From this weekend, c2c are diverting some of their weekend trains to/from Liverpool Street via Stratford instead of Fenchurch Street via West Ham and Limehouse, for the rest of 2013.
The trains on this route will use platform 7 and 8 at Barking.
As ever, I suggest you plan your journey.
Thursday, 28 November 2013
Wednesday, 27 November 2013
Real Time Train Information
Check out http://www.realtimetrains.co.uk/ for real time information about National Rail Trains (including London Overground). In the simple view you can get arrivals and/or departures and in the detailed view you are presented with a great deal of information about trains around your chosen point in time and space.
In a recent issue of Rail magazine, an employee of a railway company wrote that he uses this source in preference to that provided by his own company!
In a recent issue of Rail magazine, an employee of a railway company wrote that he uses this source in preference to that provided by his own company!
Tuesday, 10 September 2013
Cycle Training in Barking and Dagenham
National Standards (Bikeability) cycle training is available at a subsidised rate to those who live, work, or study in the borough. A similar situation applies throughout London.
ACCESSING THE TRAINING
Adults
Complete the form on the TfL website, or
Contact one of the approved cycle trainers, currently:
Schoolchildren
To arrange cycle training for schoolchildren, contact their school.
ACCESSING THE TRAINING
Adults
Complete the form on the TfL website, or
Contact one of the approved cycle trainers, currently:
- Zig Zag Cycle, or
Schoolchildren
To arrange cycle training for schoolchildren, contact their school.
Friday, 30 August 2013
Drinks Carton (Tetra Pak) recycling points in Barking
As the information on recyclenow.com is sometimes incorrect, I have done a physical audit of sites near where I live. I can confirm that there are drinks carton recycling points at:
And I can confirm that there is not a drinks carton recycling point in
- Faircross (W side of Upney Lane near Barclays Bank) - recyclenow.com is correct
- Whiting Avenue, near junction with North Street (near Telephone Exchange). Recyclenow.com does not have this bring site listed at all.
And I can confirm that there is not a drinks carton recycling point in
- The big Tesco's car park (recyclenow.com does not say there is. but it is way off with its list of materials for this site.)
- Axe Street (recyclenow.com is wrong. There is no recycling point at all now).
Tuesday, 30 July 2013
Boris Bikes phone number, account
Instead of 0845 026 3630 you can dial (020) 8216 6666 for Barclays Cycle Hire (in London).
Also, don't get caught out like I did. My hire key was linked to an expired credit card. This didn't show up when the card expired, but on my first attempted use of a bike after that. Luckily the BCH people dealt with the issue swiftly, and I wasn't in a hurry, but I think I will diarize the expiry of my current credit card to remind me.
Also, don't get caught out like I did. My hire key was linked to an expired credit card. This didn't show up when the card expired, but on my first attempted use of a bike after that. Luckily the BCH people dealt with the issue swiftly, and I wasn't in a hurry, but I think I will diarize the expiry of my current credit card to remind me.
Monday, 24 June 2013
Cheaper TfL phone number
TfL have added 0343 222 1234 to 0845 222 1234. The former should be cheaper to call. I have added it to my contacts so that I can call it from my mobile easily.
Of course TfL (and its predecessors) was Abbey 1234, which is identical to 222 1234 and which became 7222 1234 in the London renumbering (and change to 020 code) in 1999-2000. Given that about 1/3 of the UK population * could dial this as a local call, I'm not sure what what has been achieved by introducing an 03 number
I do suggest TfL stake their claim for 2222 1234 when it becomes available, and possibly 2221 2345.
* Calls to London from each of the 01322, 01372, 01689, 01707, 01708, 01727, 01737, 01753, 01784, 01883, 01895, 01923, 01932, 01959 and 01992 area codes were charged at local rate, as were calls from London to each of those area codes.
Of course TfL (and its predecessors) was Abbey 1234, which is identical to 222 1234 and which became 7222 1234 in the London renumbering (and change to 020 code) in 1999-2000. Given that about 1/3 of the UK population * could dial this as a local call, I'm not sure what what has been achieved by introducing an 03 number
I do suggest TfL stake their claim for 2222 1234 when it becomes available, and possibly 2221 2345.
* Calls to London from each of the 01322, 01372, 01689, 01707, 01708, 01727, 01737, 01753, 01784, 01883, 01895, 01923, 01932, 01959 and 01992 area codes were charged at local rate, as were calls from London to each of those area codes.
Sunday, 23 June 2013
Lost Oyster Cards
If you lose your Oyster card and find yourself buying a new one, do not transfer any products from the old card to the new. Report it as lost/stolen and get a replacement (free), then redeem the new card when the replacement arrives.
