Archives for category: Transport

UK aviation policy is primarily predicated on the requirements of airport operators, major airlines and the Treasury – the needs of passengers come last says Steve Beauchampé.

The governments long-awaited – and unsurprising – decision to proceed with construction of a third runway at London Heathrow is fundamentally flawed, supported with redundant arguments and highly questionable financial assessments. If the UK had a comprehensive and comprehensible national aviation strategy Heathrow would not be operating at anything like 95% of capacity.

That it does so is the result of a system that essentially forces millions of UK passengers per annum to travel long distances, often in arduous and stressful conditions, to use both Heathrow and London’s two other main airports (Gatwick and Stansted) at great cost both to themselves and the environment. rather than utilising their local airports, many of which are working to a fraction of their capability.

.bham airport logo

Birmingham International Airport handled 12.9m passengers in 2017 but could cope with around double that number. Meanwhile, Nottingham East Midlands welcomed a paltry 4.88m whilst major population centres such as in the North East, South West, South Wales and along the south coast are all but bereft of decent flight choices. This is not only down to the London-centric approach which blights so many activities in the UK, but the failure of successive governments to challenge and take on the vested interests of London airports and the major airlines.

Two key arguments put forward in favour of a third runway at Heathrow are particularly fallacious: the first is that Heathrow must continue developing as a ‘hub’ airport, competing for passengers not with Birmingham, Manchester or even Gatwick, Stansted and Luton, but with Amsterdam, Frankfurt and Dublin and increasingly Dubai!

So a third (and later probably fourth and fifth) runway at Heathrow is essentially required to allow the airport’s operator Heathrow Airport Holdings to attract passengers who will never leave the airport environs but whose visit is solely to transfer from one aeroplane to another, Great news for HAH, who enjoy increased landing fees as a result, and good news for the Treasury, who collect airport tax each time that a passenger takes a flight.

But it is hardly good news for UK travellers who are not being provided with flights from their local airports to the locations that they want and at a time when they want to fly. Indeed the hub strategy encourages those in the north of England, Northern Island and Scotland to take domestic flights to Heathrow and then transfer planes to reach their ultimate destination.

Yet hub airports may soon be an outdated concept, with technological improvements meaning that modern aeroplanes will be able to fly further (and faster) without the need to refuel (its already possible to fly non-stop from London to Sydney). Point-to-point flying seems more likely to be the way ahead. 

The second argument in favour of Heathrow runway expansion is that many airlines do not want to fly out of the UK’s ‘regional’ airports (with the possible exception of Manchester, which handled 27.7m passengers in 2017) and would be unwilling to give up valuable landing slots at Heathrow.

But this argument is unacceptable. We would not tolerate train operators refusing to serve smaller stations nor bus companies running services only on main routes. To combat this attitude the number of slots available at Heathrow needs to be limited rather than endlessly expanded, whilst the national airport strategy that Conservative MP and anti-Heathrow Runway 3 campaigner Justine Greening called for earlier this week should focus on ways to create an environment which encourages airlines to relocate services outside of London and the South East. This is particularly apposite given that both Birmingham and Manchester airports will be stops on the HS2 network by 2030. And whilst there is a real risk that limiting slots at Heathrow will result in some airlines pulling routes and services out of the UK altogether, the country is a large enough aviation market to offer sufficient paths to profit that most such withdrawals will likely be less than crucial and, in some cases, perhaps temporary.

In agreeing to support Heathrow’s third runway the government have committed to paying £2.6bn in compensation to those communities near to the airport that will be destroyed or significantly affected by the project. To which can be added an estimated £10bn in public funding for the new infrastructure and environmental measures required to support the expansion.

How much better to invest this money throughout the UK to create a national airport infrastructure to meet the needs of the travelling public, and one befitting the worlds fifth largest economy.

 

Steve Beauchampé

June 7th 2018

First published on http://thebirminghampress.com/2018/06/airport-2018/ 

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Note one of their forthcoming events: A Future for All

 Read more about the Priory Rooms here.

 

 

 

 

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Vintage Trains runs Tyseley Locomotive Works (below) in Birmingham, restores and cares for its collection of historic steam engines and carriages, preserving traditional skills and ensuring steam locomotives from a bygone era remain in service for people to enjoy. The company has promoted express steam train excursions to destinations including York, Oxford and the Cotswolds for a number of years.

