Crumbling Castle Cornet bridge in Guernsey set for reconstruction
The design "closely resembles" the existing structure "with slight modifications to improve load-bearing capacity and meet current design codes", said Jenny Giles, head of infrastructure delivery at Guernsey Ports.
Hashtags
Try Our AI Features
Explore what Daily8 AI can do for you:
Comments
No comments yet...
Related Articles
BBC News
6 hours ago
- BBC News
Severn Valley Railway tracks laid at zero cost for bridge repair
A heritage railway has said tracks have been re-laid across its newly-repaired bridge at zero Severn Valley Railway railway runs for 16 miles from Kidderminster in Worcestershire to Bridgnorth in Shropshire, and suffered a landslip in with the line opening on Friday to welcome the Flying Scotsman, tracks have been put in place across the Mor Brook bridge thanks to help from mainline railway companies."I started making phone calls to contacts in the rail industry, and was completely knocked out by their willingness to get involved and the generosity of so many companies," said Severn Valley Railway director Steve Featherstone. "Whilst repairs to the embankment and bridge structure were covered largely by insurance, the track re-lay element wasn't," he said. "In record time, this superb team has been able to carry out a task that would have taken the railway's own very small permanent way gang around three weeks to complete. It's made all the difference, and we are hugely grateful."The effort saw volunteers bring in people, equipment and consumables at no cost to the heritage line - they dubbed the team the "Orange Army Volunteer All Stars."Companies taking part included some closer to home, like Stafford-based Ap Webb and Birmingham-based AWE Technologies, as well as those from further afield like National Rail and Balfour 30m of the track and track bed were damaged in the landslip between the Bridgnorth and Hampton Loade stations. It meant that trains could not operate Flying Scotsman will celebrate the railway's reopening on 25 July, and will also run on 26 and 27 July as part of the Swingin' Sixties event, which celebrates the 60th anniversary of the line in preservation. Follow BBC Shropshire on BBC Sounds, Facebook, X and Instagram.
BBC News
12 hours ago
- BBC News
La Grande Route de la Cote to partially close for six weeks
A coast road in the east of the island will be partially closed for six weeks after £1.5m of roadworks and Environment (I&E) said a part of La Grande Route de la Cote at St Clement would be worked on for the first time in more than 20 department said the investment would hopefully mean the road "should last for many years".I&E said the road would be closed to traffic from 07:30 until 21:00 BST Monday to Friday with the aim to open during the weekend, with resident access maintained "where possible". A number of temporary one-way systems will be in place - the government said not observing the traffic signs could lead to "a fine of up to £1,000".Work should conclude by Friday 29 August, it said.
Times
a day ago
- Times
I fear a state monopoly of the rail timetable, fares and capacity
'N o room, No room,' said Network Rail, which owns and manages railway infrastructure. And the regulator, the Office of Rail and Road, agreed. In its decision of July 3, the office rejected three companies' applications, made in 2024, for track access contracts for the west coast main line — the railway that has its London terminus at Euston. Virgin wanted to operate three new services including Euston to Birmingham; First Group applied to operate new services from Euston to Rochdale; and Wrexham, Shropshire & Midlands Railway Company applied to operate new services to Wrexham. Their problem was that in May 2020 — four years before they made their applications — Network Rail had made a formal declaration that part of the route, from London to Leighton Buzzard, counted as 'congested infrastructure'. They made applications that seemed doomed to fail, unless the rail regulator intervened. • Great Bolshevik Railways going the wrong way The regulator concluded that this part of the line was 'currently unable to accommodate any of the proposed applications'. That verdict depended heavily on the value the regulator placed on Network Rail having some spare capacity available for existing and planned services. Also, critically, it depended on the existing timetable and service specifications for the incumbent operators, and for the HS2 line north of Birmingham. Will the 'existing timetable and service specifications' be maintained by Great British Railways, the planned state-owned railway company? If not, will the private or 'open-access operators' like Virgin be able to use the spare capacity ? If the answer to both questions is no, the future for passengers is bleak. Subject to there being any appeal, the regulator's decision has brought to the fore first, to my mind, a predictable clash between an independent regulator and a government hostile to any engagement by the private sector in its state-owned and controlled railway, and secondly a complete absence of any sense of direction or commitment on the part of the government as to the future of the timetable and service specifications. • Virgin Trains' attempt to get back on to the railways blocked The regulator's decision also showed how its so-called 'not primarily abstractive', or NPA, test would work, even though its decision was not based on it. This test is used to help the regulator to balance its statutory duties, in particular those to promote competition for the benefit of users and to have regard to the funds available to the secretary of state. Of five applications it looked at, four would have passed the test. However, the government argued that only one of the five would have passed the test. Moreover, the regulator's decision refers to Department for Transport submissions made to it in June this year in which the government 'stressed the need for ORR to take steps to fully understand and consider the cumulative scale and impact of abstraction when it assesses open-access applications'. My concern is that a state monopoly in control of the timetable, fares and capacity, and intolerant of any risk that competition may erode that monopoly through the provision of better services, is a bleak future for us all. John Swift KC was Rail Regulator, 1993-1998
