Mobility on the marshes: Two cheers for Natural England and the Norfolk coast path

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The new wheelchair and mobility scooter friendly surfaced path from Blakeney towards Cley

Blakeney on the North Norfolk coast is home to one of Britain’s more unusual natural wildlife reserves – the salt marsh. These  vast muddy flat expanses are  regularly flooded by the sea- and are home to a large variety of sea birds, ducks and migratory geese and perfect places for many unusual plants and flowers.

To really appreciate these large areas  caught between the land and see you need to be able walk for miles between Norfolk coast towns and villages. For some years my wife, Margaret and I have  been able to do precisely that -walking four or five miles  often in a refreshing stiff breeze and ending up in a local hostelry eating  fresh crab sandwiches before returning back to Blakeney.

Since she had a stroke this is no longer possible and I thought the marshes would be largely out of bounds.

 

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The quay at Blakeney

However having just returned from Blakeney I discovered that Natural England who are responsible for England’s network of long distance footpaths and the local North Norfolk Area of Outstanding Beauty have started making the place far better accessible for the disabled.

They have started to convert part of the  Norfolk coast path going from Blakeney to Cley  and from Blakeney to Morston Quay to make it wheelchair and mobility scooter accessible – allowing disabled people to get out into the marshes which previously  only able bodied people could make the  trip.

Unfortunately the new surface does not go all the way to Cley- and the beginning of the Morston Quay route has been blocked off by builders renovating local cottages necessitating a diversion- hence only two cheers- but it is a good start.

There are also two good links on the web that disabled people will find helpful. The Norfolk Coast Partnership has an activity map here.

And there is a partially complete guide to wheelchair access to the path here on the national trail website.

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A typical creek on Blakeney Marshes

Given the present dire situation for disabled people with many losing benefits as a result of the government’s austerity programme – this is one good piece of welcome news for any disabled person contemplating a staycation this summer -once the temperatures have dropped from their present high level.

Revealed: Dishonest Eurostar’s disabled unfriendly direct service to Amsterdam

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The new Eurostar Amsterdam Service : Not fit for the disabled Pic Credit: Eurostar Jo on Twitter

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It should have been a synch. A brand new train service direct from London to Amsterdam to a hotel opposite the city’s Central Station. An ideal break for myself and my disabled wife with passenger assistance.

The technology works – the superfast new Eurostar trains make the journey there on time- a cool three hours 41 minutes door to door- and could probably do it quicker as the train slowed through Antwerp and leaving Brussels.

But the rest was the stuff of nightmares and the return direct journey is  a fake  forcing everyone to change at Brussels onto other trains – due to the British obsession of  ” taking control of our borders”. And this is before Brexit takes effect.

But the real scandal is the way Eurostar treat disabled people by making false promises and leaving people in the lurch – made worse by poor internal communications and different national systems.

I made sure we had disabled help by contacting Eurostar in mid March and was promised help in London, Amsterdam and Brussels. So it should have been no worries.

The help at London St Pancras worked both on the way there and the way back and the train left on time.

It was only on the journey that things started to go wrong. The service is packed to Brussels – which is the first stop – but then most people get off including the entire train crew. The service then  takes on Dutch crew and becomes a bit of ghost train with few passengers yet going on to Rotterdam and Amsterdam.

We were a bit puzzled by first the Belgian crew and then the Dutch crew asking what disabled assistance we wanted – which was some wheelchair assistance at Amsterdam from the platform to the exit. A few minutes before arrival we were told that there would no wheelchair assistance only someone to help get my wife off the train.

The person did arrive and was more concerned that my wife didn’t fall down the gap between the train and platform – as they wanted to lock the train up. We were then left entirely in the lurch by both the Eurostar staff and the station staff to find our own way out.

I tweeted my complaint to Eurostar and they responded with this:

Thank you for your details. We can see that the Eurostar Assistance Team sent a request to assist you on 14th March to our counterparts. We are sorry to hear this did not happen and have forwarded your feedback. For your return please go to the Information Desk in Amsterdam Centraal Station on arrival and they can arrange for your assistance to Thalys train. At Brussels Midi you need to go to Eurostar Assist Desk by ticket gates . Each terminal has been advised of request of assistance.

