account for other visits. This suggests that Auden was in
Rookhope on at least four occasions, but probably more often, before World War
Two. None of this really accounts for how Auden got there. Carpenter simply
said “At some time during his schooldays, probably when staying with friends,
he began to visit a stretch of country in the north-western part of the Pennine
range.....”[4]
Since the
first visit to the Keswick area appears to be in 1921 (see Wescoe), we are left with having to explain how a
twelve year old child from Birmingham
reached Rookhope in 1919, an apparently unlikely event. Several people have
tried to unearth more by speaking to Rookhope residents without any real
success. I have been told that Auden stayed “at the doctor’s house in Rookhope”
but presently have nothing more than a local oral tradition[5].
Other sources suggest Rookhope had no resident doctor. Any link that there may
be to a possible friend of Auden’s father deserves examination. Doctors were
amongst the earliest groups of people in Britain to obtain cars and such a
linkage may help explain how Auden became so familiar with such an inaccessible
area far from home.
Granted that
he got there in 1919, what did he find? “The Little Nut” (illustrate) might
have made an impression. This was a 2’ gauge saddle tank locomotive which
worked around the Boltsburn Mine in the centre of the village. Boltsburn was
the hub of activity and remained at work until 1940. Its closure was far from
the end of the story. Grove Rake, Frazer’s Hush, Stotfield Burn and Redburn Mines were all
functioning in Rookhope at various time since 1945. Physically dominating the
village was the Bolt’s Law incline. This was
Rookhope’s (freight only) rail link to the outside world. It had opened in
about 1846 and would work until 1923 and thence lie derelict for many years.
Most traffic had to be hauled up the incline’s 2,000 yards of 1 in 12 track. At
the top and 1650’ a.s.l. was a huge steam worked winding engine, a chimney on
the skyline, engine sheds and a small railway community.
I turned and travelled quickly down the track
Which grass will cover by and by
Down the lonely valley; once I looked back
And saw a waste of stones against an angry sky.
That is
Auden description’s in The Old Lead-mine (with a variant in The Old Mine).
It comes after the stanza that describes the initial stone down the shaft
incident which develops through Rookhope (Weardale, Summer 1922) to its climax in New Year Letter’s
In Rookhope I first knew self..... Within New Year Letter
I shall argue that the incident took place at Sikehead Shafts. The present
point is that is congruent with a return to the village along the old trackbeds
which linked the two locations. This makes perfect sense of track which grass will cover by and by. The railway
was newly derelict. Thence he is walking down the incline, which is certainly Down the lonely valley. It is precise description
that turning around on this descent a waste of
stones against an angry sky would be seen. That is still the case where
the ruins of the railway buildings at Bolt’s Law incline head and a rock
cutting come together on the skyline.
Back in the
village and railway tracks led south in which direction lay further mine and
limekiln remains at Brandon Walls. West of the
village the tracks led past the old smelter at Lintzgarth
(both names are in Paid on Both Sides) and on up to the most remote
of the mines towards Allenheads at Wolfcleugh,
Grove Rake and Frazer’s Hush.
These
details and timelines are important in order to substantiate the argument that The Letter
represents Rookhope and thus the Wear element of
the 1979 Selected Poems’ opening
triology that seem to describe the North Pennine
landscape. For his American audience in 1954 Auden described Rookhope , the most wonderfully desolate of all the dales in
England Six
Unexpected Days. That desolation had become for Auden the sacrament
within this landscape that was able to reveal agape, the vital conclusion to Amor Loci.
Few Americans are likely to have followed Auden’s 1954
itinerary. Until very recently few Auden enthusiasts have made the journey to
Rookhope (some have, in 1988 his literary executor Edward Mendelson and
Katherine Bucknell the editor of Juvenilia
made the trip). However unless the reader of Auden hurries, it will be too late
to see a working mine. Perhaps to the surprise of many, the Grove Rake mine was
still functioning in 1999 (but closed in 2001). As Sir Kingsley has suggested,
there is still likely to be plenty of minerals beneath the dale, the point is
that the foreign competition Auden noted
in The Chase
has, in all likelihood, finally extinguished the industry.
