Mature and robust approach with a sincere and genuine tone. How refreshing... demonstrating what professionalism in journalism means. Thank you gentlemen.
Respect to Richard for a well-informed piece about HS2a. Your handle on the money and earnings that the line and will need and generate was very positive. Mr Gilligan, is it the same man implicated in something to do with writing a newspaper piece about WMD and the demise of a civil servant? Lazy journalism by the BBC. Could Green signals not generate a programme to support HS2a to a television company. Might need a title that avoids the toxicity of HS2. Perhaps taged on to rail 200. Well, done guys, keep up the good, interesting, evenhanded and positive reporting.
Congratulations on a great episode gentlemen, especially Richards deep dive into the numbers concerning HS2. I ashamedly admit I was a nieve objector, relying on mainstream media headlines and sound bites, and as a result built up a negative train of thought , but since listening to these episodes concerning HS2 and being more reliably informed of its benefits vs costs, I would now consider myswelf to be a suporter of such. This is all down to your unbiase and thorough reporting as well as your in depth knowledge of how the railway could and should be run. I look forward to the next episode.
Nigel, you hit the nail on the head when you talked about the management of risk through change. This was what caused Hatfield and Potter's Bar. Many people especially the unions blamed these on "Tory privatisation", but the issue on the ground was that when the work was moved to contractors, there was insufficient oversight and regulation of untrained and inexperienced companies and people doing safety critical work. This is obviously not an inherent fault of privatisation as such, because the aviation industry is highly privatised with contractors and maintenance engineers and they operate safely. It seems to me that the rail safety regulators did not recognise the need for a changed regulatory system that would be fit for purpose, and fell down seriously on their job. I find it frustrating that the safety regulator was never held accountable for their failure in this - fines and sanctions were handed out to the contractors, but the regulators as always held themselves above blame. Who polices the policeman?
Just stumbled across this channel! I remember watching Nigel Harris in “Story Of Steam” documentary many years ago! So glad to see you doing regular content now Nigel! Subscribed and all the best!
CRM in the aviation world was born from the bad old days when airliner captains were autocratic kings and the FO and FE were his serfs. That set up played a major role in many aircraft accidents. CRM changed all that to the crew (only a captain and FO now in flight deck, but including the cabin crew) working as a team with the captain being the team leader and everyone contributing and FOs not afraid to question the captain's actions if they think so doing will contribute. My experience of some heritage steam lines (by no means all) leads me to believe that the concept of CRM has barely touched them. Yet. Vince Chadwick
Loved the story about the persistent Surrey squirrels! Several times I have been joined on the Circle line at Edgware Rd by itinerant pigeons, who have accompanied me for a station or two. Very calm passengers though; clearly much better behaved!
Great set of interviews this week, good to see the safety emphasis being maintained. Also great debunking of Andrew Giligan who really needs greater understanding of the network before giving his views. The BBC doc was limited in focus just seemed to be about a certain set of numbers without any greater context. Expecting these numbers to be deemed bad regardless of the greater project scope. I love the HS2 channel videos which really show where the money goes, even if some things still seem over engineered.
Another great episode and I’ve been sufficiently challenged by your quiz question that I may have a go! Keep up the good work and thanks also from a Yorkshireman for your Lancastrian praise for the KWVR!!
Brilliant work of the HS2 cost/GDP £ numbers by Richard, it really puts the whole scheme into context when you think of that vs the likely 100 yr+ usage and payback 👍🏻
Thinking about both the (loack of) control of HS2 and the Panorama programme, i remember that before the recent election there was only one engineer in the whole House of Commons. This is not a party-political point, more of an indictment of the fact that projects of all sorts are being controlled by people who don't understand them. Journalism is similar; I'd bet there was nobody on the Panorama production team who had the knowledge to question the statements that were made by anyone with such apparent self-confidence. Contrast this with the RAIB, who clearly understood the question, and could therefore answer it clearly.
@@hectorthorverton4920 there was no lack of control, quite the opposite, over control and too much government interference led to constant change and over the top contracts which is why costs increased. Everything was managed from a political perspective not an engineering one
Do you mean changes to spec because of the consultation process? If so, that isn't political interference, it's the planning process, and affects road building etc. I suspect DfT only showed concern with what HS2 was doing, and sought information/change was when a lack of project progress was perceived and/or increase in cost. Otherwise please enlighten us
@@JudgeGeneHunt That was precisely my point, though perhaps I didn't express it well enough. I was trying to highlight the complete lack of engineering expertise at the places where decisions were being made.
First a big thanks to you both for such excellent in depth discussion on all matters railway. I came across your channel just a couple of months ago, and it's so interesting. I'd like to comment on your discussion about Euston and crowd stampedes. It's not just a Euston problem. I regularly use Glasgow Central station (Scotland's busiest), and I believe the problem is largely due to very late platform annoucements indicating train departures. Most often plaforms are announced with only 5 minutes to go till departure of local trains. Back in the day in my youth, this was not the case, and platforms were indicated much earlier. Also the train indicator boards now in use are in my opinion pretty rubbish and need to be much larger and more visible. Glasgow Central did recently change the lettering colour from orange to white which has helped with clarity. What are your thoughts on the lateness of platform announcements and why is this sytemic? Keep up the good work. Roger
It’s a very good point re the lateness of announcements. Honestly, not sure why it is a problem there days - but we are planning a feature on it as soon as we can…..
WCR has to be careful as LSL has already parked their tank (Blue Pullman train) on its lawn (in the sidings) at Fort William. LSL would be only too pleased to eat WCR's lunch (run steam trains).
Considering that they've managed to get a 5 year track access deal to operate steam trains daily over the Jacobite line which expires in 2029 then surely they can also focus on fitting CDL to their coaches. It's putting people off travelling on-board steam tours if the coaches are the later style MK2's, I strongly dislike these modern MK2 coaches as now that droplight filming aswell as being near them is banned I want to be able to hear the steam loco at work and it's even nice to have small bits of cinder land through the window onto the tables or compartment. With these modern MK2's you don't get either of these and when I travelled behind 34067 Tangmere I couldn't hear the loco at all, not even the whistle.
I really do enjoy your podcasts. It's refreshing that special interest interference groups and individuals do not have an exclusive hold on progress in my country but flourish the world over. Also, where else can one learn of the exploits of dissident squirrels?.
That's very kind. And agree, we must be constantly alert for the activities of dissident squirrels, activist pigeons and any manner of subversive flora and fauna. Don't get us started on buddleia for example.....!