It launched the share offer in January intending to set up a train operating co-operative, in a move expected to create up to 11 full-time roles. The firm is now within touching distance of its first target of £800,000 which will allow it to establish itself as a train operating company and be in control of its own destiny. More than £600,000 has been raised by its share sale to date. Other funds to be raised will be used to invest in teaching traditional railway skills and to preserve the historic fleet of steam locomotives.

Curzon Street Station

Community share members will have voting rights, travel benefits on the company’s services and, after six years, members may also have the opportunity to receive interest payments on their shares and to withdraw their capital.

Adrian Shooter, the former chairman of Chiltern Railways who will chair the Vintage Trains operating company, said: “There is still time to get involved in this unique opportunity and own a piece of history whilst helping us to train young engineers, and continue the investment in our fleet of locomotives and carriages.”

Through the share offer and investment, Vintage Trains said it was hoping to boost Birmingham’s tourist economy through an increased programme of trips and additional services and will work to deliver a heritage gateway to the city, incorporating the grade I listed 1832 Curzon Street station and the 1906 Moor Street station terminus (above).

For the share offer see: http://www.vintagetrains.co.uk/offerinfo.aspx

 

 

 

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The rational case against metro mayors ably set out by local commentators, Richard Hatcher, George Morran and Steve Beauchampé, has been shattered for the writer by the media-feeding chaotic, emotion-led, vicious, counterproductive squabbling in the Labour & Conservative ranks.

Still, evidently, a tribal people, we appear to need the ‘high-profile leadership’ extolled by Andrew Carter, chief executive of the Centre for Cities , largest funders Gatsby Charitable Foundation (Lord Sainsbury) and  Catapult network, established by Innovate UK, a government agency. (see report cover right)

As yet, the announcements made by the West Midlands metro mayor Andy Street, respected even by most opponents of the post, with a business record seen as a guarantee of efficiency, are provoking little dissension.

Dan Jarvis, who is expected to win the Sheffield election becoming Britain’s seventh metro mayor, intends to continue to sit in the House of Commons to work for a better devolution deal and speak for the whole county. (map, regions in 2017)

His desire to stay in parliament while serving as a mayor is thought, by the author of FT View to reflect a recognition that the real authority and power of these positions is limited:

  • The six mayors have no say on how taxes are raised and spent.
  • Outside Greater Manchester, the mayors have little control over health policy.
  • Major spending decisions on transport policy are still taken by central government.

Days after taking office in Greater Manchester, Andy Burnham’s announcement of a new fund to tackle the region’s homelessness problem was backed by ‘a chunk’ of his own mayoral salary.

Andrew Carter points out that England’s mayors are highly constrained in their control over local tax revenue and how it is spent, compared with their counterparts in other countries.

FT View describes this extra layer of government as yet merely creating cheerleaders, adding:

“Voices alone will not be enough to shift economic and political power to the regions. England’s mayors need more control. If the government is serious about devolution, the mayors need the powers to match that ambition”.

 

Could well-endowed, unsuborned metro mayors out-perform successive corporate-bound national governments?

 

 

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An air pollution campaign mounted by Birmingham Friends of the Earth calls on the City Council to adopt a city-wide approach to tackling air pollution which is linked to 900 premature deaths a year in the city.

Birmingham City Council will have to implement a Clean Air Zone by 2020 and within the next few months, the Council’s plans for a Clean Air Zone will be released for public consultation. The city’s poor air quality needs to be taken seriously and we need the best possible plan in place to ensure that the health of everyone who lives, works and travels to Birmingham is protected.

The Clean Air Zone should be in place as soon as possible before the government’s deadline of the end of 2019, with much stronger commitments from national Government to help Birmingham and other local authorities to deliver cleaner air for all. Read more about Clean Air Zones in the government’s Clean Air Zone Framework publication.

BFOE is calling for a city-wide approach to tackling air pollution, with a wide-area Clean Air Zone including all vehicle types and other measures to support it such as improving the walking and cycling infrastructure and public transport. The campaign has gained support from hundreds of people across the city along with community groups and councillors.

On Tuesday 13 March at 12:15pm, come and join campaigners who will be gathering outside Birmingham City Council House to hand in their petition to Councillor John Cotton.

The councillor will then present the petition to the full council meeting later in the day.