On the way back the real drama began. At Amsterdam Centraal yes they knew we had assistance but we were suddenly told they do not provide wheelchairs except for emergencies. If my wife had fallen over or fell off the train they would help. The information office is on Platform 1 and the train departs from Platform 15 and you only get 20 minutes notice of which platform.

Luckily the woman took pity on us – since no way could my wife get to the train on time – because she walks slowly and was suffering as well from an arthritic knee to add to our problems.

The member of staff  broke the rules and despite being reprimanded by another staff member en route took my wife on a wheelchair to the station platform allowing us to get the train.

Then there was Brussels. There was no one to meet us off the Thalys train and although it came into Brussels Midi at platform 3 and Eurostar is on platform 1 there is a long walk through a shopping mall to get there. So given Eurostar allowed less than 50 minutes for the change, it took us nearly 30 minutes to hobble along in pain. I did go ahead to Eurostar to get assistance but there was a huge queue which spilled  onto the concourse for the train. When I tried to reach the assistance office inside the entrance I was blocked by other passengers ( there were no staff at the entrance) for queue jumping and they wouldn’t let me pass.

When we did get there – Eurostar had to act fast and the wheelchair man was almost running to get the train. Only to be delayed by British immigration  who were quizzing two dark skinned people in front of us about their right to come to the UK. The woman immigration official  reading as though from the UKIP handbook told them ” We don’t just  allow anyone to come into our country” . I suspect she was personally recruited by Theresa May to create ” a hostile environment” for people of colour.

We got there just in time but the train left late because of ” boarding problems” caused I suspect by the immigration jam. I suspect all Eurostar trains will leave late after Brexit.

Back in England West Midlands trains provided an excellent service at Euston and on the train back to Berkhamsted with the guard personally making sure my wife could get off the train there. Ironically West Midlands trains is mainly owned by Dutch railways.

Frankly if you are disabled do NOT go by Eurostar to Amsterdam, fly instead. Their service is not fit for purpose and the Brussels interchange is likely to continue until the end of 2019 because there are no customs facilities at Amsterdam. I am doing a separate investigation into why this has happened and the news will not be good for British  people wanting to travel to Europe by rail.

Eurostar responded:

 “We can see that you and your wife did not receive the right support during your recent journey. As part of the booking process, our teams did not correctly request the assistance services at each point of the journey and for this we sincerely apologise. I would like to respond to your specific questions as follows:

 We offer assistance services (for wheelchair users and other passengers with reduced mobility) in Amsterdam which are provided by NS, the Dutch railway operator. These services are available for passengers booked in the dedicated wheelchair space, and also for other passengers traveling in standard seating. These assistance services are available by contacting Eurostar at least 48 hours in advance of travel. The special assistance service provided by NS at Amsterdam is an escort from the meeting point to the platform. Unfortunately, NS does not provide wheelchairs as part of this assistance service. ( my emphasis)

–          On arrival into Brussels on a Thalys service, the special assistance services are provided by SNCB, the Belgian railway operator.  SNCB will meet the passenger at platform level and escort the passenger to the Eurostar Assist welcome point at the Channel Tunnel Terminal. From this point, Eurostar team members will escort the passenger through Eurostar check-in and up to the platform to board the train bound for London.

–          At Eurostar stations the Eurostar Assist welcome points are located on the main concourse with all check-in facilities. There are Eurostar Assist welcome points when departing from London, Ashford, Ebbsfleet, Lille, Paris and Brussels.  In Amsterdam, Rotterdam, Marne-la-Vallee, Lyon, Avignon, Marseilles and ski destinations – there are Special Assistance points in these stations usually provided by, or on behalf of, the station manager. We will pass your feedback on regarding your experience and your inability to access the Eurostar Assist welcome point due to congestion.

 “We do strive to make Eurostar journeys as seamless as possible for all of our travellers, and will be sharing your comments with our partners. In addition, we will be updating our website with more information about the Special Assistance services, and specifically about the connecting return journey from Amsterdam, in direct response to your feedback. (my emphasis) We thank you for your feedback which has helped us to continue to improve our services to passengers with assistance needs.

Shambolic Stansted: How you can grab duty free booze without leaving the country unchecked by short staffed customs and immigration

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stansted airport pic credit:London Stansted Airport

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Just before Stansted  was  hit by a bus fire which wrecked people’s Easter holiday flights Parliament received a damning report on the state of border controls at the airport by David Bolt, Independent Chief Inspector of Borders  and Immigration.