Grove Rake in 1999 looked straight out of Auden’s poetry.
True, there was no waterwheel or steam engines, but there was rusting machinery
by the ton, gaunt headgear and hoppers, cages poised in rust above their
shafts, numbers of battery locos in varying stages of decay. The one engine
that was working was posed on track in front of a windowless stone building
from the old days, beside it in fading red on yellow paintwork a truck was
marked “Explosives”, behind which there was a backdrop of sheep and cattle
grazing the fell. It seemed poignant that the final workings accessed the mine
by an inclined adit (not present in Auden’s time) which rejoiced in the
thoroughly apt name of the Firestone Incline. Named as a consequence of
geological fact but capable of revelatory allegory and symbolism, it is an
effective summary of what Auden had found in Rookhope".
[1]
“Rookhope in Retrospect” by Sir Kingsley Dunham F.R.S. in Out of the Pennines, editor Bryan Chambers, Friends of Killhope,
Killhope, 1997. Sir Kingsley (1910-2001) died 5th April 2001, an obituary appeared in the Hatfield Record 2001 from which many
parallels with Auden can be discerned. Les Turnbull’s volume states “the
smelter remained in operation until 1919 when it achieved fame as the last of
the 28 smelt-mills in the northern orefield to be closed”.
[2]
Born 2nd January 1910.
[4]
Carpenter p22
[5]
Peter Wilkinson to Robert Forsythe. Peter is quoting a Rookhope resident. An
oral tradition to this effect appeared in a paper published during the
preparation of my own work. ‘My Great Good Place’; W. H. Auden and the North
Pennines by Leo Gooch published in The
Bonny Moor Hen: Journal of the Weardale Field Study Society No. 10, 1998
editor Dr. Leo Gooch, Wolsingham, Co. Durham. Leo is quoting two ladies Mrs L.
Aberdeen and Mrs J. Crosby. His independent research faces the same challenge:
no resident doctor is known of for Rookhope. He resolves this by concluding
that the doctor who served Rookhope in the relevant years was a Dr. R. C.
MacLennan from St Johns Chapel in the main valley of Weardale,
He is known to have had one of only two motor cars in the upper dale at the
time.
Labels:
Auden,
County Durham,
North Pennines,
Railway
Friday, 10 August 2012
The Devolution Debate on rail in the North
Northern's stakeholder magazine Connections Summer 2012 has dropped through the door. Inside is a highly relevant article on local rail devolution which you can reach via https://www.facebook.com/media/set/?set=a.189784267718622.46458.189782941052088&type=3 and if you cannot use Facebook I shall add two pictures here. Down in page 7 "the solution proposed to the DfT involves Greater Manchester.. South Yorkshire and West Yorkshire.... and York Council forming a new organisation". Where is the North East in this? With East Coast! The last two sentences I add but it looks very like the North East's disinterest will see a solution landed rather than one created. Whereas the folk in Lancashire and Yorkshire have joined forces to get what they need.
Monday, 6 August 2012
East Coast for Hexham hits the Journal
It has now reached the Journal that someone in DfT wants us to consider North East Local Services being operated by East Coast. That might not be the end of the world but how is the North East going to properly debate how it wishes "Local Rail in the North East: the next 15 years to shape out?" Does anyone have the clout to organise a regional seminar with strong MP support down? http://www.journallive.co.uk/north-east-news/todays-news//2012/08/06/shake-up-in-service-for-east-coast-rail-passengers-61634-31556559/?campaign=Newcastle_email_journalliveemail:20120806
Labels:
Northumberland,
Northumbria,
Politics,
Railway
Saturday, 4 August 2012
Western Rail Corridor Ireland in the abyss?
