Crash.

I took the photo above - click on it to see a larger version - recently in Appold Street Erith, at the location of the Thames Water pumping station. The site is the regular location of severe drain blockages, some of which have historically been attributed to Morrison's supermarket, which is adjacent. I am not aware of what the cause of the drain blockage was in this instance, but in many cases the cause is easily preventable. Fat blocks, or "fatbergs" as they are nicknamed, are a growing menace in the UK. These congealed masses of grease, oil, and food waste clog drains, causing overflows, foul odours, and even structural damage. The culprit? people's well-intentioned but misguided habit of pouring cooking leftovers down the drain. Every year, UK drains suffer under the weight of an estimated 300,000 tonnes of fat and grease. This sticky menace arises from kitchens, restaurants, and food processing plants, where oils and fats find their way down the plughole, only to solidify in colder pipes. What starts as a thin film soon hardens, trapping debris and forming huge blockages. The consequences are far from pleasant. Overflowing drains flood homes and streets, spewing a toxic cocktail of sewage and grime. This poses a health hazard, attracting vermin and spreading harmful bacteria. Fatbergs also strain sewage treatment plants, leading to environmental damage and costly repairs. The financial burden is significant. Thames Water spends an estimated £1 million per year clearing fatbergs, a cost ultimately passed on to consumers through higher water bills. Restaurants and food businesses are also hit hard, facing fines for contributing to blockages and the expense of hiring specialist drain clearance services. Last week I was talking to a business owner in Bexleyheath. She had recently had her business premises flooded with raw sewage; when engineers from Thames Water visited to clear the problem, they explained that the reason for the stinking and noxious flood was because of a giant fatberg blocking the shared drains with adjacent other businesses. They suspected the culprit was an Indian restaurant two doors down from her premises. The business owner was left substantially out of pocket in respect of internal cleaning and redecoration, along with the replacement of ruined carpets in her office space. Tackling the fatberg problem requires a collective effort. Restaurants and food businesses need proper grease traps and disposal methods. Water companies and local authorities can play their part by raising awareness and offering disposal facilities. What do you think? Comments as usual to me at hugh.neal@gmail.com. 

Flaxman Charles John Spurrell (1842-1915) was a man of many interests, a true polymath who excelled in the fields of archaeology, geology, photography, and even Egyptology. His life and work were deeply intertwined with the landscapes of Kent and East Anglia, where he unearthed hidden treasures and documented them with meticulous care. Spurrell's dedication to uncovering the secrets of his beloved Kent and beyond left an indelible mark on the understanding of the region's rich history and natural wonders. Born at Mile End in Stepney, London, Spurrell was the eldest son of Dr. Flaxman and Ann Spurrell and a descendant of the Spurrell family of Norfolk. He was a nephew of the Rev. Frederick Spurrell, a fellow archaeologist, and an uncle of the biologist and author Herbert George Flaxman Spurrell. Not long after his birth, the family settled in a large family house, living for many years at The Priory, Picardy Road, Belvedere (now the  home of the Priory Social Club - photo above - click on it to see a larger version). Spurrell was educated at Epsom College, and went on to study medicine, although he never completed his studies. Spurrell's fascination with the world around him began early. He explored the chalk cliffs of his native Kent, meticulously documenting the geological formations and fossil finds. His keen eye and meticulous approach soon led him to collaborate with renowned geologist William Pengelly, studying the prehistoric flint mines known as dene holes. Spurrell's interest in geology naturally extended to archaeology. He meticulously excavated Roman and Saxon remains in Kent and East Anglia, unearthing valuable artifacts and shedding light on the region's rich history. One of Spurrell's most notable archaeological achievements was his work at the Neolithic flint mines of Cissbury Ring. His careful excavations revealed the intricate methods used by prehistoric miners, shedding light on a crucial chapter in British history. His meticulous records and detailed drawings of his discoveries continue to be invaluable resources for archaeologists today. Spurrell's dedication to documenting his finds extended beyond traditional excavation methods. He was a pioneer in the use of photography in archaeology, capturing the details of sites and artifacts with a keen eye for visual storytelling. His photographs, many of which are still preserved today, offer invaluable insights into the landscapes and objects he studied. Spurrell's reach extended beyond the shores of Britain. He collaborated closely with the renowned Egyptologist Flinders Petrie, participating in excavations at the site of El-Amarna in Egypt. His skills in photography and documentation proved invaluable in recording the intricacies of this ancient city. Spurrell's contributions were recognised by his peers. He was elected a Fellow of the Geological Society in 1868 and the Society of Antiquaries in 1899. His dedication to his fields earned him respect and admiration from fellow archaeologists and geologists. Shortly after his mother’s death in 1896, Spurrell retired to Norfolk, where he resided first with his uncle Daniel Spurrell at the Manor House in Bessingham and later at The Den, another house on the estate. Despite what Petrie called “the entreaties of his friends”, he seldom left Norfolk and his self-imposed retirement. On 27 March 1912 he married his cousin Katherine Anne Spurrell (1852–1919), a daughter of Daniel Spurrell and a noted daffodil breeder whose cultivars had won the Award of Merit from the Royal Horticultural Society. He died on the 25th February 1915. When a housing estate was built at Joyden's Wood in Bexley in the 1950s, one of the roads was named Spurrell Avenue in his honour. Flaxman Charles John Spurrell was a man of many interests, each undertaken with distinction. He was an archaeologist, geologist, photographer, and Egyptologist, driven by an insatiable curiosity and a deep respect for the past. His life and work serve as a testament to the power of interdisciplinary exploration and the enduring value of meticulous documentation. Spurrell's legacy reminds us that the past is not just a collection of artifacts and ruins, but a living story waiting to be unearthed, one careful excavation and photograph at a time.

