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GUARDIAN Tue, 30 Mar 2010 12:28:37 GMT
National Rail and service operators warn of drastically reduced services from 6 April if action goes ahead Talks aimed at averting the first national rail strike since 1994 resumed at Acas today as train operators draw up emergency timetables and warned that only one in five trains would run over the four days from 6 April if the action went ahead. Two separate strikes are due to begin next Tuesday. Between them, they will bring the network to a halt. Signal staff plan to strike for four hours in the morning and evening rush hours, while thousands of maintenance workers and supervisors are being called out for four days. The action is in protest at plans to cut 1,500 maintenance jobs and change work patterns. Bob Crow, the general secretary of the RMT union, said his negotiators had worked "flat out" to try to reach agreement, while Gerry Doherty, the general secretary of the TSSA union, said the strike was about the safety of the travelling public and his union members. In an open letter posted on the Network Rail website, Iain Coucher, the chief executive, accused union leaders of not considering settlement offers seriously. "We will keep trying to help the unions and their members understand our offers to avoid strikes, but they must want to negotiate and not just make empty gestures about talking," he wrote. National Rail is drawing up emergency timetables and offering advice on refunds and alternative travel arrangements. The pattern emerging is patchy, with some operators hoping to run a near-normal service and others expecting to be down to a handful of trains. Eurostar is predicting that all services will run over the four strike days. However, escaping Britain by plane may be trickier – Gatwick Express will run a rail replacement bus between the airport and London Victoria between 6.50pm and 10.30pm, and then a limited overnight train service. Heathrow Express and Heathrow Connect are still finalising plans. Many operators are warning that the limited train services they hope to operate will close down completely in the early evening. London Midland and Virgin will both run between one and four trains an hour on the busiest routes – although Virgin hopes to run a normal service between London Euston and Glasgow – but they will shut down all services by 7pm. C2C, used by thousands of commuters between Essex and London, will have no trains in the early-morning rush hour between 6am and 7am, or between 7pm and 10pm. A drastically curtailed service is then expected until midnight. Chiltern Railways will run its last trains from London Marylebone between 5pm and 5.30pm. SouthEastern and Southern will both run curtailed services between Kent and Sussex and London, closing down completely at 7pm. South West Trains, another nusy commuter service taking people from the western home counties into London Waterloo, expects to run "a reduced service for part of the day". National Rail and train operators are warning passengers to check updates before travelling if the strike goes ahead. Transport Rail transport Trade unions Maev Kennedy guardian.co.uk © Guardian News & Media Limited 2010 | Use of this content is subject to our Terms & Conditions | More Feeds
GUARDIAN Mon, 11 Jan 2010 12:59:56 GMT
Mayor of London speaks out as new permit scheme is launched for utilities digging up capital's streets Boris Johnson today blamed Margaret Thatcher for turning Britain into one of the most "roadwork afflicted nations in the world". The Conservative mayor of London made his comments on the day a new scheme was launched in sections of the capital that will see utility companies wishing to dig up London's roads forced to apply for a permit scheme to ensure they "share trenches" with each other in a bid to minimise traffic disruption. Johnson hopes that the move will reduce the 300,000 holes dug each year, which he says are responsible for 36% of traffic delays in the capital and cost business little short of £1bn. Johnson described the system that allows different utility companies to dig up roads "without warning and without so much as a by your leave" as a "disgrace". He wrote: "I am afraid it all goes back to Mrs Thatcher. She decided – entirely reasonably – that these new concerns should be given every possible help in maximising efficiency and delivering services. "So they were given quite amazing powers to dig up the road. That might have been sensible in the 80s, when there were only two or three privatised utilities. It looks utterly crazy today ... The whole system is a disgrace." Transport for London (TfL) and 16 of the capital's 33 boroughs are the first authorities to make use of government legislation introduced in 2007 designed to limit disruption by coordinating the road-digging timetables of all interested parties "for the same sections of road at the same time". Under the scheme, a water company wishing to dig a hole, for example, will first have to apply for a permit costing between £40 and £240 – depending upon the complexity of the works and the category of roads – which will allow TfL or the relevant council to coordinate the timing of when the roadworks will take place. The maximum fine for working without a permit will be £5,000, while the maximum for breaking the permit's conditions will be £2,500. Johnson said: "This significant step shows London has got serious about dealing with the nonsensical situation of companies being able to simply turn up and dig without a care in the world for the consequences. It will encourage the utilities to share their trenches, which will reduce disruption and Londoners' frustration." He insisted the only way for politicians to increase their "cone-busting power" is to introduce a lane-rental scheme that would see companies paying for every minute spent digging up roads. The mayor highlighted the limits of the permit scheme in his Daily Telegraph column: "You will see the flaw. Suppose you have a two-week job and you want to make sure your diggers get it done without incurring any fines. What do you do? You apply for a four-week permit, don't you? That means your boys can have a full fortnight of making tea and staring at the hole – or rather, they can have a full fortnight in which they go off and do a different job, leaving the hole untended and the drivers bending their steering wheels in frustration." The Department for Transport said a lane-rental scheme for utilities digging up the most sensitive routes was already under consideration. Sadiq Khan, the transport minister, welcomed London's take-up of the permit scheme scheme for which councils have to apply. "I hope that other councils around the country will follow," said the minister. London politics Transport Transport policy London Boris Johnson Local government Local politics Road transport Politics past Margaret Thatcher Hélène Mulholland guardian.co.uk © Guardian News & Media Limited 2010 | Use of this content is subject to our Terms & Conditions | More Feeds