"Iarnród Éireann will need to give serious consideration to closing uneconomic routes, such as the link between Ennis, Co Clare, and Athenry, Co Galway, which carries an average of just eight passengers per train. This grim statistic suggests restoration of the Western Rail Corridor from Limerick all the way to Sligo was a political fantasy."
Oh dear, truth or fiction? Is it the failure to complete the project (eg to Sligo, re-open Crusheen, integrate with the closed Waterford Rosslare) or was it always a way to spend EU money recklessly, which is to blame? I am glad I was at re-opening day when it all seemed so good. http://www.irishtimes.com/newspaper/opinion/2012/0730/1224321093743.html . Picture is at Gort 30th March 2010.
Oh dear, truth or fiction? Is it the failure to complete the project (eg to Sligo, re-open Crusheen, integrate with the closed Waterford Rosslare) or was it always a way to spend EU money recklessly, which is to blame? I am glad I was at re-opening day when it all seemed so good. http://www.irishtimes.com/newspaper/opinion/2012/0730/1224321093743.html . Picture is at Gort 30th March 2010.
Monday, 30 July 2012
The future
This is my gaze into the future. It has occured to DfT mandarins that the North East is like the South West. A discrete local trains network. Handing us over to East Coast makes sense of Newcastle station and Heaton depot. Thereafter whether the North East gets a good deal or not is down to whether local forces come together to create the parallel body to Devon Cornwall Rail Partnership. ANEC is considering the issue but seems slow to organise a public debate so does anyone else. Meanwhile Nexus is in a full on bus war which is even on the front page of the Hexham Courant! However the East Coast option is even at bottom likely to be better than being part of the Lancashire and Yorkshire Railway.
More debate at https://www.facebook.com/groups/233873179962922/
Labels:
Northumberland,
Northumbria,
Public Transport,
Railway
Friday, 20 July 2012
This one I missed.......................
There is nothing which excites the creative thinker more than to set an idea up and watch other folk grab it. I missed this meeting. This today is the first time I have found any report. Was anyone there who reads this? Can anyone provide a report? http://www.journallive.co.uk/north-east-news/todays-news/2012/06/06/north-east-facing-big-decision-on-railway-system-61634-31119960/#ixzz1wzuoFXkC . I wonder how many of the folk at that meeting knew I had been blogging about the subject since September 2010. I am willing to lay out a pint one did.
I then went through the ANEC councils site today and any mention of this meeting and the topic has eluded me http:// www.northeastcouncils.gov.u k/default.asp nor can I yet manage to find any mention of the subject in here http://www.nexus.org.uk/ . I had emailed an enquiry about this to ANEC on the 20th April and received no reply then. I am trying again today suggesting they lead a public seminar on the subject.
(see for this thread the comment I have made to the After the Curry entry below)
I then went through the ANEC councils site today and any mention of this meeting and the topic has eluded me http://
(see for this thread the comment I have made to the After the Curry entry below)
Labels:
Northumberland,
Northumbria,
Public Transport,
Railway
Come back the Blyth & Tyne
http:// www.newspostleader.co.uk/news/ business/latest-news/ 9bn-railway-boost-sparks-calls- to-get-line-back-on-track-1-47 53250
Fascinating one this and it may work for immediate neighbours.
But as of now I don't think any Northumberland scheme is in the package.
"Although no funds have been allocated to Northumberland as yet, it is
hoped that the investment package, including £240m of improvements to
the East Coast main line, could see smaller lines such as the Blyth and
Tyne track being reopened too. "
Lavery has spoken to Greening,
Opperman has spoken to Greening. Can some North East focus bring
together all our aspirations? Logically it should be Bernard Garner at
Nexus but where is the evidence that it is?