@@GreenSignals I think you started yourselfs on Buddleia. However, I could go on at length about the evils of Scotch Broom that infests most of British Columbia (Grrrrrrrr)
The PWI has just uploaded an excellent video on TH-cam about the (so far) missed opportunity for rail freight through the Chunnel. It's great this story has at least some limited coverage now but I recon everyone needs to know about it, not just us rail fans. To me it's a complete no brainer, spend 50 million EUR upgrading the 2 rail routes up to London to W12 Gauge. That's all that's needed. Opperation Brock (when there's delays at Dover Port) apparently costs five times that per day!
A couple of points after another interesting show. Rail safety authorities (especially NR) need to remember that there are other transport modes, specifically the private car, available to potential rail users. Thus, any decision to halt services due to a forecast of extreme weather should only happen if there is a wider 'do not travel' message affecting roads and domestic flights. By all means only run a skeletal service at reduced speed, and with maximum resilience (eg diesel operations under wires), but don't just 'shut up shop' and force people onto unsafe roads, especially in extreme weather. Meanwhile, the recent chaos at Euston was apparently partly due to a single trespasser... Can't trains proceed at caution, as they always used to? On HS2, I think we need to be open to the idea that delivery of the project has not always reflected the huge salaries paid to those at the top. (To say the least!) The £2bn apparently wasted on inflated land acquisition costs is a *huge* sum of taxpayers' money, and senior management at HS2 should be held accountable. Yes, some of the (massive!) cost increases and slipped timeframes (a decade, by the time Ph2 was binned) are attributable to adapting to consultation findings. But let's not forget, HS2 was once quite a popular idea, but poor/complacent project management/delivery allowed public support to ebb away to virtually zero, allowing Sunak to pull the plug on Ph2. What is the basis of the suggestion that SKS may support the Two Mayors plan?...
The Mark 1 door issue is straining gnats while swallowing the 800 series camel. There is often a hell of a gap between platforms and the 800 series doorways. You can only get half your foot on the step board and the handrails are badly placed. How many trip and fall injuries have occurred to passengers boarding and alighting from these trains? There are a handful of Mark 1 vehicles but most of the inter city fleet are the 800 series.
HS2 trains to Manchester: I confess to not following the finer details of the “Two Mayors” report but nowhere have I seen or heard any suggestion of reconfiguring the proposed 200m length trains to a longer lengths for the London to Manchester HS2 services. A change in train length thinking (with associate depot redesign) could surely yield overall savings yet preserve capacity to Manchester by any route option. (Paul Godwin - former LUL Engineer)
The problem then Paul is that you can't join two together as is planned for HS2 Phase 1. It's really important maximum operational flexibility is maintained. It is why Chris Gibb's idea of using re-geared Pendolino's in the period 2030 - 2042 is worthy of serious consideration (they are 266m long) and we will be covering Chris's updated proposals on the show very soon.
@@GreenSignals Thank you for your very prompt reply. I forgot, in my first comment to say how Green Signals has revolutionised my absorption of rail News! A great show I look forward to weekly. On the topic I raised, I realise the loss of flexibility for train operations but somewhere, somehow, a compromise will inevitably be struck. The actual trains are yet to be built so alterations on their consist could, presumably, be straight forward. Changes in train planning, use and operation, such as Chris Gibb has proposed, rather than more than procrastinating about expensive new infrastructure might just deliver decent capacity improvements in the short term pending a long term full solution. I look forward to Chris’s update.
Great episode once again. Although huge government (i.e. tax-payer) expenditure for seemingly not much is normally greeted with dismay, I have to agree with you guys that infrastructure costs, no matter what the cost, is soon forgotten and it’s not long before people wonder how they managed before that infrastructure was built. My usual comparative method for such gargantuan sums is to point out the failed NHS Patient Records IT project cost us tax-payers £11 billion… that’s £11,000,000,000 for those with sideways smart phones. Anyway, great news re the Alston Derby Rail 200 open days, fingers crossed they don’t opt for dynamic pricing for the tickets! Would be great if you did a live show there although in my mind I’ve got the idea of a 1980’s Radio One Roadshow! How’s Richard’s DJ skills?
Kind of a daft thought but if most of the HS2/NPR route is going to be new construction, why not look in to increasing the loading gauge slightly for that route and using double deck/Dosto vehicles? It would increase capacity but still fit the shorter platform length.
HS2 was specified for continental gauge trains, therefore TGV double deck trains would be able to run on the new lines; the two mayors proposal is to not build Handsacre to NPR to the bigger loading gauge.
The Euston scenario badly needs a Transport Select Committee Safety Enquiry. At least three close shaves on the scale of a Tenerife Airport disaster and everyone bucking accountability. Where were the BTP? Just like at Manchester Arena, there should have been operational process’s in place to intervene before the situation became critical. The new head of the Railway Inspectorate came across like Eric Pickles did at the Grenfell Tower enquiry. Furthermore wasn’t a previous guest of yours, a Minister, responsible for the ‘compliant’ process which once again failed? Step 1 should be to install Tube style Oyster card gates at every entrance which come into temporary action when the concourse fills up. Station closed or a ‘no rail ticket valid for the next half hour, no entry’ allowed outcome. 😎😇
Immediate plans need to be drawn up to remove some retail outlets at Euston to open the station up and of course, to advertise trains earlier where possible.
Would love more detail about the issues in the Two Mayor Report - particularly around how slab track and continental loading gauge are justified investments. As a relatively experienced engineer, my instinct is that the cost of changing this project for any reason and to any extent will eclipse any savings that could be made.
Agreed that it will be interesting to see more detailed costings in due course, but also interesting that the Two Mayors report has left the door ajar on sticking with slab track, quite possibly for the reason you suggest - changing at this stage makes no sense.
I am so grateful for you passing on my comment last episode about CRM. However, their response made me feel the need to defend my original (4am) comment. It was not to suggest that we blame a person for action or inaction, but examine on a general level the implicit decision making and ambiguity that can make someone stall or completely fail to make a judgement on what to do or say in a time critical situation. In this case, if you are (hypothetically) responsible for a vehicle and in the course of your duties of safety operating the vehicle your need to confront your employer (potentially inviting a conflict of interest), there is a lot to consider. The purpose of CRM is to make that kind of decision making a reflex and empower those responsible for a vehicle in those situations. I’m willing to bet that there’s no standard training (NTS is not a substitute), yet there could be, and making industry wide recommendations like that is well within their remit. My qualification is as an engineering ethicist. Thank you again for such a brilliant podcast.