GUARDIAN Tue, 17 Nov 2009 11:36:14 GMT
Report names Manchester Victoria, Clapham Junction and Crewe as falling short of proposed minimum standards Government advisers today named Britain's 10 worst railway stations and demanded urgent funding to bring them up to acceptable standards. Manchester Victoria, Clapham Junction and Crewe stations were named as the three worst, described as "extreme examples" of a wider problem of Victorian stations falling well short of proposed minimum standards because of neglect and lack of resources. Chris Green, a stations expert, and the planning expert Sir Peter Hall were commissioned as station champions by the transport minister, Lord Adonis, after he expressed concern about the state of stations in April. Their report will make awkward reading for ministers, describing the country's stations as "mediocre" and almost half national interchange stations falling short of proposed minimum standards. The document complained of "shabby environments, deteriorated stations and lack of real-time information". Warrington Bank Quay, Barking, Preston, Wigan North Western, Luton, Liverpool Central and Stockport made up the remainder of the list of the 10 worst stations. All scored below 50% against the proposed minimum standards on inspection visits. Green and Hall's report said the stations should have been "upgraded many years ago" but had not been because of planning problems and a lack of funding. It said the cash available for Britain's 66 interchange stations was "inadequate" and urged "priority" funding for the 10 worst, recommending a 25% increase in planned funding to £800m a year. "The downsizing of 19th century stations has not been tackled comprehensively, and many stations need one-off investment in reducing or removing buildings to make them both more user friendly and cheaper to maintain," it added. The report praised Scotland's record in improving stations as an example for England and Wales to follow. The larger, so-called A, or hub, stations fared better, with the exception of Waterloo which, the report said, suffered "some of the worst passenger congestion problems in London" while the former channel tunnel platforms remain unused. Lord Adonis welcomed the report as he began a day-long tour of the worst stations identified. "I want to see these ten stations at first hand, and to discuss their future with local rail managers and passengers groups," he said. "I am keen to make these new [minimum] standards a feature of future franchise agreements between the government and the train operating companies." Anthony Smith, the chief executive of the rail customer watchdog Passenger Focus, said: "Passengers standing on windswept platforms across Britain should be able to find out if their train is coming or not. "There are all too many stations that do not have any real-time information – and in the 21st century this is outrageous." Michael Roberts, chief executive of the Association of Train Operating Companies, said stations were "the shopfront for the railways". "This is a comprehensive report which rightly highlights that, while passenger satisfaction with stations has risen in recent years, much more needs to be done to deliver a consistently good station experience," he added. Transport Transport policy Matthew Weaver guardian.co.uk © Guardian News & Media Limited 2009 | Use of this content is subject to our Terms & Conditions | More Feeds
GUARDIAN Mon, 26 Oct 2009 15:37:42 GMT
Meat wastes water, creates greenhouse gases and could become as socially unacceptable as drink-driving Eating meat could become as socially unacceptable as drink-driving because of the impact it has on global warming, according to a senior authority on climate change. Lord Stern of Brentford, former adviser to the government on the economics of climate change, said people will have to consider turning vegetarian to help reduce global carbon emissions. "Meat is a wasteful use of water and creates a lot of greenhouse gases. It puts enormous pressure on the world's resources. A vegetarian diet is better," Stern said. Farmed ruminant animals, including cattle and sheep, are thought to be responsible for up to a quarter of "man-made" methane emissions worldwide. Stern, whose 2006 Stern Review warned that countries needed to spend 1% of their GDP to stop greenhouse gases rising to dangerous levels, said a successful deal at the climate change conference in Copenhagen in December would massively increase the cost of producing meat. People's concerns about climate change would lead to meat eating becoming unacceptable, he predicted. "I think it's important that people think about what they are doing and that includes what they are eating," he told the Times. "I am 61 now and attitudes towards drinking and driving have changed radically since I was a student. People change their notion of what is responsible. They will increasingly ask about the carbon content of their food." Stern, a former chief economist at the World Bank and now IG Patel Professor of Economics at the London School of Economics, also warned that helping developing countries to cope with the adverse effects of global warming would cost British taxpayers about £3bn a year by 2015. Meanwhile, an international effort to ensure that biofuel used by Britain and other western countries to tackle global warming does not damage the environment is on the brink of collapse. The Roundtable for Sustainable Palm Oil (RSPO), an initiative of companies and campaigners, is divided over the need to control carbon emissions and could break up within days, insiders say. Ministers last year introduced a demand on fuel suppliers to replace 2.5% of petrol and diesel sold with biofuel, at least 8% of which is currently palm oil. The RSPO was established to set and enforce environmental standards for palm oil production, but has run into trouble after palm plantation companies in Indonesia and Malaysia blocked efforts to curb their greenhouse gas emissions. "If this issue is not resolved and greenhouse gas emissions are not included in the standard, then I don't see how the RSPO can continue to act as a certifying body," said Marcus Silvius of environment group Wetlands International, who sits on the RSPO's working group on greenhouse gases. Carbon emissions The meat industry Climate change Food Climate change David Adam David Batty guardian.co.uk © Guardian News & Media Limited 2009 | Use of this content is subject to our Terms & Conditions | More Feeds
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