(My photo shows a non-passenger carrying passenger train at Newsham in 2000)
Thursday, 19 July 2012
HIGHD APTIS no politics just a stack of tickets
We do handle assorted tickets. Here is one where HIGHD leaves us vacant? For leads on tickets search APTIS http:// www.specialistauctions.com/ auctionsearch.php?posted=1&keyw ords=APTIS&category=0
or Edmondson and check https://www.facebook.com/ ThomasEdmondsonTickets . We have very considerable stocks needing new homes.
East Coast Consultation Newcastle Today
I had to miss the East Coast Consultation today. Fortunately Dennis Peel from Tyne Valley Line Rail Users group could be there. I put in his summary highlights, his words:
" The change which may affect us is the suggestion that "feeder" services including N/C to Carlisle might be brought into the East Coast franchise. I asked and it was confirmed that if this were to occur it would be all lines in the North East, not picking and choosing. If this were to happen it would have a big effect on the present Northern Franchise and the date might be later than Dec 2013. Much interest from the users groups present on this topic.
The East Coast Franchise would run for 15 years and with slippage etc would be renewed around 2032 to coincide with HS2 coming to N/C. (As I see it (which I probably wont') HS2 does not cut N/C to London time, but brings in N/C to Leeds, Manchester, Birmingham and Heath Row) There would still need to be an East Cost route. "
This is a fascinating report. It confirms what in recent weeks we have been able to deduce. There is probably a rail industry turf war going on really driven by Heaton depot! The one depot which services all North East local trains is also a jewel in the crown for East Coast and for Northern's servicing schedules with it specialising in Pacers. If I managed East Coast I would want it and I would take the local services too. But we who live in the North East need our priorities to be heard. It is clear we have not done this very well for the last 5-10 years. If we had, the drive on the Lancashire Yorkshire Corridor or in South Wales would have comparable results here. Are politicians in the North East and Nexus going to belatedly wake up to what is going on? Our own MP Guy Opperman excepted or will we become bit actors in another's franchise for 15 years?
" The change which may affect us is the suggestion that "feeder" services including N/C to Carlisle might be brought into the East Coast franchise. I asked and it was confirmed that if this were to occur it would be all lines in the North East, not picking and choosing. If this were to happen it would have a big effect on the present Northern Franchise and the date might be later than Dec 2013. Much interest from the users groups present on this topic.
The East Coast Franchise would run for 15 years and with slippage etc would be renewed around 2032 to coincide with HS2 coming to N/C. (As I see it (which I probably wont') HS2 does not cut N/C to London time, but brings in N/C to Leeds, Manchester, Birmingham and Heath Row) There would still need to be an East Cost route. "
This is a fascinating report. It confirms what in recent weeks we have been able to deduce. There is probably a rail industry turf war going on really driven by Heaton depot! The one depot which services all North East local trains is also a jewel in the crown for East Coast and for Northern's servicing schedules with it specialising in Pacers. If I managed East Coast I would want it and I would take the local services too. But we who live in the North East need our priorities to be heard. It is clear we have not done this very well for the last 5-10 years. If we had, the drive on the Lancashire Yorkshire Corridor or in South Wales would have comparable results here. Are politicians in the North East and Nexus going to belatedly wake up to what is going on? Our own MP Guy Opperman excepted or will we become bit actors in another's franchise for 15 years?
Wednesday, 18 July 2012
After the curry and with the MP, a write up (see preceding entry)
The Valley 16th July 2012
A dissemination of
the discussion about Tyne Valley and North East Rail Services.
Notes by Robert
Forsythe www.fionnconsultancy.co.uk
Immediate Concerns
On the whole there are significant levels of satisfaction at
present over reliability and pleasure at investment, like the Ticket Machine at
Prudhoe, and the three interchanges that have opened.
There are important immediate concerns and they largely
focus on capacity at peak hours and on special
events. The gap of over an hour inbound from Hexham during the morning peak was
discussed and I believe Northern understand this could be solved. The user side understands Northern is and has
progressed the last train issue (the new Prudhoe stopper). As ever the
inability to collect revenue when the train is full concerns. This impacts on
the Newcastle
barrier situation.