WCR need to sort out the MK1 coaches issue as theres been reports of people fainting inside those MK2 coaches. I used to support WCR but that has now long since gone considering how much trouble has been going on with them, SPAD with the Jacobites (mainly down to the muppet that was driving either 45212 or 45407 that day), not fitting CDL, purchasing coffin MK2's and then going back nearly 10 years the Wootton Bassett SPAD incident. They need to lie down on their bed of nails and accept that they need to buck up their ideas or be struck off completely, fit CDL to their coaches aswell as fit an acceptable window bar design on their droplight windows (VT's design being the one to go for NOT that crap one that LSL uses). Either fit CDL to the MK1 coaches OR fit the insides of the MK2 coaches with the same style of windows that the MK1's and early MK2's have. Travelling in modern MK2's on steam tours just isn't right so just fit the f**king MK1 coaches with CDL, I mean HOW HARD CAN IT BE.
A very interesting interview with Richard Hines however I have two questions about the safety of our railways one is why they should disband the yellow front ends of our trains which I feel will hinder visibility of trains for track workers and the second question is about the mark one central door locking What about the Belmont Pullman (formerly VSOE) coaches? Are these exempted or have they already been modified? Thank you again for a fantastic show. Keep up the great work guys. 👍😎
Getting rid of yellow ends won't hinder visibility because you can only get rid of them on trains whose headlights meet certain (EXTREMELY bright!) standards - even in bright sunlight, you'll see the light far more easily than the yellow end.
It’s über-nerdy but I’ve really come to enjoy as well as admire the expertise of Richard Bowker & Nigel Harris’s Green Signals podcast but this week’s highlight is William Barter expertly debunking Andrew Gilligan’s X & Panorama criticisms of WM-NW Link / Two Mayors’ Plan / the original HS2 Phases 2a &b & the 2 hosts’ subsequent banter putting a much more realistic perspective on the relatively modest cost than Panorama’s hyperbole
Excellent program my thanks for the interesting and informative content. Do you think the Keighley and Worth bridge team could finish the Oxford station bridge that so far has taken about 18 months and still counting.
The Jacobite is a main line service and covered by the same rules as everyone else. The problems is they don’t charge Belmond prices and are not generating the revenue needed to fund the work.
Another great episode - well done to the three of you. Re the report by Andrew Gilligan and the "Policy Exchange". Based on evidence from elsewhere e.g. the campaign group Led by Donkeys et al, I would handle any such comments or reports from this organisation at arms length. They are one of the "think tanks" based at 55 Tufton Street in London (inc Restore Trust, Taxpayers Alliance, Institute for Economic Affairs and Vote Leave). Their main claim to fame is their believed involvement in the Liz Truss / Kwasi Kwartening minibudget which crashed the economy and increased everyone's mortgage payments. As they don't declare the funding publicly, it is believed that they are funded by amongst others, US based climate change deniers and supporters of ongoing usage of fossil fuels - which therefore gives an indication of why they'd be in favour of cancelling HS2. Hence why these reports should be handled with a pinch of salt and at arms length. Keep up the great work.
Richard Hines was NOT straightforward about the crowding at Euston - the story he told was of a tick box exercise which Nigel, rightly, implied had not lead to any meaningful change. This was confirmed by subsequent events at Euston!
Euston simply isn’t fit for purpose but the way Network Rail are handling the overcrowding doesn’t seem to be helping to improve it. Replacing the passenger information screens with a giant advertising hoarding doesn’t appear either customer friendly or in the interests of customer well-being. At busy times the station doesn’t feel particularly safe and the scrum like conditions created by announcing train platforming so late doesn’t appear to be in passenger or safety interests either. Was any of this addressed by the RAIB?
@@andrewhotston983perhaps it’s because they don’t actually know what to do to make it safer. I don’t think you would find this sort of mad dash that you see at Euston at an airport. People would be required to queue. But this would delay departures and mean less of them.
I'll be sure to to listen to the whole interview. But how could you possibly say he was clear about the Euston thing? At least in the section played here, he couldnt give a single example of something that has actually changed. Seems the only thing they did was remind themselves of their obligations. Honestly this is starting to border on client journalism.
Surprised West Coast Railways not woke up yet and fitted the CDL. At the moment it appears running Mk2 to carry the passengers but need the Mk1 as the Mk2 have no dynamo on them to generate any electricity which needed for the Mk2. Seen a few reviews of runs on The Jacobite basically saying don’t travel on it as well so passengers getting fed up with it. Suspect other operators with coaches already fitted with CDL would be more then happy to take over the Jacobite running from West Coast if they don’t get on and get sorted
I’m with Nigel. I was fuming watching the BBC Panorama programme. I once respected the integrity and professionalism of BBC journalism. Click bait journalism seems to be the norm now. What happened to Educate, Inform and Entertain?
42:38 Nigel drinking what looks like Champaign out of a pint glass showing he's classy but down with the people 😂😂.. FYI i know its lime cordial I'm making a joke 😂
So, hopefully, the stampede for long distance trains from Euston will no longer happen? But how? Will the trains no longer be from extreme ends of the station through the choke points and will passengers be given more than 5 minutes to board?
It was not explained why 400m metre trains could run from Handsacre via Stafford and Crewe to the NPR at Warrington, but not via Stoke or Crewe to Manchester! Short platforms at intermediate stations exist everywhere on the network - it's a bogus excuse.
Manchester-London HS2 trains would be expected to stop at Stockport, Wilmslow, Macclesfield and Stoke-on-Trent. Ignoring the issue of passengers being in the wrong part of the train, which is potentially manageable, 400 mt trains would sit across junctions at Stockport (up and down) and Wilmslow (down); Stockport is particularly critical because there would be three trains per hour in each direction, and therefore the junctions would be blocked for something like 15 minutes per hour in each direction - three minutes for the station stop and two minutes for deceleration/acceleration.
@@andrewhotston983 If Phase 2 was built, then trains would stop at Manchester Airport to serve Wilmslow's current catchment area, and Stockport, Macclesfield and Stoke would be served by classic line trains for which there is no capacity without phase 2. So the 400mt trains would have to stop at Stockport and Wilmslow pre Phase 2.
@@stuart48br There's going to have to be a compromise, then, isn't there! A few 400m long non-stop trains, mixed in with the classic trains, just like would have had to happen in the time between the completion of Phases 1 and 2! All these arguments are simply train enthusiasts sulking because they won't be getting part of their expensive new train set - it's pathetic.