Rushed out with four other reports from the inspectorate at the close of Parliament it went unnoticed by mainstream media.

What it disclosed is that the airport has been at the centre of a duty free scam  under the noses of the border force enabling  UK residents to get cheap duty free fags, perfume and booze without leaving the country.

It worked like this. Buy the cheapest  air ticket from say Ryanair or Jet 2.com, get through customs and immigration control, go to duty free. Once there stock up with booze, fags, perfume. designer goods and then walk out of another exit to the baggage hall pretending you are on an incoming flight. Then leave the airport.

The scam first discovered in an earlier report in 2013 has been claimed by Stansted Airport’s management to have been stopped though inspectors are sceptical.

The report says: “Border Force and Manchester Airport Group (MAG)  (owners of Stansted) told inspectors that they had addressed this issue, and the number of such incidents had been greatly reduced. Border Force reported that “the newly created Stansted Crime Team had prioritised working with Duty Free Retail Partners as part of its routine to combat fraud and engagement with partners in this area had had demonstrable results with a number of cigarette seizures that were illicitly obtained.”

However inspectors checking arrangements last year had a different view.

It says they didn’t see any fraud but “they did witness individuals who had not travelled exiting the restricted zone via a channel marked “Returning Passengers”. A MAG employee was tasked with verifying that individuals using this channel
had not arrived from abroad (by asking to check their ticket) before allowing them to enter the baggage hall.
“There were no Border Force staff in the “Returning Passengers” channel, and the MAG employee did not appear to notify Border Force of individuals entering the baggage hall via this route. Inspectors did not observe any customs checking of these individuals as they exited.”

The report also finds a whole series of discrepancies between the management of the airport and the staff views of what is really happening. Management say staff are content while staff say they have low morale.

For a start it has never had a full complement of borders force staff and over a  third of its 199 full time equivalent staff is on stand by – so called seasonal workforce (SWF)- mainly retired ex policeman- called in during peak periods which now extended to most of the time  who can only monitor e-gates and sit on the immigration desk.

“Inspectors were told that levels of experience at Stansted were “dwindling” with fewer and fewer staff with the skills required to carry out a range of duties. As a result, managers were finding rostering increasingly difficult and time-consuming. Inspectors were also told that rosters were dependent on the availability of SWF, because there were not enough permanent staff. ”
“The main complaint from frontline staff was that they were not able to access skills training,especially the nationally-managed “Core Skills” training required for different Border Force roles.

“As well as impacting morale, particularly where staff believe that Border Force has failed to deliver on promises made to them about developing them as “multi-functional officers” and providing job variety, the failure to provide skills training has created inflexibilities in terms of how staff can be deployed.

“This is inefficient and damaging to Border Force’s operational effectiveness. It therefore needs to be dealt with as a priority.”

The inspectors found safeguarding issues – particularly in checking whether 12 to 17 year olds who could use e-gates  by themselves with hardly any monitoring.

And a disastrous re-organisation and centralisation of parcels checks meant that seizures of illegal drugs  collapsed at one stage and only just recovering. “This function was centralised to the fast-parcel hub at East Midlands Airport, which now generates alerts and targets for itself and for Stansted. Staff at Stansted told inspectors that, initially, this change had resulted in a “collapse” in seizures.”

Added to that :The customs teams working with freight and fast parcels told inspectors that they were hampered by a lack of suitable detection equipment, for example to test and identify controlled substances.”

And inspectors suspect that border force people may miss people being trafficked into the UK due to shortages of skilled staff.

The report concluded that management has just ” a tick box mentality” which did not correspond with the reality on the ground.

Stansted is the nation’s fourth busiest airport. Half the people using it are British and all but 10 per cent are from the European Union. One wonders what will happen post Brexit and post a plan to double the size of the airport if it cannot cope at the moment. This is not a pretty picture of British competence.

Voldemort Grayling: The transport secretary and his fantasy Hogwarts Express train service

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Chris Grayling: Transport Secretary and The Lord Voldemort of the Cabinet

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Just before Parliament went into Easter recess the real story about Chris Grayling’s decision to cancel three  major rail electrification projects was released with hardly any mainstream  news coverage.

It was fitting example of the present appalling career of Chris Grayling. This has caused misery  for millions and waste running to hundreds of millions of pounds. He has been  responsible for the botched privatisation of the probation service, slashing compensation for people beaten up by criminals and introducing sky high fees for people bringing tribunal cases (now scrapped thanks to a case brought by Unison)) , restricting legal  aid and putting up court charges.