The new football season starting late summer, and the
Northumberland Show next year, are opportunities for Northern to show they can
rectify problems which have been mentioned over many years. The timetable is
not the challenge at these events if it is operated correctly, it is the
capacity. I concluded Northern were determined to review this. In particular
Gaynor Shotton from the County Show was invited to form
a strong working relationship with the Northern management team and the
Community Rail Partnership/Rail users group.
The need is : sufficient carriages for the NorthumberlandShow and the marketing of travelling by train. If the Show and the Railway
could offer an advance purchase discount ticket, the railway can manage demand
and those who turn up on the day with no ticket have to accept what can be
offered. Robert Forsythe can show Gaynor sales literature for parallel events.
I think Northern were happy that on the performance of peak
hours train like the strengthened 0742, and the 2013 Show and the football day
services, attitudes towards the company in the Tyne Valley could be influenced.
The cost of tickets from stations west of Hexham are
perceived as being disproportionately high. Northern offered to look closely at
the pricing models from stations such as Bardon Mill and Haltwhistle. There are
also issues around commuters who may only use the line 3 or 4 days a week have
no incentive to purchase a season ticket (too expensive for their needs), and
no multi- journey discount exists. A carnet ticket like the Harrogate line is
needed.
There are several large employers in Newcastle (eg
Northumbria University) whose staff travel on Northern. Whereas Nexus offers a
direct sale of season tickets (at a discount) to large organisations who then
sell them to their staff (managed directly through payroll), it was not felt
that Northern offered a similar package.
Medium Term Concerns
Northern Rail will certainly operate the services for at
least another two years. They have a new management team and the Valley side
made the point that a much stronger management presence for the North East
based around Newcastle is most
desirable. My reading suggests the Northern team appreciated this? There could
be changes within the franchise period?
There is an inherent challenge in a stand still franchise
(the present one) experiencing clear and considerable growth. In the medium
term the Northern team indicated there are further initiatives they could
contemplate progress with (does not equal full implementation within the
period). Specifically: much improved services for Dunston and Blaydon could be
examined (this was from the Northern side). Gilsland is a candidate for
re-opening with its World Heritage Site and Long Distance Path hub capability.
Guy Opperman is ready to liaise with several parish councils and Rory Stewart
MP over this, also Hadrian’s Wall
Heritage. Commissioned studies have already indicated its viability.
The role of the Class 142 four wheel Leyland
bus based Pacers will always be discussed at a meeting like this. They are not
popular with passengers especially when crowded or on the curves at Newcastle. The Northern side did throw open the
possibility that for cost effectiveness, they might be rebodied. Robert
Forsythe suspects the Rail User side will wish to see this discouraged mightily
in the future, from now forwards.
Longer Term
From 2014, there will be a new local train franchise for our
area. This was actively discussed by all the parties. Before this discussion however, everyone
noted the 16th July 2012
Government news about further rail funding. Universal agreement that this
is good for the country and for the rail industry. It for instance removes all
Pacers from the South
Wales Valleys
making the Tyne
Valley and other
North East lines good candidates to use them last of all. There was also round
table agreement that the investment news offers very little to the North East
in terms of schemes. The Northern Hub concept
has spin off benefits, it might bring electric wires to Middlesbrough. But the North East has been marginal
through the Northern Hub process and the further investment does not change
this. All round the table agreed that the North East had not been good through
the franchise period in progressing the several rail investment schemes
possible in its area.
As a result, three probabilities post 2014 exist. Northern
continue as our operator or another company on exactly the same patch. The
Valley side articulated the view that could only work if there was a strong Newcastle management and a programme in the franchise
for the North East. The present Northern franchise had started with a North
East management team and it had been diluted.
The second option which current East Coast consultation
allows for is that the new East Coast franchise takes Heaton depot including
its local train work in North East England. Heaton is a jewel in the crown
depot (Nick Brown MP), it is important to both local and mainline train
operators out of Newcastle and it has
a specialist maintenance record. The user side can see that within the industry
there will be well hidden moves about the future of Heaton!