It is a delicious irony that a transport infrastructure chief adviser at a think tank's plan for 400m trains to stop at Stockport which will not work, hasn't been though.
Does he have a railway background ? No ! Health and safety is very important but on occasion has hindered the railway massively , you can not take away all risk only manage it to a lower risk but then other matters are completely overlooked , I can list stations where there’s a desperate need for health and safety intervention
And ALARP (As low as reasonably practicable) is both enshrined in Health & Safety law and central to the ORR's approach. Really doesn't matter whether he has a railway background. One of the best safety leaders I ever met on the railway was Len Porter of RSSB - and he had no railway background at all.
I assume the Andrew Gillingham at the centre of the HS2 cancellation decision is the AG that used to work for the BBC and was embroiled in the "sexed up" Iraq WMD dossier back in the days of the Blair government? If so, what's he doing anywhere near this subject??
He is indeed, he was sacked by the BBC because his evidence to the Levenson Inquiry was considered unreliable. The Telegraph had to issue corrections and apologies and pay compensation over two articles he wrote for them. I was aghast when I learnt he is a government advisor and advised Sunak on the cancellation of HS2a & b. Clearly Sunak had made his mind up and wanted someone to agree with him.
Hs2 is necessary. The issue is the huge cost as its been over engineered. The new proposals seem more sensible and tens of billions could have saved on phase 1 applying the same principles.
In an ideal world HS2 woould be built to Manchester But coud the cost of building it be jusrified verses the time saved on journey times if HS2 trains were able to tilt from the junctiin with the classic WCML 400 metre trains could still bw possible but,syation infrastructures could be changed And eventuality that would have needed doing even WITHOUT HS2
All west coast needed to do was use mark 2s like everyone else rather than argue. It's not a good look. Many main line certified steam locos are dual braked these days.
I will back anybody whos doing good but getting screwed over. Thats why ill back gareth so much. But i trully believe he should sue anyone thats going around spreading lies, as it can and will damage his reputation
HS2s processess, governance and management processes are too complex, procurements that should take months take years and involve too many people, too many checks and balances and too much DFT/government interference. As well as too many changes.
@@gordondudman240 There is now much evidence that Euston is unsafe, and that the ORR's relationship with Network Rail is corrupt, ineffectual and dangerous to the travelling public. See today's Sunday Times for further details.
You could, one supposes, run HS2 400M trains from Handsacre via Crewe or Stoke to Piccadilly NPR, provided they run non stop. But it would be a bit daft to do so. Vince Chadwick
@@nigelgilesD401 I would have thought the station throat at Picc, when / if NPR lines reach it, would allow an interchange of traffic between the classic lines and NPR.
@@andrewhotston983 True. But the HS2 trains will be Berne gauge so classic line running not possible. The HS2 trains that are capable of UK gauge running could do MAN via Crewe or Stoke, but how many of those will there be? Will Berne gauge trains only run Aston to Acton? The compromises and lack of capability to exploit the investment in HS2 due Sunak are endless!
@@gzk6nk I thought the idea of a fleet of trains that could only run on HS2 had been scrapped ages ago? Even if Phase 2 hadn't been cancelled, such trains would have been confined to Euston -Curzon St until Phase 2 was ready.
I see in the last 2 episodes they havnt apologised to Gareth Dennis for spreading miss information about his situation. Last week they should have apologised as that episode was filmed after Gareth Dennis did his podcast. He mentioned on thier that this channel was spreading lies and miss Information
Sorry, but to my mind there is nothing to apologise for. The team diagnosed and then examined the underlying issues and reported 9m them in a pretty even-handed way. I believe Gareth has been badly treated by his employer and I’m sure there are a number of well qualified professionals quite able to give him advice on using employment law.
If these 2 cant be bothered to apologise to Gareth then nothing that is said on this channel can be trusted. Gareth went through everything in fine detail, but these 2 stuck thier ores in and spread lies. The BBC do that, so do these guys to I guess
It is pure conjecture that HS2 will prove to be an asset that generates ANY wealth and economic growth. It's not "context" to claim imaginary things, and it's certainly not good journalism.
Top show chap,s. Did the French have to extend platforms at say Gare du Nord, to accommodate TGV,s? Why can,t they run HS2 train,s to Birmingham then split the set into 2, 200 metre trains, one following the other at a safe distance?
Mature and robust approach with a sincere and genuine tone. How refreshing... demonstrating what professionalism in journalism means. Thank you gentlemen.
Respect to Richard for a well-informed piece about HS2a. Your handle on the money and earnings that the line and will need and generate was very positive.
Mr Gilligan, is it the same man implicated in something to do with writing a newspaper piece about WMD and the demise of a civil servant?
Lazy journalism by the BBC. Could Green signals not generate a programme to support HS2a to a television company. Might need a title that avoids the toxicity of HS2. Perhaps taged on to rail 200.
Well, done guys, keep up the good, interesting, evenhanded and positive reporting.
Congratulations on a great episode gentlemen, especially Richards deep dive into the numbers concerning HS2. I ashamedly admit I was a nieve objector, relying on mainstream media headlines and sound bites, and as a result built up a negative train of thought , but since listening to these episodes concerning HS2 and being more reliably informed of its benefits vs costs, I would now consider myswelf to be a suporter of such. This is all down to your unbiase and thorough reporting as well as your in depth knowledge of how the railway could and should be run. I look forward to the next episode.
That's incredibly kind of you to say, Paul. Thanks - and really glad you enjoy the shows! Richard
Nigel, you hit the nail on the head when you talked about the management of risk through change. This was what caused Hatfield and Potter's Bar. Many people especially the unions blamed these on "Tory privatisation", but the issue on the ground was that when the work was moved to contractors, there was insufficient oversight and regulation of untrained and inexperienced companies and people doing safety critical work. This is obviously not an inherent fault of privatisation as such, because the aviation industry is highly privatised with contractors and maintenance engineers and they operate safely. It seems to me that the rail safety regulators did not recognise the need for a changed regulatory system that would be fit for purpose, and fell down seriously on their job. I find it frustrating that the safety regulator was never held accountable for their failure in this - fines and sanctions were handed out to the contractors, but the regulators as always held themselves above blame. Who polices the policeman?
Thanks! Another great show!
Thanks Richard. Really appreciate it!