He and Ken Clarke,when he was justice secretary, also wanted to work with the Saudi Arabian prison system with its obscenities of public beheading, stoning women and flogging men. He is the true Lord Voldemort of Theresa May’s Cabinet.

This latest investigation from the National Audit Office – while more prosaic than J.K .Rowling’s Harry Potter novels – reveals yet another tale of deceit and fantasy to cover up government having overreached itself on rail investment.

Last July just as Parliament was about to go into summer recess ( Funny this happens all the time) Chris Grayling announced the scrapping of three railway  electrification schemes.

They were the Midland Main Line north of Kettering (to Nottingham and Sheffield); the Great Western Main Line between Cardiff and Swansea; and the Lakes Line between Oxenholme and Windermere.

But the real story is that two of the projects were actually  cancelled in Match 2017 but the public was never told.
As the report  says: ” In March 2017 ministers agreed to cancel the Midland Main Line north of Kettering and Oxenholme to Windermere electrification projects but did not announce their decision until July.”

” Electrification of the Midland Main Line to Sheffield was a 2015 Manifesto commitment. The Manifesto also stated that work was underway to electrify the railway in South Wales.”

Hence the deceit.

The public went to the polls in June 2017  and the electors of Nottingham, Leicester, Loughborough, Chesterfield. Sheffield and in Windermere and Kendal were told a lie – the electrification of their service was not going to happen and ministers had trashed their 2015 manifesto commitment.

The electrification of the line between Swansea and Cardiff was scrapped by Theresa May after the election.

But that is not the whole story. Chris Grayling promised to modernise the three services by buying new trains called bi- mode trains- running on both electric and diesel.

The NAO report said: “It will now use bi-mode trains to operate services on the Great Western Main Line and long-distance services on the Midland Main Line. Although bi-mode trains allow greater flexibility by being able to run on electrified and non-electrified lines, there are some disadvantages, such as increased track damage and higher energy costs, which the Department will need to take into account.

For Oxenholme to Windermere the Department had interim plans to use bi-mode trains and proposes to replace existing trains with new diesel trains. It has also asked the operator to explore the use of alternative fuel trains on the route.”

Grayling even promised on the Midland Main Line the journey from London to Sheffield will only be ONE MINUTE slower.

But here is the rub: Such  fast versions of these trains do not yet exist and have never been built for express services. The government hasn’t a clue how much they will cost. They are fantasy trains in the imagination of Chris Grayling. He might as well have announced that the London to Sheffield service was going to be run by Hogwarts Express – it is still in the realm of fiction.

As the NAO report says: “At the time of the decision to cancel in March 2017, officials had advised the Secretary of State that the bi-mode rolling stock with the required speed and acceleration did not exist. They said that the maximum speed of bi-mode trains being built at the time was 100 miles per hour in diesel mode and that the acceleration was not sufficient to meet the timetable of the route. There was also a very high degree of uncertainty over the price of new bi-mode trains.”

I asked for an explanation from the Department for Transport. They contested it.

A spokesman said:“As this report makes clear, we are focused on delivering better trains and services to passengers more quickly, at better value for money for the taxpayer, without the significant disruption to services that electrification can cause.”

 The ministry is said to be happy that bi-mode trains work having tested some on the Great Western l.ine claiming that they could reach 120mph in diesel mode- though this completely conflicts with the NAO investigation which says they are only designed to reach 100mph.

In the meantime this could be another dodgy decision by Chris Grayling. Only this time  he seems to be living in a fantasy world. I await him dressed as Lord Voldemort (He’ll be in the Lords by then)  launching the new London to Sheffield service from Platform 9 and three quarters at London St Pancras rather than Kings Cross.

Update: Since writing this I have discovered that Nicky Morgan, Tory MP for Loughborough and former Cabinet colleague of Chris Grayling reacted furiously to the NAO’s disclosure.She told the Leicester Mercury: 

“Now we see the decision to cancel it was based on fantasy trains that didn’t even exist and the Midlands being a guinea pig for an untested technology.

“This report justifies why people felt so shortchanged when it was cancelled and it makes me more determined to get the decision re-opened.”