Last week, radio industry news website Radio Today published an announcement about a fondly remembered, but long gone offshore radio station which was hugely influential - albeit rather short lived. The station was called Laser 558, and it broadcast from a ship moored in the international waters of the North Sea for around eighteen months from May 1984. It provided a very different musical output to its' long established competitor, Radio Caroline, which I was to work for some years later. The press release on the relaunch of Laser 558 reads:- "The former offshore radio station name Laser 558 is back as an online station promising to never be more than a minute away from music. The station says its programming and playlist place the listener back in the mid-80s playing the current hits of the time as well as dipping back through the music vaults in the same way that the original station did. The original jocks are back behind the mic, and the channel’s focus audience is the millions of people who remember the original station as well as fans of 60s, 70s, and 80s music. Original adverts from the 80s are also playing for items such as cassette tape decks via mail-order. In addition to the main station, app users can also listen to the original ‘AM’ feel with an AM version of the broadcast. There is also a third stream which plays original off-air recordings of LASER558 to complete the nostalgic experience. LASER558 Director Steve Bannister says: “LASER558 fills a gap in current radio trends where many nostalgic stations are mainly ‘DJ-free’ during much of the day. “LASER558 uses state-of-the-art production methods so that our favourite DJs from the 80s are still introducing music today. We are also looking at DAB+ Radio and Freeview TV as further ways for listeners to find us. “We’re hoping that this will coincide with the 40th anniversary of the launch of the original LASER558 in May 2024. Those wanting to learn more about us can visit laser558.live" Laser 558, the offshore radio station that for a brief period between 1984 and 1986 became the most popular music radio station in the UK. Laser was known for its fast paced format “you are never more than a minute away from music”, and exclusively employed American DJ’s, including some, like Charlie Wolf, who went on to become household names. It all sounded very glamorous, and nothing like any rather more staid British radio station of the period. Most listeners believed the story that the station was crewed and operated exclusively by Americans, and supplied from mainland Europe, and therefore operating completely legally. The reality was that whilst the broadcasters were nearly all US citizens, the station and the supplies all came covertly from the UK – the main supply point was at Herne Bay. The Laser ship was called the M.V Communicator – it was a converted Lowestoft hydrographic survey vessel originally named the Gardline Seeker. The work to convert the ship to a marine broadcasting station was carried out in Port Everglades in Florida – if you ever see a rerun of the Miami Vice episode “Phil the Shill” (the one that guest starred Phil Collins) there is a long aerial tracking shot of Crockett and Tubbs driving through Port Everglades – and the M.V Communicator can clearly be seen whilst it was being converted into a radio ship. When Laser 558 first came on air from the North Sea, the station tried using a novel wire antenna suspended from a helium balloon. Whoever thought of this idea clearly had no concept of the atrocious weather frequently experienced in the area. The strong, gusty and changeable winds soon destroyed the balloon antenna, and a conventional tower array was built to replace it. Laser quickly picked up a massive following in both the UK and Europe. Certainly, Laser's signal - and their following - reached into Holland, Belgium, and other Continental European countries. Laser 558's ship, the MV Communicator was anchored in the Knock Deep area of the Thames Estuary of the North Sea. The anchorage was approximately 3 miles off the Essex coast, not far from Harwich. It had a strong, loud signal on Medium Wave, it played far more music that BBC Radio One, and operated a format of top 40 pop and familiar oldies, played back to back. The sound was slick and very professional, and soon listeners started to defect from local radio and BBC national stations to Laser. At this point the government became worried – they could not let this upstart pirate take all of their precious listeners from the BBC and ILR stations. Laser 558 claimed an audience of some 8,000,000 listeners and was seriously threatening the long established duopoly of the BBC and the IBA. The Department of Trade and Industry (DTI) started to take action against the station, firstly by advertising in specialist magazines to warn boat owners of the penalties of supplying "pirate" broadcasting ships. Notices began appearing around the British coastline warning not to supply the radio ships, though this was widely flouted. A ship called the Dioptric Surveyor was despatched by the Department of Trade and Industry Radio Investigation Service to monitor both Laser 558 and Radio Caroline, in what became known as the “Eurosiege”. It was soon apparent that Laser, rather than Caroline was the real target. This was mainly due to the constant on air jibes and arch comments made by Laser DJ’s – most notably by Charlie Wolf, the station motor mouth, and at that time a serious rival in popularity to Radio 1's Steve Wright. Soon