My wife used to work for Tony Marchington. For this and many other reasons, the Scotsman is in my DNA.
Thanks Guy
Well done really enjoy pod cast
You're most welcome. Thank you!
Just stumbled across this channel!
I remember watching Nigel Harris in “Story Of Steam” documentary many years ago! So glad to see you doing regular content now Nigel! Subscribed and all the best!
CRM in the aviation world was born from the bad old days when airliner captains were autocratic kings and the FO and FE were his serfs. That set up played a major role in many aircraft accidents.
CRM changed all that to the crew (only a captain and FO now in flight deck, but including the cabin crew) working as a team with the captain being the team leader and everyone contributing and FOs not afraid to question the captain's actions if they think so doing will contribute.
My experience of some heritage steam lines (by no means all) leads me to believe that the concept of CRM has barely touched them. Yet.
Vince Chadwick
Loved the story about the persistent Surrey squirrels! Several times I have been joined on the Circle line at Edgware Rd by itinerant pigeons, who have accompanied me for a station or two. Very calm passengers though; clearly much better behaved!
Agreed - been joined by pigeons on that same line!
Great set of interviews this week, good to see the safety emphasis being maintained. Also great debunking of Andrew Giligan who really needs greater understanding of the network before giving his views.
The BBC doc was limited in focus just seemed to be about a certain set of numbers without any greater context. Expecting these numbers to be deemed bad regardless of the greater project scope. I love the HS2 channel videos which really show where the money goes, even if some things still seem over engineered.
Another great episode and I’ve been sufficiently challenged by your quiz question that I may have a go! Keep up the good work and thanks also from a Yorkshireman for your Lancastrian praise for the KWVR!!
Brilliant work of the HS2 cost/GDP £ numbers by Richard, it really puts the whole scheme into context when you think of that vs the likely 100 yr+ usage and payback 👍🏻
Don’t agree really ; think when you’re trying to justify multi billion overspends by relating to GDP you’ve kind of
Lost the argument tbh
Thinking about both the (loack of) control of HS2 and the Panorama programme, i remember that before the recent election there was only one engineer in the whole House of Commons. This is not a party-political point, more of an indictment of the fact that projects of all sorts are being controlled by people who don't understand them. Journalism is similar; I'd bet there was nobody on the Panorama production team who had the knowledge to question the statements that were made by anyone with such apparent self-confidence. Contrast this with the RAIB, who clearly understood the question, and could therefore answer it clearly.
@@hectorthorverton4920 there was no lack of control, quite the opposite, over control and too much government interference led to constant change and over the top contracts which is why costs increased. Everything was managed from a political perspective not an engineering one
Do you mean changes to spec because of the consultation process? If so, that isn't political interference, it's the planning process, and affects road building etc. I suspect DfT only showed concern with what HS2 was doing, and sought information/change was when a lack of project progress was perceived and/or increase in cost. Otherwise please enlighten us
@@jimmillington8299 no changes to absolutely everything at government whim
@@JudgeGeneHunt That was precisely my point, though perhaps I didn't express it well enough. I was trying to highlight the complete lack of engineering expertise at the places where decisions were being made.
Thanks
Have you thought about speaking to BBC Newswatch about the Panorama programme?
Sadly, most journalists are humanities and arts majors, not STEM types.
First a big thanks to you both for such excellent in depth discussion on all matters railway. I came across your channel just a couple of months ago, and it's so interesting. I'd like to comment on your discussion about Euston and crowd stampedes. It's not just a Euston problem. I regularly use Glasgow Central station (Scotland's busiest), and I believe the problem is largely due to very late platform annoucements indicating train departures. Most often plaforms are announced with only 5 minutes to go till departure of local trains. Back in the day in my youth, this was not the case, and platforms were indicated much earlier. Also the train indicator boards now in use are in my opinion pretty rubbish and need to be much larger and more visible. Glasgow Central did recently change the lettering colour from orange to white which has helped with clarity. What are your thoughts on the lateness of platform announcements and why is this sytemic? Keep up the good work.
Roger
It’s a very good point re the lateness of announcements. Honestly, not sure why it is a problem there days - but we are planning a feature on it as soon as we can…..
WCR has to be careful as LSL has already parked their tank (Blue Pullman train) on its lawn (in the sidings) at Fort William. LSL would be only too pleased to eat WCR's lunch (run steam trains).
Considering that they've managed to get a 5 year track access deal to operate steam trains daily over the Jacobite line which expires in 2029 then surely they can also focus on fitting CDL to their coaches. It's putting people off travelling on-board steam tours if the coaches are the later style MK2's, I strongly dislike these modern MK2 coaches as now that droplight filming aswell as being near them is banned I want to be able to hear the steam loco at work and it's even nice to have small bits of cinder land through the window onto the tables or compartment. With these modern MK2's you don't get either of these and when I travelled behind 34067 Tangmere I couldn't hear the loco at all, not even the whistle.
Another great episode!!
Thanks very much, glad you enjoyed it!
I really do enjoy your podcasts. It's refreshing that special interest interference groups and individuals do not have an exclusive hold on progress in my country but flourish the world over. Also, where else can one learn of the exploits of dissident squirrels?.
That's very kind. And agree, we must be constantly alert for the activities of dissident squirrels, activist pigeons and any manner of subversive flora and fauna. Don't get us started on buddleia for example.....!
@@GreenSignals I think you started yourselfs on Buddleia. However, I could go on at length about the evils of Scotch Broom that infests most of British Columbia (Grrrrrrrr)
Euston - I use Euston weekly and its badly set out from a customer perspective, meet me there any Thursday at 3:30pm ish and Ill show you.
Heh, it was Nigel who introduced me to the phrase "JFDI" on the platform of Loughborough Central many years ago. Glad he's still keen on it! 🙂
I am Jon! Good to hear from you and hope all';s well in your world. They were good days, eh?
The PWI has just uploaded an excellent video on TH-cam about the (so far) missed opportunity for rail freight through the Chunnel. It's great this story has at least some limited coverage now but I recon everyone needs to know about it, not just us rail fans. To me it's a complete no brainer, spend 50 million EUR upgrading the 2 rail routes up to London to W12 Gauge. That's all that's needed. Opperation Brock (when there's delays at Dover Port) apparently costs five times that per day!
Thanks - we’re going to try and cover this at some point soon.
A couple of points after another interesting show.
