Trains

Thursday

Mary Killen

Dear Mary: The rules of wearing a dressing gown

Q. What to do when you are an unwilling eavesdropper in a train carriage in which people you know assume they are alone and start talking very indiscreetly about someone else you know and you have left it too late to alert them to your presence? — Name and address withheld A. Ideally you will have access to earphones and some sort of electronic device and can walk through the carriage dopily, as though looking for a newspaper. Wrench out the headphones theatrically on seeing the talkers. In the absence of headphones, duck your head down, walk backwards to the nearest connecting doors and, when they wheeze open, walk through

Wednesday

Sebastian Payne

Will George Osborne be able to push through HS2?

As if many true blue parts of England didn’t dislike the Chancellor enough, today’s Financial Times adds to his misdemeanours renewed support for High Speed 2. Their splash (£) reports that despite fresh concerns from Treasury officials over the sums, George Osborne is still pushing ahead with the new line. According to the pink ‘un, Osborne sees the project as ‘an emblem of the coalition’s commitment to spread growth more evenly across the country’. I’m sure many of his fellow Tories will be disappointed that he isn’t backtracking instead. Osborne’s rallying cry doesn’t drown out the scary new figure that the FT has for the cost of HS2. The original

Wednesday

Sebastian Payne

The government’s latest High Speed 2 argument: we need more capacity

40 u-turns and counting, the coalition has a habit of dropping difficult policies. One notable exception is High Speed 2, which is still being keenly promoted. Today, members of a new HS2 growth task force have been announced. The advocates are an  impressive selection of council leaders, academics, businessman and trade unions. Their job will be to counter the view that HS2 does not make financial sense. As Janan Ganesh pointed out in the Financial Times yesterday (£), the government’s enthusiasm for HS2 is in marked contrast to its dithering over airport capacity. But, the public doesn’t share this enthusiasm. The last YouGov poll suggests that 46 per cent are

Wednesday

Sebastian Payne

Spending review 2013: Crossrail 2 is a clear win for Boris Johnson

Boris Johnson’s powers of persuasion have once again wooed George Osborne. In today’s spending review, the Chancellor has put aside £2 million to investigate Crossrail 2 — a new underground line for London. The fact the Mayor was able to bag another win from Osborne — Crossrail 1 was protected from funding cuts in 2010 — is testament to the political power of both the Mayor and the capital. Boris doesn’t even have re-election to think about this time. Crossrail 2 is key to Boris’ London legacy. His grand 2020 vision is peppered with references to the new line, which he claims is vital to London’s future and work could even begin

Thursday

Rory Sutherland

The ludicrous 20-year timescale for HS2 is reason enough to abandon the whole thing

If I stand on the forecourt of Euston station tomorrow morning, I will be able to get to Manchester by high-speed train in 20 years, one hour and eight minutes. That’s only 19 years, 364 days and 23¾ hours longer than it took me last month. But at least we know that 17 June 2033, the day earmarked for the opening of the London to Manchester High Speed Rail service, will be a nice, sunny day. As the inaugural train pulls out of Euston, it will travel under clear blue skies until the train reaches Birmingham (scattered clouds: chance of precipitation 20 per cent). We know this, because, of course,

Wednesday

Sebastian Payne

Fifty years on from Beeching and Britain’s railways are better than ever

On 27 March 1963, ‘The Reshaping of British Railways’ was published. Better known as the Beeching Report, the paper was a seminal moment for Britain in the twentieth century. Dr Beeching’s report (and subsequent axe) recommended the closure of 5,000 miles of tracks and 2,363 stations, with 67,000 jobs lost. Most of Beeching’s initial suggestions were eventually implemented and our railways were changed forever. Beeching is still a controversial figure. The trade unions, then and now, paint him as a mad axeman who destroyed a noble institution and the livelihoods of thousands of railway men. No wonder one ‘Dr B. Ching’ is still lampooned in Private Eye every week. But

Monday

Alex Massie

Are High Speed Railways for the North or for London?