a spoof record was released called ”I Spy for the DTI” by the Moronic Surveyors (actually the Laser DJ’s) which got heavy play on Laser, and got into the lower reaches of the charts. In contrast, Radio Caroline continued in their policy of not annoying the authorities, and they carried on pretty much unmolested. Eventually a mixture of running low on supplies, bad weather (the M.V Communicator was not an ideal ship for the North Sea and its heavy swell – it rolled terribly due to its very high freeboard - the height of the hull out of the sea - unlike the Radio Caroline ship the M.V Ross Revenge – a massive, former ice breaking trawler (which was solid as a rock in rough seas), and a lack of advertising revenue caused the Laser crew to bring the ship in to port, under escort from the DTI. The other reason for the failure of Laser 558 was its management, which was pretty financially incompetent, and also a few suppliers that managed to con a large amount of cash out of the station for very little in return. The whole project lasted only around eighteen months, but it did massively shake up UK radio, which up until that time was legally restricted as to the amount of music it was allowed to play. The “needle time” rules dictated that fifty percent of broadcasting time had to be dedicated to speech; this was later relaxed when it was found that the audiences for Laser 558 were primarily attracted by the stations policy of “never more than a minute from music”. In contrast Radio Caroline continued at sea for another six years, which was when my own involvement with the station happened. Back when Laser and Caroline were both broadcasting to Northern Europe, I was still at school – I recall many occasions when there would be scuffles in the 6th form common room when some pupils wanted to listen to Laser 558 on the ancient valve radiogram we had, whilst I wanted to listen to Radio Caroline. Strangely I cannot recall anyone wanting to listen to BBC Radio One at the time. I think that just about says it all. You can visit the new Laser 558 website by clicking here. 

Across the United Kingdom, a quiet revolution is taking place. British Telecom (BT) engineers are re-purposing broadband and telephone street cabinets into Electric Vehicle -  EV charge points by kicking off a pilot to demonstrate the concept actually works. The first installation location will be in East Lothian, Scotland. The plan is to retrofit existing cabinets, currently used for providing broadband and copper phone line connections to households. These are set to be decommissioned during the full-fibre roll-out. Since they are already hooked up to a power source, the thinking is that engineers can retrofit a device to split the existing power supply, meaning that the current broadband can keep running, and a new charge point can be made available. A battery backup will mean that households shouldn't experience any disruption during installation. This ingenious initiative not only gives these green cabinets a new lease of life but also tackles the critical challenge of expanding the UK's EV charging infrastructure. Once the cabinet is no longer needed for broadband as the full fibre roll out continues, the kit can be recycled, and more charge points can be added. BT Group currently has 90,000 green cabinets installed on streets around the UK. It is estimated that around 60,000 could be repurposed to add much-needed charge points. The UK government hopes to increase the number of charge points in the UK to 300,000 by the 2030's, and using those cabinets will help toward that goal. According to BT Group, 60 percent of people think the UK's EV charging infrastructure is inadequate. The UK government has set ambitious goals for EV adoption, aiming for all new cars and vans to be zero-emission by 2035. However, one of the key roadblocks to achieving this target is the limited availability of charging points. BT's solution is both elegant and practical. The project's benefits extend far beyond reducing carbon emissions. It also provides a much-needed boost to local economies. The installation of charging points creates jobs for BT engineers and electricians, while also making it more convenient for people to own and use EVs. It is currently unclear what charging technology will be deployed on these repurposed street cabinets, but the initial publicity material supplied by BT would seem to imply that only Type 2 connectors capable of delivering 7kW are to be deployed. These are the most common charger types, but you can expect to spend several hours before an EV's battery is refilled. It may be that this is part of an initial deployment, with higher capacity, faster charging technology to be added at a later date. Cost and maintenance are also an issue. EVs make sense if you can charge at home and take advantage of low domestic tariffs. Unwary drivers might find themselves on the receiving end of an unexpected bill when using public charge points. BT Group has failed to spell out who would be responsible for maintaining the charge point. Updating an old cabinet is all well and good, but ultimately pointless if the charge point malfunctions and cannot be used. The project is still very much in its early stages, but the initial response has been overwhelmingly positive. With continued investment and support, BT's initiative has the potential to play a significant role in accelerating the UK's journey towards a more sustainable future. What do you think? Email me at hugh.neal@gmail.com. 

