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Mitchell Stirling's avatar

I was born in Medway and attended university in Reading. The difficulty of travelling back home to see my parents peaked in the years 2003/4. The rail journey from Reading to London still took around 40 minutes, the tube journey to Waterloo for Waterloo East another 20 minutes, followed by a probable wait of 15-20 minutes for a train to Strood. In 2003, the Strood tunnel was closed, extending this last leg of the journey to just over an hour and a half with rail replacement services, rather than just over an hour. The total time required to traverse 68 miles east was just shy of 3 hours.

Now, the same journey takes under 25 minutes to Paddington, 15-20 minutes to St. Pancras via the Circle/Hammersmith or Crossrail and Thameslink routes, and a 17-minute journey from St. Pancras to Ebbsfleet. Without the burden of small children or luggage, I've completed the journey in just 75 minutes, half the time it used to take in 2003.

Having these options helps transform even the most challenging rail journeys into easier ones, reducing car usage. I can easily envision boarding at Reading with my family, luggage and Christmas presents and going on to have a seamless journey to Ebbsfleet. During this time of year, HS1 is understandably crowded, mainly offering standing room. It becomes a challenging route when travelling with family, luggage, and Christmas presents, despite being the fastest option available.

From a professional perspective, I understand the impact that a semi-fast, non-stop route from that part of Kent to Heathrow could have in reducing car usage. Similarly, extending the Bakerloo line out to more areas of South-East London would divert an incremental amount of car traffic bound for Heathrow and other airports.

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Richard Gadsden's avatar

Something that I found really striking is that I went on holiday to France in the 1990s and first rode a TGV back then, and on the TGVs they had a map of where the high-speed lines (the "LGVs") were going to go eventually.

And most of those have been built now. They were prepared to say "we're going to do this in thirty years' time" and then actually do it forty years later (yes, I do mean to change from 30 to 40, it took longer than planned). While they were building one line, they were doing the detailed planning for the next, so they didn't get the UK problem where a load of people have just finished learning exactly how to build a railway line (by building one) and then they all get made redundant, and then ten years later they have to rebuild all of that training and experience because the first team are probably scattered all over the world or doing a different job.

The only bit of the entire British rail network to have a rolling programme of any sort like this is the electrification of the Scottish rail network. Curiously enough, the cost per-mile is falling (after inflation) as the planners and the electrification teams get more experienced and skilful. Contrast this with England where we still haven't completed all of the electrification schemes announced in 2012 for completion in 2019, and we formally abandoned the "Traction Decarbonisation Network Strategy" in October 2022 after only two years.

There are some truly marvellous pieces of work as a result, e.g. a line upgrade from Church Fenton to York to 125mph and electrification. Church Fenton is only relevant because it's where the HS2 Eastern branch was originally supposed to terminate and connect to the conventional network for trains to York and Newcastle. With the HS2 East cancellation, Church Fenton is just a random station halfway between Leeds and York, so this work (which is still under construction) will never actually be used by any electric trains; it just means that bimode trains will be able to switch off their diesels a bit sooner (ie at Church Fenton instead of at York). Note that, with the Trans Pennine electrification (which is actually underway in places) trains will be able to run as electrics from Liverpool to Leeds and from Church Fenton to Newcastle, but not between Leeds and Church Fenton, meaning that expensive bimode trains will be hauling diesel engines for hundreds of miles for the sake of less than 20 miles of diesel running.

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