What a delight it was to read such insightful journalism in Michael Stothard’s article about the disposal of nuclear waste. The suggestion that future generations might be warned of the hazard beneath the ground by large stones left me imaging whether Stonehenge was built with some alarming motive we are now at a loss to identify.
The Financial Times, Saturday 23 July 2016
At circa 10.45am on Monday I was just about to board a North bound Northern Line train from Tottenham Court Road, when the driver of the train advised the station was being evacuated and everyone on the train had to leave it. A booming voiceover started, declaring something along the lines of: “This station is being evacuated. Please leave the station immediately”. I would not say panic ensued, but some people were running or crying and I would describe most as being visibly apprehensive. As we slowly climbed the escalators to the ticket hall, none of us had any idea what we would find.
Thankfully, this was no attack and the evacuation must have been a false alarm. However had there been, it occurs to me that this episode exposes a quite obvious flaw in London Underground’s evacuation procedures. Had a Paris-style gun attack been underway, and it is very likely that once the station evacuation command has been given the drivers of the trains will have little insight into what was happening at street level, it is surely mistaken to demand passengers to leave trains that have just arrived, or are about to leave, a platform. Any of the persons being asked to leave the train could be walking into a massacre, or be faced with persons armed with explosives.
It would be much more sensible if Tube drivers are trained to immediately leave a station (or not stop at all) and at the very least hold the train mid-way through a section of a tunnel. Ideally, this would be out of sight of the platform. Of course, were a station subject to an attack or hostage situation, it would be even better if a train was encouraged to save as many persons as possible before closing the doors and removing them from the scene as quickly as the train will allow.
Oliver Lewis, London
Evening Standard, 17 December 2015
The Labour Party does not go far enough in its plans to renationalise Britain’s railways (“Gravy trains”, October 3rd). As you noted, attaining rail renationalisation by allowing franchises to lapse will take more than a decade. Instead a new bill, a Railways Act 2020, should be passed by Parliament to terminate the franchises. The bill might consider re-establishing British Rail’s passenger businesses, which were fragmented into 25 separate entities by privatisation.
Among them was Intercity, which operated high-speed trains, and Network South East, London’s commuter service. Policymakers have been reluctant to acknowledge the cost to the taxpayer and the British economy of rail privatisation. That amnesia ignores the remarkable performance of these two businesses: in 1993-94, both made an operating profit and did not require a penny of public subsidy.
Campaign to Bring Back British Rail
The Economist, 24th October 2015