COMMENT
Moreover, I do not understand why elec- trification of those last few miles would not make journey times quicker – if the Government used electric rather than bimodal trains (which have slower accel- eration/deceleration because they have to carry the weight of the diesel engines), even that short stretch could see up to a further ten minute saving.
The key to firming up the Valleys lines case is three-fold: economic success cannot occur without excellent connectivity; half the population of Wales lives within 20 miles of Cardiff. 100,000 employees commute now between neighbouring authorities and Cardiff and Newport – and Cardiff’s projected population growth over the next 20 years is 42%, which cannot be housed within the ex- isting city boundaries; to achieve clean, sustainable economic growth there must be a drastic reduction in commuter car journeys, only achiev- able with an excellent public transport service.
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On GWML electrification to Cardiff, a key question to resolve is keeping disruption to a minimum while construction is un- derway. For instance, what alternative is
“Unless they have found some genuinely new
data which makes the extension to Swansea uneconomic, it seems churlish to leave them out in the cold for the sake of £140m.”
envisioned while work is ongoing in the Severn Tunnel? Currently it takes three hours to travel the 200 miles Swansea to London. In France, it takes three hours to travel 400 miles between Paris and Marseille. And when the tunnel is closed, we suffer the delights of taking four hours as we wind our way through leafy English countryside.
That would be unacceptable during busy weekdays. One suggestion is for the Kemble to South Wales route to be up- graded, which would of course be of long- term benefit to Gloucestershire also.
The devil as always is in the detail, but since Network Rail will provide trackside and overhead infrastructure to support a top speed of 140mph, it is to be hoped the ‘significantly lower cost’ diesel-electric multiple unit with five (or 5x2) carriages
(similar to the Adelante / Voyager / 175) with under-floor engines will be capable of reaching 140mph. We’ll be keeping an eye on the final specification.
As for the long-term campaign for high- speed rail, we are already working on putting the building blocks in place; re- searching the environmental, regenera- tion, skills and business benefits, the fund- ing required and how it can be achieved (using the Crossrail model), expanding business involvement in and support for the Great Western Partnership – support we used to great effect in securing Mr Hammond’s commitment to electrifica- tion to Cardiff.
And since high-speed is going to be a long campaign, we’ll be pushing for some fur- ther medium-term gains like peak time express trains from South Wales to London – which will help to build passen- ger numbers, which in turn helps the HSR business case.
Dr Elizabeth Haywood
TELL US WHAT YOU THINK Email: opinion@railtechnologymagazine
High-Speed Rail: The True Cost? T
he activities of Ernest Marples, blamed on Richard Beeching, give
reason for the railway industry to ques- tion the current government’s interest in high-speed rail. Are we really to believe the Government is interested in developing public transport, or is the reason for gov- ernment support purely economic?
The development of houses and towns along the route of the Metropolitan railway is a well-known example of the theory that areas ‘develop’ in the wake of railway lines. A new high-speed railway line will not only create jobs for those who build and operate it, but also for millions more who provide houses, food and services. This is a power- ful motivation for a government to support the proposal, especially in a time of ‘eco- nomic crisis’. Attractive to today’s politi- cians, short-term gain is only part of the story, which pales into insignificance when compared to the long-term costs.
Sadly, it is almost impossible to scientifi- cally study such long-term costs until they
24 | rail technology magazine Feb/Mar 11
happen. By then, the damage is done. How many of today’s social and other problems have their roots in the creation of the mo- torway network, and the destruction of Britain’s railway lines, which enabled its construction?
In fairness, the introduction of the High Speed Train may have also contributed to Britain’s problems. Enabling people to work greater distances from their homes extends working hours. Increased working hours means less time spent with family and friends. This causes conflict between partners and leads to the destruction of the family unit and the local community.
Without a family or community to care for, how many seek solace in drink and other drugs? How many express their anger by damaging property or attacking those they consider responsible for their plight?
One or more such actions bring an end to employment. Lack of honestly-earned in- come forces the victim to steal and traps
The potential benefits of high-speed rail are well-known, but could there be hidden downsides for family life?Martin Wooff, West Yorkshire secretary of the Permanent Way Institution, makes his case.
the victim in a downward spiral of impris- onment, stealing and loss of self-esteem. Add misguided revenge, retaliation, ret- ribution, and the result is damage to the health of not just one victim, but to family, friends and colleagues.
The evidence exists in the many national statistics, but which government depart- ment is prepared to provide access to it and enable scientific study to confirm common knowledge? Thankfully, many excellent dramas are raising awareness of experi- ences, many of which are too painful to re- count by other means.
In summary, the cost of this modern plague to not just one, but several generations far outweighs the short-term benefit.
Can anyone claim that the ‘economic’ or ‘fi- nancial’ case for more motorways or high- speed railways exists?
TELL US WHAT YOU THINK Email: opinion@railtechnologymagazine
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