The third option is that the North East community organise
themselves in advance of the DfT consultation and argue for a Northumbria franchise for all the Heaton local train
work. This is around 20 trains and even with expansion the probability is that
no more than 35 trains are needed. It is not a large business but it is a
natural geographic and business entity. It seemed that the Northern team could
understand this thinking and that within their own business the powerhouse that
is Lancashire and Yorkshire sets agendas?
There was considerable discussion about how successful first
Manchester and then its neighbours had
been in securing investment and in now adopting the Decentralisation
philosophy. There was discussion about what the North East would need to follow
this example. There are agencies who might lead: Nexus, North East Chamber of
Commerce, Association of North East Local Authorities. So far no-one with
authority had taken the lead role in a regional discussion. Guy Opperman is
probably the most senior North Eastern politician leading a debate on it. It
has to go further if it is to work with a local entity and soon.
The industry side suggested the community side needs to
generate a “compact”, possibly through the vehicle of an LEP. A specific follow
up to this Valley meeting could be a high level regional day conference on the
future of local rail in the North East. Would the North East Chamber of
Commerce lead? How would transport providers and politicians current react to
that? This has to be scheduled before the DfT issue the consultation over the
franchise and that is scheduled for later in 2012. MPs like David Milliband or
Nick Brown who have so far not become involved may need to be.
THE ABOVE PARAGRAPH IS CRUCIAL
This discussion the lead into the blue sky of what the North
East asks for in its next franchise. There is quite a long shopping list.
Peterlee Station and Tees Valley Metro (James Cook station) are at
implementation or very near so). Leamside (Washington) and Ashington
re-openings have all been talked about and studied in detail for years. SENRUG
has a massive and explored vision over what could come from the Ashington
project. The Northern side threw open the blue sky idea that Trans Pennine
Express could terminate at Ashington.
On the Tyne Valley, Gilsland and Blaydon have already been
spoken off by the rail users as priority. A Northern team member said think
bigger. Ask to be electrified as part of the fleet renewal. Remember the
importance to East Coast of the line as a diversion. Then you think the future
has to be an electric Tyne Valley and Coast and Saltburn Bishop lines to get a
thoroughly 21st century local rail network. All local trains would
then be electric apart from Whitby. This opens the idea that part of what holds
the Tyne Valley back is infrastructure. The present diesel trains have a speed
in excess of most of the line speed. Improve the line speed limit and even with
the present trains schedules could improve.
The evening ended then with three challenges: to Northern to
deliver much closer and stronger local management connected to North East
communities, to the User side to go out and get the North East community itself
better connected to lobby for its own connectivity, the third challenge being
to combine these two forces to create the next local train franchise on an
expansive and not stand still basis.
Present
Guy Opperman MP (the inviter)
From Northern Rail
Alan Chaplin Chief Operating Officer
Richard Allan Area Director for Yorkshire and Humberside,
Tyne Tees and Wear.
Both above from 30th May 2012 http://www.northernrail.org/news/7044
Drew Halley Client and Stakeholder Manager Northern Rail
From Tyne Valley Rail Users Group/Community Partnership
Robert Forsythe
Prudhoe
Fiona Forsythe Prudhoe
John Gillott Heddon TVCRP partnership officer
Julie Gibbon Bardon Mill
Minnie Fraser Mickley
Alastair Fraser Mickley
Tony Geary Wylam
Tina Geary Wylam
From Northumberland Show (moving Corbridge>Bywell (Stocksfield Station)
Gaynor Shotton
From North East Chamber of Commerce
Mark Scandle
Facebook References Please ensure that you like these pages
Northumbria Rail Franchise Lobby Group
Tyne Valley Line Rail Users Group
Tyne Valley Line Community Rail Partnership
Thursday, 5 July 2012
Railway Carriage Prints
Today's work has seen me helping old friend Greg Norden create a Facebook page for Railway Carriage Prints for which he is the acknowledged living expert. Scroll down the blog page looking for the bottom right and you should see a new badge pointing directly to his page. Please go and like the page (and some of the others as well, all publicity helps). The direct URL is https://www.facebook.com/RailwayCarriagePrints . Such prints appeal through strong cross-over interest. Inherently railway they also frequently offer strong maritime and landscape interest. Brixham above is a good example from the riviera coast the Great Western served. Greg can still supply hundreds of originals or reproductions. See http://www.travellingartgallery.com/landscape/print/page/index.html .