Rail safety authorities (especially NR) need to remember that there are other transport modes, specifically the private car, available to potential rail users. Thus, any decision to halt services due to a forecast of extreme weather should only happen if there is a wider 'do not travel' message affecting roads and domestic flights. By all means only run a skeletal service at reduced speed, and with maximum resilience (eg diesel operations under wires), but don't just 'shut up shop' and force people onto unsafe roads, especially in extreme weather. Meanwhile, the recent chaos at Euston was apparently partly due to a single trespasser... Can't trains proceed at caution, as they always used to?
On HS2, I think we need to be open to the idea that delivery of the project has not always reflected the huge salaries paid to those at the top. (To say the least!) The £2bn apparently wasted on inflated land acquisition costs is a *huge* sum of taxpayers' money, and senior management at HS2 should be held accountable.
Yes, some of the (massive!) cost increases and slipped timeframes (a decade, by the time Ph2 was binned) are attributable to adapting to consultation findings. But let's not forget, HS2 was once quite a popular idea, but poor/complacent project management/delivery allowed public support to ebb away to virtually zero, allowing Sunak to pull the plug on Ph2.
What is the basis of the suggestion that SKS may support the Two Mayors plan?...
Enjoyed any guys from sunny ☀️ Marmaris 😊 My daughter is a PTP officer in Manchester and is always trying to stop cable theft 😫
The Mark 1 door issue is straining gnats while swallowing the 800 series camel. There is often a hell of a gap between platforms and the 800 series doorways. You can only get half your foot on the step board and the handrails are badly placed. How many trip and fall injuries have occurred to passengers boarding and alighting from these trains?
There are a handful of Mark 1 vehicles but most of the inter city fleet are the 800 series.
HS2 trains to Manchester: I confess to not following the finer details of the “Two Mayors” report but nowhere have I seen or heard any suggestion of reconfiguring the proposed 200m length trains to a longer lengths for the London to Manchester HS2 services. A change in train length thinking (with associate depot redesign) could surely yield overall savings yet preserve capacity to Manchester by any route option. (Paul Godwin - former LUL Engineer)
The problem then Paul is that you can't join two together as is planned for HS2 Phase 1. It's really important maximum operational flexibility is maintained. It is why Chris Gibb's idea of using re-geared Pendolino's in the period 2030 - 2042 is worthy of serious consideration (they are 266m long) and we will be covering Chris's updated proposals on the show very soon.
@@GreenSignals Thank you for your very prompt reply. I forgot, in my first comment to say how Green Signals has revolutionised my absorption of rail News! A great show I look forward to weekly.
On the topic I raised, I realise the loss of flexibility for train operations but somewhere, somehow, a compromise will inevitably be struck. The actual trains are yet to be built so alterations on their consist could, presumably, be straight forward. Changes in train planning, use and operation, such as Chris Gibb has proposed, rather than more than procrastinating about expensive new infrastructure might just deliver decent capacity improvements in the short term pending a long term full solution.
I look forward to Chris’s update.
Great episode once again. Although huge government (i.e. tax-payer) expenditure for seemingly not much is normally greeted with dismay, I have to agree with you guys that infrastructure costs, no matter what the cost, is soon forgotten and it’s not long before people wonder how they managed before that infrastructure was built. My usual comparative method for such gargantuan sums is to point out the failed NHS Patient Records IT project cost us tax-payers £11 billion… that’s £11,000,000,000 for those with sideways smart phones. Anyway, great news re the Alston Derby Rail 200 open days, fingers crossed they don’t opt for dynamic pricing for the tickets! Would be great if you did a live show there although in my mind I’ve got the idea of a 1980’s Radio One Roadshow! How’s Richard’s DJ skills?
Cheers, though I am sad to say my DJ skills are non existent so you will be spared that trauma!
Kind of a daft thought but if most of the HS2/NPR route is going to be new construction, why not look in to increasing the loading gauge slightly for that route and using double deck/Dosto vehicles? It would increase capacity but still fit the shorter platform length.
HS2 was specified for continental gauge trains, therefore TGV double deck trains would be able to run on the new lines; the two mayors proposal is to not build Handsacre to NPR to the bigger loading gauge.
The Euston scenario badly needs a Transport Select Committee Safety Enquiry. At least three close shaves on the scale of a Tenerife Airport disaster and everyone bucking accountability. Where were the BTP? Just like at Manchester Arena, there should have been operational process’s in place to intervene before the situation became critical.
The new head of the Railway Inspectorate came across like Eric Pickles did at the Grenfell Tower enquiry. Furthermore wasn’t a previous guest of yours, a Minister, responsible for the ‘compliant’ process which once again failed?
Step 1 should be to install Tube style Oyster card gates at every entrance which come into temporary action when the concourse fills up. Station closed or a ‘no rail ticket valid for the next half hour, no entry’ allowed outcome.
😎😇
Immediate plans need to be drawn up to remove some retail outlets at Euston to open the station up and of course, to advertise trains earlier where possible.
Would love more detail about the issues in the Two Mayor Report - particularly around how slab track and continental loading gauge are justified investments. As a relatively experienced engineer, my instinct is that the cost of changing this project for any reason and to any extent will eclipse any savings that could be made.
Agreed that it will be interesting to see more detailed costings in due course, but also interesting that the Two Mayors report has left the door ajar on sticking with slab track, quite possibly for the reason you suggest - changing at this stage makes no sense.
I am so grateful for you passing on my comment last episode about CRM. However, their response made me feel the need to defend my original (4am) comment. It was not to suggest that we blame a person for action or inaction, but examine on a general level the implicit decision making and ambiguity that can make someone stall or completely fail to make a judgement on what to do or say in a time critical situation. In this case, if you are (hypothetically) responsible for a vehicle and in the course of your duties of safety operating the vehicle your need to confront your employer (potentially inviting a conflict of interest), there is a lot to consider. The purpose of CRM is to make that kind of decision making a reflex and empower those responsible for a vehicle in those situations. I’m willing to bet that there’s no standard training (NTS is not a substitute), yet there could be, and making industry wide recommendations like that is well within their remit. My qualification is as an engineering ethicist. Thank you again for such a brilliant podcast.
I wish they would just get 2a built perhaps with changes around Crewe! I cannot believe anything else will be materially cheaper.
WCR need to sort out the MK1 coaches issue as theres been reports of people fainting inside those MK2 coaches. I used to support WCR but that has now long since gone considering how much trouble has been going on with them, SPAD with the Jacobites (mainly down to the muppet that was driving either 45212 or 45407 that day), not fitting CDL, purchasing coffin MK2's and then going back nearly 10 years the Wootton Bassett SPAD incident.