The petition is calling for Birmingham City Council to:

  • Implement an enforceable Birmingham-wide clean air zone by 2020.
  • Ensure nitrogen dioxide levels meet or are below EU limits everywhere, all of the time.
  • Make certain that monitoring of all areas in Birmingham is regularly carried out and reported and this information is publicly available.

To support the campaign, sign the Birmingham Friends of the Earth petition here and join the petition hand in on Tuesday 13 March at 12:10pm outside the Council House.

 

See also: https://ourbirmingham.wordpress.com/2014-2017-birmingham-air-pollution-blogs/

 

 

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Reading Christian Wolmar’s article: ‘Rail’s dirty secret’, recalled last year’s  question on this site: ‘How many lungs and hearts will be damaged by air pollution before action is taken?’

There is concern about the levels of diesel-generated air-pollution on Grand Central (New Street) platforms experienced by travellers like Professor Rex Harris (Birmingham) whose work includes the promotion of a hydrogen fuelled transport system for rail and waterways.

Professor Thorne’s student monitoring air pollutants at Grand Central

Research conducted by Professor John Thorne (Birmingham) found almost seven times the annual average EU limit of particulate matter on one platform.

The TV programme Dispatches then visited New Street Station with its own monitors and found “high levels of nitrogen dioxide and particulates on one of the platforms… way above EU annual limits”. Network Rail told the programme it wanted the station to be a “safe and healthy environment” and that in the coming years it “will shift to less polluting electric trains”. Wolmar writes:

In the Rail Engineer, Malcolm Dobell wrote about a hydrogen fuel cell locomotive he saw four years ago; a team from Birmingham University had designed, constructed and entered a fuel cell powered one-fifth scale locomotive in the Institution of Mechanical Engineers’ Railway challenge.

He reported that Alstom’s new train, the Coradia iLint (above), which runs on hydrogen power rather than diesel, has had its first successful test run. It is the first low floor passenger train in the world to be powered by a hydrogen fuel cell.

The hydrogen used for the test runs is the by-product of an industrial process, which is reasonably reused as a waste product, but because Germany has invested heavily in wind turbine technology as part of its energy mix, it will also be able to use the energy generated by the wind turbines to make hydrogen when electricity demand is low.

As Dobell mentioned, the Birmingham Centre for Fuel Cell and Hydrogen Research undertook a cross-disciplinary venture with a number of Birmingham Energy Institute academics and Birmingham Centre for Railway Research and Education, to design and construct the UK’s first practical hydrogen-powered locomotive.  The Centre’s website adds that there will be a requirement for such autonomously powered trains to serve non-electrified lines.

Hydrogen-powered locomotives, cars and boats, emitting only steam and condensed water, Dobell comments, are better for the environment, more pleasant for passengers and less disruptive to communities.

Time for change.

 

 

 

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Congratulations to the Compagnie Maritime Belge (CMB), one of the oldest Antwerp ship owners, which has built the first commercial ship that runs on hydrogen and produces zero pollution.

CMB currently sources its hydrogen from the chemicals industry but wants to get it through electrolysis powered by renewables in the future.

Bloomberg reports that the Hydroville passenger shuttle can operate on compressed hydrogen as well as regular fuel oil and has recently been certified to operate as a seagoing vessel by Lloyd’s Register. CMB will expand the technology to engines on cargo ships after initial testing.

“There’s a very strong commitment to decarbonize shipping from countries such as China, Japan, and a group of European nations,” said Tristan Smith, a lecturer at University College London’s energy institute and a former naval architect. “Hydrogen is one of the most cost-effective ways to do this. It’s proven, it works in the energy system and it’s easy to combust in ships.”

Cargo shipping is too energy intensive for electricity to be an option. “Even with the world’s biggest battery, we wouldn’t be able to sail a full day,” said Roy Campe, research and development manager at CMB. “Our trips usually take two or three weeks.”

The shipping industry, estimated to produce as much as 3% of the world’s emissions, was not included in the 2015 Paris climate agreement. But the International Maritime Organization, a United Nations agency, is to impose rules that limit the amount of sulphur emissions from ships from 2020. There are also talks about adding a carbon tax.

“We’ve had one in Birmingham since 2006!!!!”: Professor Rex Harris

The Ross Barlow is powered by a combination of a metal hydride solid-state hydrogen store, a proton exchange membrane (PEM) fuel cell, a lead acid battery stack and a NdFeB permanent magnet electric motor (project leader: Professor Rex Harris). The ongoing development of The Ross Barlow is one of the hydrogen and magnets research interests of The Hydrogen Materials Group at the University of Birmingham.