Tuesday, 3 July 2012
For Northern in Northumbria should you read East Coast?
Regular followers will know that since autumn 2010 I have been exercised by who will run local trains in Northumbria from Heaton depot once the existing Northern franchise is re-let in 2014. There are now two related Government consultations going on and each pulls in a slightly different direction. One on Decentralisation of Local Rail, the other on a new East Coast franchise which specifically asks what further services East Coast should be given for which read connecting local services others don't want. At this link it is all being discussed with links given to the DfT documents.
Sunday, 17 June 2012
Thomas Edmondson Tickets
For about 150 years, the sine qua non of railway and much shipping ticketing was this little pasteboard card called the Edmondson ticket. It was invented further along the Newcastle Carlisle line beside which I live. Now to showcase my own considerable collection, to advertise the related work of the Transport Ticket Society of which I am a member, to enable others to post their examples and discuss the subject and to provide links to tickets offered for sale I have opened this Facebook Community Page Thomas Edmondson Tickets. It features albums. Individuals wishing their own album space can approach me and this can be created. There is also a resource album leading you to books and other online resources about these tickets. If you can you are invited to Like the Facebook page. In the first 36 hours 25 people did so.
Thursday, 12 April 2012
Devolution of rail to the regions meeting May 17
Those who have followed this blog since September 2010 and also study this Facebook group will know that the matter of the North East's local rail network being accountable to the North East and benefitting from much stronger management has exercised me. These have become interesting times and not everything can be shared. However there are some bullet point issues to note. An upcoming meeting in Manchester. Who from our region will be there? The North East is one region forming the North.
The meeting is responding to this Decentralisation brief. Suddenly all our local authority transport planners are having to formulate a response to exactly the issue this thread has argued about. Our MPs are engaging with the issue. Guy Opperman for Hexham has asked a question in the house about whether a Northumbria franchise would be supported. He has recently blogged about the franchise. I have written to six North Eastern MPs to raise the matter.
I am absolutely sure that without a local rail franchise accountable to the North East the trend for us to be at the bottom of the pile which now has plenty of evidence will continue and so during 2012 this matter will bubble more and more.
The meeting is responding to this Decentralisation brief. Suddenly all our local authority transport planners are having to formulate a response to exactly the issue this thread has argued about. Our MPs are engaging with the issue. Guy Opperman for Hexham has asked a question in the house about whether a Northumbria franchise would be supported. He has recently blogged about the franchise. I have written to six North Eastern MPs to raise the matter.
I am absolutely sure that without a local rail franchise accountable to the North East the trend for us to be at the bottom of the pile which now has plenty of evidence will continue and so during 2012 this matter will bubble more and more.
Labels:
Northumbria,
Northumbria rail franchise,
Politics,
Railway
Friday, 16 March 2012
The Journal today
Ippr North (a facebook friend) has secured front page of The Journal print and on line with their report on the desperate need for local rail services in the North to be brought up to speed. Chimes in with my Northumbria local rail franchise theme http://www.journallive.co.uk/north-east-news/todays-news/2012/03/16/chancellor-told-to-fund-north-east-rail-improvements-61634-30548808/ .The idea of a Northumbria franchise may be outshone by politicians in Cornwall! https://www.facebook.com/groups/233873179962922/
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