They need to lie down on their bed of nails and accept that they need to buck up their ideas or be struck off completely, fit CDL to their coaches aswell as fit an acceptable window bar design on their droplight windows (VT's design being the one to go for NOT that crap one that LSL uses). Either fit CDL to the MK1 coaches OR fit the insides of the MK2 coaches with the same style of windows that the MK1's and early MK2's have. Travelling in modern MK2's on steam tours just isn't right so just fit the f**king MK1 coaches with CDL, I mean HOW HARD CAN IT BE.
Thanks
Good show guys - and full agreement with Nigel’s comments about journalism.
Thanks very much Duncan!
A very interesting interview with Richard Hines however I have two questions about the safety of our railways one is why they should disband the yellow front ends of our trains which I feel will hinder visibility of trains for track workers and the second question is about the mark one central door locking What about the Belmont Pullman (formerly VSOE) coaches? Are these exempted or have they already been modified? Thank you again for a fantastic show. Keep up the great work guys. 👍😎
Getting rid of yellow ends won't hinder visibility because you can only get rid of them on trains whose headlights meet certain (EXTREMELY bright!) standards - even in bright sunlight, you'll see the light far more easily than the yellow end.
@@dkbmaestrorules
Which dazzle the drivers of oncoming trains
Hi from Glasgow have you got to be a Mamber to get interviews keep up the good work lads
Hi Cameron, no the full Richard Hines interview will be released next week to everyone regardless of whether you're a member of not 🙂
HI from Glasgow thanks for the info
It’s über-nerdy but I’ve really come to enjoy as well as admire the expertise of Richard Bowker & Nigel Harris’s Green Signals podcast but this week’s highlight is William Barter expertly debunking Andrew Gilligan’s X & Panorama criticisms of WM-NW Link / Two Mayors’ Plan / the original HS2 Phases 2a &b & the 2 hosts’ subsequent banter putting a much more realistic perspective on the relatively modest cost than Panorama’s hyperbole
Excellent program my thanks for the interesting and informative content.
Do you think the Keighley and Worth bridge team could finish the Oxford station bridge that so far has taken about 18 months and still counting.
Thanks!
Thanks Alan, really kind of you again!
The Jacobite is a main line service and covered by the same rules as everyone else.
The problems is they don’t charge Belmond prices and are not generating the revenue needed to fund the work.
Another great episode - well done to the three of you.
Re the report by Andrew Gilligan and the "Policy Exchange". Based on evidence from elsewhere e.g. the campaign group Led by Donkeys et al, I would handle any such comments or reports from this organisation at arms length. They are one of the "think tanks" based at 55 Tufton Street in London (inc Restore Trust, Taxpayers Alliance, Institute for Economic Affairs and Vote Leave). Their main claim to fame is their believed involvement in the Liz Truss / Kwasi Kwartening minibudget which crashed the economy and increased everyone's mortgage payments. As they don't declare the funding publicly, it is believed that they are funded by amongst others, US based climate change deniers and supporters of ongoing usage of fossil fuels - which therefore gives an indication of why they'd be in favour of cancelling HS2. Hence why these reports should be handled with a pinch of salt and at arms length.
Keep up the great work.
Richard Hines was NOT straightforward about the crowding at Euston - the story he told was of a tick box exercise which Nigel, rightly, implied had not lead to any meaningful change. This was confirmed by subsequent events at Euston!
Euston simply isn’t fit for purpose but the way Network Rail are handling the overcrowding doesn’t seem to be helping to improve it. Replacing the passenger information screens with a giant advertising hoarding doesn’t appear either customer friendly or in the interests of customer well-being. At busy times the station doesn’t feel particularly safe and the scrum like conditions created by announcing train platforming so late doesn’t appear to be in passenger or safety interests either. Was any of this addressed by the RAIB?
Sorry ORR not RAIB
@@philkennedy709 We don't know, because the answers given were vague, bordering on evasive.
@@andrewhotston983perhaps it’s because they don’t actually know what to do to make it safer. I don’t think you would find this sort of mad dash that you see at Euston at an airport. People would be required to queue. But this would delay departures and mean less of them.
@@phil2hoots There are plenty of options - from not leaving boarding to the last minute, to clearing the concourse of retail outlets.
I'll be sure to to listen to the whole interview. But how could you possibly say he was clear about the Euston thing? At least in the section played here, he couldnt give a single example of something that has actually changed. Seems the only thing they did was remind themselves of their obligations.
Honestly this is starting to border on client journalism.
Yes - Nigel and Richard are WAY too deferential.
Thanks
Wow, that was quick off the mark Chris! Thanks very much indeed, we really do appreciate your support.
Surprised West Coast Railways not woke up yet and fitted the CDL. At the moment it appears running Mk2 to carry the passengers but need the Mk1 as the Mk2 have no dynamo on them to generate any electricity which needed for the Mk2.
Seen a few reviews of runs on The Jacobite basically saying don’t travel on it as well so passengers getting fed up with it.
Suspect other operators with coaches already fitted with CDL would be more then happy to take over the Jacobite running from West Coast if they don’t get on and get sorted
I’m with Nigel. I was fuming watching the BBC Panorama programme. I once respected the integrity and professionalism of BBC journalism.
Click bait journalism seems to be the norm now. What happened to Educate, Inform and Entertain?
42:38 Nigel drinking what looks like Champaign out of a pint glass showing he's classy but down with the people 😂😂..
FYI i know its lime cordial I'm making a joke 😂
Nigel does have the most curious taste in beverages!
@@GreenSignals Lime Cordial was a weird one for me that stuff can skin of lips... his skin must like stone hehe
So, hopefully, the stampede for long distance trains from Euston will no longer happen?
But how?
Will the trains no longer be from extreme ends of the station through the choke points and will passengers be given more than 5 minutes to board?
It was not explained why 400m metre trains could run from Handsacre via Stafford and Crewe to the NPR at Warrington, but not via Stoke or Crewe to Manchester! Short platforms at intermediate stations exist everywhere on the network - it's a bogus excuse.
Manchester-London HS2 trains would be expected to stop at Stockport, Wilmslow, Macclesfield and Stoke-on-Trent. Ignoring the issue of passengers being in the wrong part of the train, which is potentially manageable, 400 mt trains would sit across junctions at Stockport (up and down) and Wilmslow (down); Stockport is particularly critical because there would be three trains per hour in each direction, and therefore the junctions would be blocked for something like 15 minutes per hour in each direction - three minutes for the station stop and two minutes for deceleration/acceleration.