 

 

 

 

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Lake Como’s little piece of paradise

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Grand Hotel Tremezzo and Lake Como

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If ever you fancy a rest in perfect luxury in one of the world’s most beautiful places, there is one place well worth staying, the Grand Hotel Tremezzo overlooking Lake Como in Italy.

I don’t normally wax lyrically about hotels  but having had a week on Lake Como ( and in case you are wondering not a journo’s freebie)  and stayed in a family run hotel with  beautiful surroundings, superb food and a very comfortable and large double bed, it is difficult to avoid it.

 

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gardens of the Grand Hotel Tremezzo

My view may have been  coloured by the warm spring weather – enough for the Italians to open the hotel’s  outdoor garden swimming pool  early – and the magic of dining every night in a restaurant with a panoramic view of Lake Como. Or it could have the stunning situation next door to the Villa Carlotta with its huge gardens full of camellias and  wisteria. Or the boat services on the lake to Como and Bellagio, a lovely city and a town full of alleyways.

 

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The Villa Carlotta – you can avoid the scissor staircase if you are disabled by using lifts up to the villa

The Villa Carlotta is remarkably disabled friendly – which was great for my wife Margaret – given the fact it is built on a mountainside. There are lifts to two levels of the garden and a lift to the top floor of the villa itself.

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Camellias in the garden at Villa Carlotta.

Named after the daughter of the King of Prussia who married Georg, the Grand Duke of Saxe Meiningen – she is responsible for the design of the garden – but sadly only lived there for five years before dying at the age 23 in childbirth  in 1855 after having three children. He lived on until 1914, remarried twice, collected hundreds of species for the garden, and took an interest in theatre. The top floor of the villa is full of furniture, china, paintings and a flag from their stay there.

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Wisteria in bloom in the gardens of Villa Carlotta

The stunning beauty of the lake has always attached the wealthy – in the past rival aristocrats and politicians who vied with each other for the most stunning villas. Now it is the haunt of global celebrities  whether Greta Garbo ( who stayed at the hotel) or more recently George Clooney (said to have a £7.5m lakeside villa in Laglio), Madonna and fashion designer Versace.

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Menaggio – quaint old streets in the centre mask a more ordinary town beyond

Travel on the lake is also disabled friendly – the local boats and faster hydrofoils – have easy access on level gangways.And they had disabled loos. Elderly tourists get a 20 per cent discount through Britain’s EU membership ( though for how long this will be is not clear).

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Bellagio from the lake

Bus services run from Como to Menaggio along the lake – where it is not clear whether the elderly have free travel, but we were not charged for using the service, ending up by mistake at the town’s bus depot rather than the prettier centre.

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Statue of Pliny on the exterior of Como cathedral

The centre of Como and most of the waterfront has also been pedestrianised allowing easy access to the cathedral which intriguingly pays homage to both  the pagan Romans Pliny the Younger and the Elder as well as Catholic saints.

If you fancy splashing out and enjoy beautiful scenery or are feeling a bit romantic this is the place for you. And a welcome rest from the grim national and international situation. No wonder the rich like it.

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Front of the Grand Hotel Tremezzo. Lake road is busy during the day.

 

Is George Osborne’s Northern Powerhouse about to hit the buffers?

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George getting out in time before the Northern Powerhouse runs into trouble

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My last post on the national repercussions of the Great Western electrification shambles has elicited some very interesting information about why Network Rail got into such a big overspend. (£1.2 billion on a £2.8 billion project)

If the information is accurate – and it seems to be based on some sound sources – it would suggest that George Osborne’s strategy to boost the North through better rail connections is about to come to a grinding halt because it has not been properly costed.

Through Tim Fenton well known for his caustic comments on the media oligarchs on his Zelo Street blog , I have become acquainted with an extraordinary obscure debate about the  safe clearances needed to install overhead electrification.

Ever since the electrification of the West Coast mainline in the 1960s Britain has had narrower clearances than the bigger gauge continental railways. We even had a derogation under the EU. But according to rail expert Roger Ford a serious blunder during the privatisation of the rail engineering which meant all the papers justifying the narrower standards were lost. So we now have no derogation because we lost all the paperwork to justify it.

Why this is important is that the higher clearances will add huge costs to ongoing rail electrification projects in every tunnel and under every bridge on the line. They will have to be higher margins between the top of the train and the wires.and the structures  They will  also have to raise the height of every planned pantograph- to protect people and staff coming into contact with it.

