What rolling stock?

One of the great unanswered questions concerning HS2 is what kind of rolling stock will run on it? British rolling stock is lower and narrower than standard continental stock. And standard continental stock is too tall and wide to run on existing railways in Britain. Will there be a small fleet of continental-sized stock that will be confined to the new lines? And will it be necessary to build a special, and therefore expensive, fleet of British-sized high speed trains that can run on existing routes?

This raises yet another question. Continental stock actually varies in size from one country to another. Scandinavian trains are wider than those anywhere else, which makes for added comfort, or alternatively, more seats can be fitted into the carriages. And would also be possible to build the line large enough to accommodate double-deck trains that did not have low curved ceilings like those in most of Europe apart from Finland, where the gauge is slightly wider. (1525 mm instead of 1435 mm). I cannot find any discussion of this issue.

Project gathers momentum

As the project gathers momentum, it will become increasingly unstoppable. That a good case has been made to show that the economics of the project are based on dubious assumptions seems to cut no ice with the politicians.

The HS2 Action Alliance

The principal focus for opposition to HS2 is the HS2 Action Alliance (see link on right). Naturally, the opposition has arisen amongst those who stand to be worst affected, which is people in the areas of the Chilterns through which the line passes. However, having a vested interest in something does not invalidate an argument. The more the economic case is considered, the worse it seems. One wonders why HS2 has survived the cuts.

Selective door operation

An effective standard system of Selective Door Operation (SDO) must be one of the keys to increasing capacity on the railways. The lengthening of station platforms to accommodate longer trains can be prohibitively expensive at some locations and is unnecessary at others.

The solution is to fit every door on every train with a detector linked in to the door-actuating circuit, to prevent it from being opened unless there is a station platform alongside. It might take the form of a light and photocell on the train, with the face of the platform being fitted with a strip of reflective material like that on car number plates. Or it could use some kind of sonic or infra-red device - the principle is the same. In the long run this would be a good investment as all trains could stop at all stations. It would be fail-safe, automatic and do away with the complexities of GPS location finding, which requires the train to "know" where it is.

Alternatives to HS2 - official

Last year, the Department for Transport commissioned consultants W S Atkins to consider alternatives to HS2. Referred to as the High Speed 2 Strategic Alternatives Study, it comprises four separate reports. It looks at a range of road and rail interventions between London and the West Midlands, which could effectively increase passenger capacity in line with forecast demand. The documents are available for downloading here.

The Rail Interventions Report concentrates on upgrades to the West Coast Main Line and the Chilterns route to Birmingham and in case of the latter, an interesting list of interventions are postulated. Amongst the options discussed is the possibility of running much longer trains on the WCML. But this is dismissed in the following sentence:

"However, operating a fleet of 400 metre would require platforms at every station served by WCML “fast” services to be lengthened. Selective Door Opening (“SDO”) is unlikely to prove acceptable or workable."

This curt dismissal of a major policy option is strange because what is called for is better SDO systm. Probably this would incorporate a detector system linked into the door opening mechanism. Such a device could be fitted to every door on the train, to ensure that the door could not be opened unless there was a platform alongside. Obviously it would take quite a lot of development work but calls for nothing that existing technology could not solve.

The report dealing with rail interventions mentions in passing that "HS2 Ltd have been tasked by DfT to test the cost and capacity of an entirely new conventional route between London – West Midlands ." I would like to get a look at that report.

External costs of road use

I came across this in the Guardian's Comments is Free

The annual external costs of road use in the UK have been estimated as follows...

• Air pollution £19.7 bn
• Congestion £17.5 bn
  
• Accidents £9.4 bn
  
• Noise £2.6 bn
  
• Road damage £1.5 bn
  
• Climate change 0.1 bn
  
• (Road building not included)
• Total £50.8 bn.

This contrasts with the revenues obtained by the exchequer from motorists via fuel taxes and duty (Fuel tax: £12.5 bn, Excise duty: £3.6 bn; Total: £16.1 bn)

Thus motorists are being subsidised by an amount three times larger than the taxes and duty they pay.

http://www.basden.demon.co.uk/G/facts/road.costs.html

The fate of the BREL International train

Experimental train 1986, originally uploaded by seadipper.

This experimental train built in 1986 was one of the more attractive products of British Rail Engineering Ltd. It was eventually sold to the Irish railways and re-gauged.

Most of the vehicles were scrapped in 2009. A couple were brought back to the UK and used for bombing practice. Nice to know that a proper value was put on these assets.