@@stuart48br They simply wouldn't be able to stop, just like if Phase 2 of HS2 was built.
@@andrewhotston983 If Phase 2 was built, then trains would stop at Manchester Airport to serve Wilmslow's current catchment area, and Stockport, Macclesfield and Stoke would be served by classic line trains for which there is no capacity without phase 2. So the 400mt trains would have to stop at Stockport and Wilmslow pre Phase 2.
@@stuart48br There's going to have to be a compromise, then, isn't there! A few 400m long non-stop trains, mixed in with the classic trains, just like would have had to happen in the time between the completion of Phases 1 and 2! All these arguments are simply train enthusiasts sulking because they won't be getting part of their expensive new train set - it's pathetic.
It is a delicious irony that a transport infrastructure chief adviser at a think tank's plan for 400m trains to stop at Stockport which will not work, hasn't been though.
Does he have a railway background ? No ! Health and safety is very important but on occasion has hindered the railway massively , you can not take away all risk only manage it to a lower risk but then other matters are completely overlooked , I can list stations where there’s a desperate need for health and safety intervention
And ALARP (As low as reasonably practicable) is both enshrined in Health & Safety law and central to the ORR's approach.
Really doesn't matter whether he has a railway background. One of the best safety leaders I ever met on the railway was Len Porter of RSSB - and he had no railway background at all.
I assume the Andrew Gillingham at the centre of the HS2 cancellation decision is the AG that used to work for the BBC and was embroiled in the "sexed up" Iraq WMD dossier back in the days of the Blair government? If so, what's he doing anywhere near this subject??
He is indeed, he was sacked by the BBC because his evidence to the Levenson Inquiry was considered unreliable. The Telegraph had to issue corrections and apologies and pay compensation over two articles he wrote for them. I was aghast when I learnt he is a government advisor and advised Sunak on the cancellation of HS2a & b. Clearly Sunak had made his mind up and wanted someone to agree with him.
@MrDavidht How do such people manage to land such key jobs??
@@stephendavies6949 Jobs for the boys perhaps?.
Another risk assessment.... that'll fix it.
Hs2 is necessary. The issue is the huge cost as its been over engineered. The new proposals seem more sensible and tens of billions could have saved on phase 1 applying the same principles.
HS2 is indeed necessary. I don't think these new changes will save much but frankly, if it keeps the momentum going then great.
In an ideal world HS2 woould be built to Manchester
But coud the cost of building it be jusrified verses the time saved on journey times if HS2 trains were able to tilt from the junctiin with the classic WCML
400 metre trains could still bw possible but,syation infrastructures could be changed And eventuality that would have needed doing even WITHOUT HS2
HS2 has never been primarily about speed. Always about capacity. The HS2 trains are not designed to tilt. Changing that now would be foolish.
@@GreenSignalsWhy?
All west coast needed to do was use mark 2s like everyone else rather than argue. It's not a good look. Many main line certified steam locos are dual braked these days.
I will back anybody whos doing good but getting screwed over.
Thats why ill back gareth so much.
But i trully believe he should sue anyone thats going around spreading lies, as it can and will damage his reputation
Have you every talked about the Aeroliner300 double decker concept?
HS2s processess, governance and management processes are too complex, procurements that should take months take years and involve too many people, too many checks and balances and too much DFT/government interference. As well as too many changes.
We can definitely agree on the latter point - far too much micro management and changes.
Did not know about the Euston incident. Does this mean Gareth Dennis is vindicated?
No
@@mattsub1Yes it does!
@@andrewhotston983In what way?
@@gordondudman240 There is now much evidence that Euston is unsafe, and that the ORR's relationship with Network Rail is corrupt, ineffectual and dangerous to the travelling public. See today's Sunday Times for further details.
what kinda trains is northern powerhouse rail supposed touse.
Genuinely don’t think that’s been given any detailed thought at this stage.
@@GreenSignals what do you think they should use.
You could, one supposes, run HS2 400M trains from Handsacre via Crewe or Stoke to Piccadilly NPR, provided they run non stop. But it would be a bit daft to do so.
Vince Chadwick
Isn't the problem connecting to the NPR at Man Picc where the 400m platforms would be located?
@@nigelgilesD401 I would have thought the station throat at Picc, when / if NPR lines reach it, would allow an interchange of traffic between the classic lines and NPR.
Phase 2 of HS2 would have involved lots of non-stop running, due to a lack of intermediate stations!
@@andrewhotston983 True. But the HS2 trains will be Berne gauge so classic line running not possible. The HS2 trains that are capable of UK gauge running could do MAN via Crewe or Stoke, but how many of those will there be? Will Berne gauge trains only run Aston to Acton?
The compromises and lack of capability to exploit the investment in HS2 due Sunak are endless!
@@gzk6nk I thought the idea of a fleet of trains that could only run on HS2 had been scrapped ages ago? Even if Phase 2 hadn't been cancelled, such trains would have been confined to Euston -Curzon St until Phase 2 was ready.
I see in the last 2 episodes they havnt apologised to Gareth Dennis for spreading miss information about his situation.
Last week they should have apologised as that episode was filmed after Gareth Dennis did his podcast.
He mentioned on thier that this channel was spreading lies and miss Information
Sorry, but to my mind there is nothing to apologise for. The team diagnosed and then examined the underlying issues and reported 9m them in a pretty even-handed way. I believe Gareth has been badly treated by his employer and I’m sure there are a number of well qualified professionals quite able to give him advice on using employment law.
If these 2 cant be bothered to apologise to Gareth then nothing that is said on this channel can be trusted.
Gareth went through everything in fine detail, but these 2 stuck thier ores in and spread lies.
The BBC do that, so do these guys to I guess
It is pure conjecture that HS2 will prove to be an asset that generates ANY wealth and economic growth. It's not "context" to claim imaginary things, and it's certainly not good journalism.
Top show chap,s. Did the French have to extend platforms at say Gare du Nord, to accommodate TGV,s? Why can,t they run HS2 train,s to Birmingham then split the set into 2, 200 metre trains, one following the other at a safe distance?
Nigel/richard whats the email address to send news stuff to you both as there we got some news from here in south wales youd both be interested in
Hi Anthony - news@greensignals.org if you'd like to send us some news!
Thanks
Thanks John, how very kind of you.
Thanks
Thanks Paul, really appreciate your support.