Return to Archive -by date - by topic - Archive 2002.
Having reluctantly agreed to the blockade strategy, the TOCs were a bit surprised when it was rushed out before they had discussed the detail
Having been anathematised from all quarters over my predilection for a railway based on command and control, it was encouraging to see SRA Chairman Richard Bowker not only taking control but issuing commands. On the other hand Richard should note that modern leadership tends to favour the ‘follow me' of the Israeli army as opposed to the ‘Dogs, do you want to live forever' of Friederich der Grosse.
According to the press release announcing the ‘restructured programme' which would move from a prolonged series of weekend works to ‘dedicated line possessions, with diversionary routes and high quality alternatives to minimise disruption to passengers', the change was ‘led by the SRA, in conjunction with Railtrack and the passenger train and freight operating companies using the route'.
SRA Chairman Richard Bowker was convinced that a ‘thorough overhaul' of the original project over the past few months had reduced costs and resulted in the most effective possible work-plan'. He added, ‘the work will get finished two years earlier and the benefits be delivered two years earlier. There is total industry buy in. All parties are determined to see the project through with the least possible inconvenience to passengers and freight'.
Note Richard Bowker's reference to ‘total industry buy in'. Despite the rearguard action by the old-railway managers the business led railway (RIP) lost out to operational convenience. And given the scale of the problem, it was the only decision.
Some time back I started referring to the ‘post-modern' privatised railway. And the WCRM is a classic example of what I meant. While smaller schemes, like WARM, roll on, big route modernisations can no longer be engineered round customer convenience. Yes it's sad, but that's the way it is.
Anyway, as the Bechtel report sank in, Railtrack and the SRA took the blockades proposal to the West Coast Joint Board, Chaired by the apostle of the business-led railway Chris Green. After much debate the blockade option was endorsed, albeit reluctantly.
But many issues remained to be resolved. For example (see box) why close the whole route from Colwich to Cheadle Hulme, isolating Stoke, instead of doing the work in two phases, north and south, thus maintaining rail links.
There were also commercial issues. Huge commercial issues. In taking great chunks of the network off the network for three months at a time the railway is entering unknown territory. Apart from the costs of bus replacement and diversionary services, the impact on revenue is unknowable. How many passengers will use other modes, how many will come back. And, who pays for the resulting losses?
Once again, I guess the TOCs were living in the past when subsidy profiles were based on pulling in more passengers. The collapse of the two Virgin franchises should have ended these illusions.
According to Informed Sources, the TOCs, having agreed blockades in principle, expected these details to be resolved during September, leading up to a coordinated joint announcement. Given that the blockades policy affects the busiest route in Britain serving several metropolitan centres, it was vital that local coverage was coordinated so that rail users could have the detail.
Instead, it was clear from the release and the skimpy supporting detail, that the announcement had been made in a ruddy blush. For example, the lack of a map meant that the national press assumed that the WCML would be blocked. The Financial Times reported that services between London , Manchester , Liverpool and Glasgow would be severely disrupted during the blockades. Good news for EasyJet and Ryannair.
Similarly, when the SRA's explanatory note came out it said Euston-Milton Keynes would be closed for nine days over the August Bank holiday in 2003. What it meant to say was that HemelHempstead-Bletchley would be closed for nine days instead of the planned repeat of this year's 18 weekend blockades.
So, if you accepted that 18 weekends of disruption is necessary to put in the Bourne End crossovers, here was a classic example of why blockades, with their short sharp pain, make sense. But the opportunity to explain this was lost in the rush.
And what a rush, the first TOCs knew about it was when the heard the news, or were phoned up by the press. As far as I can tell, there was no warning of the announcement, no advanced copy of the press release.
Virgin Rail Group were as surprised as any and wondered why Chris Green had not mentioned what was coming. Other TOCs wondered how on earth they could cope with bus substitution or diversions.
Conspiracy theorists had a field day with the reason for the rush. A popular theory was that the guaranteed media buzz would take attention away from the collapse of the 20 year South Central franchise and its associated SPV to modernise the Brighton line. But the best explanation was that the invasion of Iraq had been due to start that morning and the Ministry of Defence forgot to notify the Department for Transport of the last minute cancellation.
So welcome back command and control, goodbye empowerment. I know the SRA considers talk of re-nationalisation as akin to heresy. I agree. There will be nothing to re-nationalise after Network Rail takes over Railtrack. What we are moving to is state control.
WCRM blockades - planning to dateThis analysis is based on the SRA's published summary of the work programme ‘as planned to date', augmented by Informed Sources. With the blockades dominating media attention, the work on diversionary routes and services was overshadowed. This was, of course, a feature of the 1966 electrification and the SRA is looking to exploit parallel diversionary routes which remain. Note that the Crewe-Kidsgrove electrification, which was in danger of being priced out by BFS, is now a priority. GNER London-Glasgow services via Edinburgh will be increased in frequency and a new London (St Pancras)– Manchester service via Leicester is being planned to provide alternative services to Manchester and Stockport .
Works programmeEarly 2003 Crewe-Kidsgrove electrified to provide a permanent new diversionary route. 2003/04 For two years starting January 2003 Euston-Watford will be closed on Saturday nights. An alternative service will run on the parallel "DC" lines, continuing to Milton Keynes , operated by dual voltage Class 313 EMUs. Summer Timetable 2003 Colwich Junction-Cheadle Hulme via Macclesfield and Stoke closed. All services through Stoke replaced by buses but Central Trains services from Derby will; be able to terminate at Stoke. Works planned during blockade include: 32 miles of track renewal Macclesfield area resignalling Switch & crossing renewals slab tracking in tunnels extensive overhead line renewal
August Bank Holiday 2003 In place of the planned 18 weekend blockades, as this year, Hemel Hempstead-Bletchley will be closed for nine days including two weekends. In addition to bus replacement, there will be alternative services via Midland Main Line, with coach links to Wellingborough. Birmingham services will also run from Paddington.
Winter 2003/4 Crewe-Cheadle Hulme closed every Saturday and Sunday from 27 September to 29 December, followed by a total blockade from 3 January to 22 May. Manchester-London/Manchester-Birmingham services on this route to run via Stoke and Macclesfield. Coach services to link open sections of railway. Works planned include: 40 miles of track renewals rebuilding of embankments affected by salt mining subsidence S&C Switch & crossing renewals extensive overhead line renewal Three of four tracks closed Crewe-Stafford. ‘Major business peak trains' using this route will operate normally. Off peak trains will operate via Kidsgrove. As routes are completed they will be delivered back to service fully upgraded In addition to these major blockades the SRA says that ‘throughout the period, a number of "conventional" weekend closures will also be necessary. |