Now it appears that if each situation is given a special risk assessment it might be possible to get round the rules – but that will add to delays and costs and will have to be approved by British regulators – the Office of Rail and Road- even if we have left the EU.

As Roger Ford wrote in his December bulletin: “When all this was reviewed by the relevant British Standards committee it was agreed that, while the previous  2.75m clearance  was not justifiable as a minimum limit in a standard, it might be justifiable subject to a risk assessment.  So, according to Network Rail, electrical clearances below 3.5m are possible – with risk assessment.

” What’s really infuriating about this safety-by-diktat, is that the engineers concerned know that it is irrational and yet they go along with it. To paraphrase Edmund Burke, ‘the only thing necessary for the triumph of bureaucracy over common sense is that good engineers should do nothing.’

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Picture of Great Bentley station by Ben Brooksbank

Now obviously this is going to effect more lines than just the Great Western – and this is where George Osborne’s plans  turn to dust.

Already costs are rising on the Midland main line electrification from Bedford to Nottingham and Sheffield. With a critical National Audit Office report likely it is possible that electrification  will stop dead in its tracks at Kettering and Corby – nowhere near the real North.

And the Trans Pennine electrification – another Osborne  project -might stop altogether.

No wonder George Osborne is now going to be editor of the London Evening Standard – he will want to be well clear of the North. This is just a brilliant example of how our incompetent and overrated political amateurs  don’t properly assess what they are  doing.

And the public are  always the losers – in this case the travelling public.

 

Why millions of passengers will face years of overcrowded trains because of a staggering electrification blunder

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Electrification work Pic Credit:South West Business

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Today’s Vision of future travel: Overcrowded train Pic credit:BBC

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If you want to know what is wrong with the present state of  Britain’s railways look no further than a recent National Audit Office report into the mess that is the Great Western electrification scheme. I have written about this in Tribune

As reported at the time the cost overrun and delay totalled a mouthwatering £1.2 billion on a £2.8 billion scheme and led to the scheme being curtailed with delays to the Cardiff to Swansea electrification for up to five years and  similar delays for the electrification of branch services in the Thames Valley.

But the damage  goes much further than just the Great Western Mainline to Cardiff and Bristol electrification scheme, bad though that is, the National Audit Office reveals. It will affect train capacity hundreds of miles away

The electrification was supposed to be the catalyst for the release of rolling stock across the country improving train capacity and phasing out old stock that has been around for decades.

The NAO reports: Under the original plan:

Electric trains from Thameslink would replace diesel trains in the Thames Valley from May providing more capacity to reduce overcrowding

Thames Valley could then release diesel trains to the west, providing more capacity for passengers on the Bristol, Exeter and Cornish networks

West Devon and Cornwall routes would then release diesel trains to support service improvements on Northern franchise routes

New Super Express Trains from the Department’s Intercity Express Programme would replace ageing diesel High Speed Trains on the London to Swansea line cutting journey times from London to Cardiff

The London to Swansea route could then release the diesel High Speed Trains to address capacity issues on intercity routes in Scotland.

An additional fleet of diesel and electric ( Bi mode trains) capable trains recently ordered by the train company, Great Western Railway,  would be introduced in the south-west, providing more capacity and faster journey times on London to Plymouth and Penzance routes.

Now:

Diesel trains due to go to the west in 2017 will be retained until 2019 as electrification is completed and new electric trains are phased in

Passengers in the west (Bristol, Exeter and Cornwall routes) will now have to wait almost two years later than scheduled to see benefits such as more capacity.

Passengers on Northern franchise routes may have to wait an additional nine months as trains are retained in the west to protect services

Great Western Railway has also had to make additional orders of new bi-mode  trains to prevent the cancellation of services on busy Oxford to London routes.

The result according to the NAO will mean higher costs as diesel trains cost more to maintain, lower revenue because of lack of capacity and a bill for converting older trains to comply with stricter laws on helping disabled passengers that would not have been necessary if they had been replaced.

But it goes further than the NAO findings. The privatised rail companies- many owned by state railways in France, Holland and Germany – will be allowed to raise fares every year regardless- so they charge commuters more for inferior services but spend the profits modernising train services in France, Holland and Germany.

And they won’t care if the trains are overcrowded as they can maximise revenue. If ever there was a case for reforming the rail system and ending privatisation this is a perfect example.