As you may gather I have fallen into this trap. I transferred the balance and the auto top up from the lost card to the replacement, and TfL won't send out a replacement for the lost card now.
As you may gather I have fallen into this trap. I transferred the balance and the auto top up from the lost card to the replacement, and TfL won't send out a replacement for the lost card now.
Sunday, 16 June 2013
Mando Footloose Electric bike
http://electricbikereport.com/mando-footloose/
A very interesting idea. The pedals turn a generator, rather than a chain. This seems to me to open up excellent possibilities with recumbent bikes without the issue of long chain runs. On a recumbent trike you caould pedal at constant cadence constantly, even while stationary.
However, the fear is that this way of powering a bike may be rather inefficient - plus of course it can only work by electricity, whereas a conventional electric bike can be used like any bike and pedalled home without electricity.
Nevertheless, I like it.
A very interesting idea. The pedals turn a generator, rather than a chain. This seems to me to open up excellent possibilities with recumbent bikes without the issue of long chain runs. On a recumbent trike you caould pedal at constant cadence constantly, even while stationary.
However, the fear is that this way of powering a bike may be rather inefficient - plus of course it can only work by electricity, whereas a conventional electric bike can be used like any bike and pedalled home without electricity.
Nevertheless, I like it.
Saturday, 8 June 2013
Local Bike Recycling Project
https://www.facebook.com/RecyclesIlfordCorps
This bike recycling project is based in the Salvation Army's building at 15 Clements Road, Ilford. They had a sale this morning, so I popped along.
They had plenty of bikes there, but the stock on display was heavily dominated by mountain bikes. The price range seemed to be £70-£120 based on my unscientific sample.
The project teaches disadvantaged people to maintain bikes using workshops on Fridays, when they will also accepted donated bikes/parts.
This bike recycling project is based in the Salvation Army's building at 15 Clements Road, Ilford. They had a sale this morning, so I popped along.
They had plenty of bikes there, but the stock on display was heavily dominated by mountain bikes. The price range seemed to be £70-£120 based on my unscientific sample.
The project teaches disadvantaged people to maintain bikes using workshops on Fridays, when they will also accepted donated bikes/parts.
Tuesday, 5 March 2013
Gospel Oak and Barking Line train overcrowding
Here, courtesy of Glenn Wallis of the Barking and Gospel Oak Line User Group is an explanation - edited by me - of why it would be difficult if not impossible to have more or longer diesel trains on this line to relieve peak time overcrowding.
Trailer coaches
Just one trailer (ie unpowered) coach added to each unit would seriously affect the performance the resulting 2+1 unit and Network Rail might even levy increased track access charges for the loss of track capacity.
The Turbostar was designed as an all vehicle powered train, so even trailers would require a lot of design work and possibly alterations to the existing power cars as well.
Engine upgrade
There is no diesel engine that meets current EU emissions regulations that can be installed in the Bombardier Turbostar without a costly and difficult redesign which neither Bombardier or Angel Trains are interested in unless there is going to be a big order for the redesigned vehicles.
Leasing costs
TfL do not lease the Overground Turbostars, LOROL do, which complicates matters even more. TfL would have to pay to have the leases transferred to them and then pay vastly increased rental costs to Angel Trains to make it worth their while to pay the high costs of buying 8, or 16 redesigned Turbostar coaches from Bombardier.
Electrification
TfL are now realising that instead of being a 'nice to have', electrification of the B-GO is now becoming essential as the only way to deal with the overcrowding."
Trailer coaches
Just one trailer (ie unpowered) coach added to each unit would seriously affect the performance the resulting 2+1 unit and Network Rail might even levy increased track access charges for the loss of track capacity.
The Turbostar was designed as an all vehicle powered train, so even trailers would require a lot of design work and possibly alterations to the existing power cars as well.
Engine upgrade
There is no diesel engine that meets current EU emissions regulations that can be installed in the Bombardier Turbostar without a costly and difficult redesign which neither Bombardier or Angel Trains are interested in unless there is going to be a big order for the redesigned vehicles.
Leasing costs
TfL do not lease the Overground Turbostars, LOROL do, which complicates matters even more. TfL would have to pay to have the leases transferred to them and then pay vastly increased rental costs to Angel Trains to make it worth their while to pay the high costs of buying 8, or 16 redesigned Turbostar coaches from Bombardier.
Electrification
TfL are now realising that instead of being a 'nice to have', electrification of the B-GO is now becoming essential as the only way to deal with the overcrowding."
Saturday, 23 February 2013
What kind of London cycle network?
Sustrans, the National Cycle Network charity, have started a petition to persuade the Mayor of [Greater] London to create the world's biggest cycle network by 2020, which they have called the London Cycle Network - a name I think they'll find is already taken. It's a nice headline, and the concept of spending less than the cost of a new Underground train is attractive.