I used to think High Speed Rail was an excellent idea. Now I’m not so sure. I suspect the economic case for the proposals is weaker than its proponents allow. More importantly, I’m not at all sure the government’s plans for fast trains linking London and Birmingham are the right or most useful possible idea for high-speed rail. Knocking ten minutes off the London to Birmingham route seems like relatively little gain that comes at quite a price. Eventually, of course, the plan is to extend high-speed rail to Lancashire and, perhaps, Yorkshire too. Sometime, one would guess, towards the middle of this century. You can’t accuse modern Britain of

Wednesday

Sebastian Payne

First’s risky win highlights fundamental problems with the rail network

Euston, we have a problem. Richard Branson found out today that Virgin Trains has lost the rail franchise for the West Coast Mainline to First Group. From 9 December, First plans to ‘offer substantial improvements in the quality and frequency of services’ on one of the country’s key arteries. This overhaul will bring in 11 new trains and 12,000 extra train seats by 2016. Branson is sore about his company’s loss, and has attacked the government’s ‘insanity’ for handing over the network to First: Under our stewardship, the West Coast Mainline has been transformed from a public liability into a valuable asset for the UK, worth many billions of pounds.  The service is

Wednesday

James Forsyth

A fairly bland PMQs

Today’s PMQs was rather a bland affair. Ed Miliband started with three questions on train fares that David Cameron batted away, but there is a little row brewing over whether Cameron’s claim that he is simply continuing the policy of the last government is correct. Later, Miliband moved onto the safe territory of the Union and consensus broke out with only the half dozen SNP MPs dissenting from it. Angus Robertson, the SNP’s Westminster leader, then asked the PM a question that, in a preview of the SNP’s campaign tactics, was designed purely to get the words Cameron, Thatcher and Scotland into the same sentence. There were two other things

Peter Hoskin

Why Ed Miliband’s PMQs slip-up matters

The exchange about rail fares in PMQs earlier was, it’s true, not one for the photo album. But the way it’s resolved itself this afternoon has been considerably more diverting. You see, it turns out that David Cameron was right: Labour did arrange for these fare increases when in government. And, what’s more, Ed Miliband was wrong: the coalition didn’t ‘reverse’ the cap on fares that Labour then conveniently introduced in the run up to the general election. That cap was limited to one year by the Labour government itself. It was always intended that it would expire on 1 January 2011, at which point — barring a new cap

Thursday

Alex Massie

Shrinking Britain is Good. So We Need Fast Trains.

I can’t decide whether Matthew Sinclair thinks High-Speed Rail too ambitious or not ambitious enough. I’m happy to share his scepticism towards the economic and jobs numbers put forward by the plans’ backers but trust he will not be offended by the suggestion his own figures should be treated with comparable scepticism. Who knows what the impact will be? All estimates, on each side of the argument, involve hefty assumptions and some amount of guess-work. But when and why did we decide that we no longer need to spend money on infrastructure? At this rate there’s a chance Britain will end up like the eastern seaboard of the United States:

Wednesday

Alex Massie

Who’s Afraid of Fast Trains?

Reading Brother Blackburn’s post on high-speed rail I was, I admit, surprised to find so many Coffee House commenters backing the project. I had – unworthily! – assumed most would be against it. And if HSR stops at Birmingham I would oppose it too. Indeed, I think that if HSR is to go ahead it needs to reach Scotland as well as Manchester and Leeds while another line should link Cardiff and Bristol with London too. David suggests that the idea of a Tory-led government ignoring local protests against HSR offends the “the gentle trinity of localism, decentralisation and the big society” and of course he has a point. Nevertheless,

Monday

Alex Massie

Railway Dreams

Place your bets, please, if you think this is actually likely to happen: The fastest, most frequent train service in the world could run between London and the North within 12 years, according to the chairman of the government-owned company planning the high-speed link. Double-deck trains travelling at 225mph (360km/h) and carrying up to 800 passengers would depart every four minutes, cutting the journey time from London to Birmingham to 30 minutes and from London to Manchester to just over an hour. I mean, it would be grand if it did but given this country’s record on large scale infrastructure projects this seems a highly improbable venture. After all, in