 

 

 

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A message from Councillor Mary Locke about city cycling has been forwarded by Peter Walker, Chairman of the Stirchley Neighbourhood Forum.

Would-be cyclists are being invited to apply for the latest free bike giveaway. In 2015 more than 3,500 people received an orange bike (above) and cycled over 300,000 miles which improved their mental health and wellbeing. This time the emphasis will be on encouraging families to cycle together.

2000 free Raleigh bikes are being offered to families and residents in the most deprived communities as part of the next phase of the Big Birmingham Bikes scheme. Part of Birmingham City Council’s Birmingham Cycle Revolution, Big Birmingham Bikes aims to encourage people of all backgrounds to cycle regularly by offering free bikes to those unable to afford them.

To see the Autumn / Winter Programme click on this link. There is information on Ride Active sessions and Led Rides, free of charge.

Read all about how to apply for a free bike here.

Bike banks – a children’s bike loan scheme (for under 16s) available throughout the city, targeting the most deprived areas: information here.

Copies of the brochure will be available shortly at the council’s Wellbeing Centres.

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Birmingham Cycle Revolution is funded from various sources including City Council funds and successful bids to the Department for Transport and the Local Enterprise Partnerships.

 

 

 

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Following an apology for the company’s mistakes in London by Uber’s chief executive and promises to change if its licence is renewed, Raj Khalid writes to the Financial Times from Bandra, Mumbai, India.

His stance is that Uber has changed the market, providing more convenient and cheaper rides to people across the world, adding:

“In India passengers were held to ransom by the ubiquitous black-and-yellow cabs. Mumbai was the only city on the sub-continent where they ran on meters. In Delhi the meter was very neatly covered by a small towel so the passenger never saw the fare. Even today in Mumbai taking a pre-paid a cab from the airport involves a hefty booking fee and extras for luggage.

“The Uber takes all your luggage, provides a comfortable ride in an air-conditioned vehicle. In India where street names keep changing and there is no proper numbering of houses, the Uber uses GPS to take passengers perfectly to their destination”.

Khalid points out that when responding to protests, a minister welcomed any system that:

  • provided jobs to thousands of people,
  • helped them to earn a reasonable income
  • and reduced personal cars.

In London, which is choking under diesel smog, Khalid argues the case for banning private vehicles and allowing Uber to operate, adding: “Maybe the car parks would lose money but there would be fewer cars on the road”.

 

 

Birmingham (see 15 blogs) please note.

 

 

 

 

https://ourbirmingham.wordpress.com/2014-2017-birmingham-air-pollution-blogs/

 

Water taxis are already plying in several British cities, including London, Glasgow, Spalding, Lancaster, Leeds and Manchester.

In London, MBNA Thames Clippers is building a service for daily commuters, using Transport for London’s system which allows Londoners to hop on and off boats by swiping their Oyster and contactless cards. It carried 4 million passengers in 2016.

In Birmingham? As David Bailey tweeted whilst working in Venice:

https://twitter.com/dgbailey/status/855495899115638784/photo/1

MBNA are trying to reduce the environmental impact of their boats currently using diesel fuel. Change is on its way:

  • In Hamburg, HADAG has added a hybrid-powered ferry to its fleet crossing the Elbe river, using both diesel and electric power sources.
  • In Southampton, a company called REAPsystems has developed a hybrid system for water taxi boats, one able to switch easily between a fuel engine and electric motor. The company will take their hybrid water taxi boat to Venice next year, where a hotel operator will run it on a passenger route through the canals and out to the airport throughout the summer.
  • A member of the Commercial Boat Operators Association, Antoon Van Coillie, intends to convert his large continental barges to hydrogen fuel.
  • A team at Birmingham University (Project Leader Professor Rex Harris) has constructed a hydrogen-powered canal boat, tried and tested, which is undergoing further modifications.

Will the council and/or a Birmingham entrepreneur see the potential of waterway transport from the Soho Loop development?

Artist’s impression

Will Soho Loop’s new canal-side community be able to travel from their ‘variety of energy efficient homes’ to work or visit the city centre a mile away, by a cleaner quieter form of transport? 

 

 

 

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