I don't think the cycling advocacy community in London is particularly impressed by Sustrans' independent move - apparently there was no consulatation with LCC or CTC, but I'm looking here about what kind of cycle network Sustrans favours, and the pros and cons.
Sustrans favours off-road and quiet routes. The advantage of these is that they encourage new and less confident cyclists. They can, being quiet, be attractive to experienced cyclists too, if they are prepared at a given time to put up with the disadvantages.New off road links can be valid additions to a cycle route network if they shorten journeys (that is do not parallel other routes/links) and ublocking quiet roads is also perfectly valid. These improvememts really come under 'permeability'.
The disadvantages of quiet routes are several. They could be to the exclusion of improving all roads for cycling, they can take people to secluded areas where they may not feel / be socially safe, especially after dark, and they don't equip cyclists with the skills to ride in mixed traffic on ordinary roads.
Intellectually, the 'answer' to this dilemma really depends on how much weight is given to the individual pros and cons of quiet route networks, but I want to make some empirical - anecdotal really - observations. The approach of training people to cycle in general traffic is a good one, but how do you get to people who are not confident, and are (probably as a result) very resistant to cycling on any but the quietest roads? I dis some volunteering with such novices over the summer, and is does seem to me that carefully and slowly conducting them over the quietest of roads to the local park for a less inhibited cycle does have its merits. The location of the participants homes does constrain the scope of rides (severance by A13, A406 and surface railway lines) and this is exacerbated by the fact that some participants had trailers to carry non cycling children.
To see some of the participants in the saddle at these events is to see people that are far off from day to day cycling in mixed traffic. This is based on their self-perception as well as my observation. Many participants were on bikes borrowed from the organisers (Sustrans), so they get to ride basically once a week. Improving vehicle control, strength and stamina is genuinely a high priority for such people, and more than enough to be going on with in the short amount of time that they have available. From these people's perspective, the Sustrans approach of increasing the network of quiet routes makes perfect sense. They are unlikely to go out cycling unaccompanied at all, let alone in the dark. They perceive cycling as a day-time leisure activity.
Who knows if these people might develop into utility cyclists, cycling for transport as they commute or go about their personal business, or do the school run? The cycling they are attracted to is off-road leisure cycling, and Sustrans may well be right to try to tap into that particular vein. It may be the one way into cycling that is most widely possible/available.
I don't think the cycling advocacy community in London is particularly impressed by Sustrans' independent move - apparently there was no consulatation with LCC or CTC, but I'm looking here about what kind of cycle network Sustrans favours, and the pros and cons.
Sustrans favours off-road and quiet routes. The advantage of these is that they encourage new and less confident cyclists. They can, being quiet, be attractive to experienced cyclists too, if they are prepared at a given time to put up with the disadvantages.New off road links can be valid additions to a cycle route network if they shorten journeys (that is do not parallel other routes/links) and ublocking quiet roads is also perfectly valid. These improvememts really come under 'permeability'.
The disadvantages of quiet routes are several. They could be to the exclusion of improving all roads for cycling, they can take people to secluded areas where they may not feel / be socially safe, especially after dark, and they don't equip cyclists with the skills to ride in mixed traffic on ordinary roads.
Intellectually, the 'answer' to this dilemma really depends on how much weight is given to the individual pros and cons of quiet route networks, but I want to make some empirical - anecdotal really - observations. The approach of training people to cycle in general traffic is a good one, but how do you get to people who are not confident, and are (probably as a result) very resistant to cycling on any but the quietest roads? I dis some volunteering with such novices over the summer, and is does seem to me that carefully and slowly conducting them over the quietest of roads to the local park for a less inhibited cycle does have its merits. The location of the participants homes does constrain the scope of rides (severance by A13, A406 and surface railway lines) and this is exacerbated by the fact that some participants had trailers to carry non cycling children.
To see some of the participants in the saddle at these events is to see people that are far off from day to day cycling in mixed traffic. This is based on their self-perception as well as my observation. Many participants were on bikes borrowed from the organisers (Sustrans), so they get to ride basically once a week. Improving vehicle control, strength and stamina is genuinely a high priority for such people, and more than enough to be going on with in the short amount of time that they have available. From these people's perspective, the Sustrans approach of increasing the network of quiet routes makes perfect sense. They are unlikely to go out cycling unaccompanied at all, let alone in the dark. They perceive cycling as a day-time leisure activity.
Who knows if these people might develop into utility cyclists, cycling for transport as they commute or go about their personal business, or do the school run? The cycling they are attracted to is off-road leisure cycling, and Sustrans may well be right to try to tap into that particular vein. It may be the one way into cycling that is most widely possible/available.
Subscribe to:
Posts (Atom)