I don't normally feature stories that have been covered in the national press, but this week I feel it is important enough to make an exception this time. The iconic Gravesend to Tilbury ferry service, a vital link between Kent and Essex for over a century, is facing an uncertain future as a result of potential budget cuts at both Thurrock Council and Kent County Council. A public consultation has been launched, but rumours of the service's possible demise have cast a shadow of worry over its loyal passengers and the communities it serves. For generations, the ferry has served as a dependable artery, ferrying commuters, cyclists, tourists, and locals across the River Thames. It's not just a mode of transport; it's an important connection of the region, fostering foot and bike transport, commerce, and community spirit. The potential axe hanging over the service arises from the harsh realities of council budgets squeezed by rising costs and inflation. Both Thurrock, Essex and Kent are looking at significant financial challenges, and the ferry, despite its cultural and economic significance, is viewed by some as a potential casualty in the quest for efficiencies. Opponents of the cuts paint a stark picture of the consequences. Businesses in both towns, particularly those reliant on foot traffic generated by the ferry, fear being cut off from valuable customers. Commuters who rely on the service to reach work face longer, more expensive journeys, potentially forcing them to reconsider their jobs or homes. The impact on tourism and leisure activities that thrive on the cross-river connection is also a major concern. Proponents of the service argue that its value extends far beyond mere numbers. They highlight the ferry's role in reducing congestion on the roads, its contribution to a sustainable transport network, and its vital function as a bridge for emergency services. Additionally, the environmental benefits of a well-used ferry compared to additional car journeys cannot be ignored. The public consultation launched by the councils presents an opportunity for the community to raise its voice. Supporters of the ferry are expected to rally, urging both councils to consider the wider impact of a potential cut. Demonstrations, petitions, and social media campaigns are likely to gain momentum as the consultation progresses. The ultimate fate of the Gravesend to Tilbury ferry hangs precariously in the balance. The coming weeks and months will be crucial, as the community unites to defend this treasured link and urge the councils to prioritise its preservation. The future of the service, a symbol of cross-river unity and convenience, rests on the collective voice of those who cherish its unique role in the heart of both Kent and Essex.

Last week was the 33rd anniversary of a terrible train crash that affected many people commuting into the City of London. Amidst the bustle of the London morning commute, tragedy struck on January 8th, 1991, at Cannon Street station. A packed train, bound for the heart of the city, overran the buffers at the terminus, leaving a trail of devastation in its wake. Two lives were lost, and hundreds were injured, etching a dark mark on the history of British transport. The stopping service, composed of 10 cars of elderly Class 415 and Class 416 units 5618, 5484 and 6227, and had over 800 passengers on board after passing through the busy interchange at London Bridge station. The train departed Sevenoaks station just before 8:00 AM. As it approached its final destination, tragedy unfolded. The train, unable to stop, slammed into the buffers at 10 miles per hour exceeding their safe limit by over twice. The impact sent shock waves through the carriages, with the brunt of the force borne by the fifth and sixth cars. These wooden carriages, relics of a bygone era, lacked the structural integrity of modern models. They crumpled under the force, the fifth car telescoping into the sixth, trapping and injuring passengers. The scene that unfolded was one of chaos and panic. Screams filled the air as dazed passengers scrambled to escape the mangled wreckage. Emergency services rushed to the scene, performing the herculean task of extricating the injured and tending to the wounded. The station became a makeshift hospital, with makeshift triage centres set up to handle the influx of casualties. In the aftermath, the nation reeled in shock. The crash claimed the lives of two individuals: a 24-year-old man and a 59-year-old woman. Over 540 passengers sustained injuries, ranging from minor bruises to life-changing trauma. The scars of the Cannon Street crash extended far beyond the physical. Survivors grappled with PTSD, flashbacks, and the emotional impact of witnessing such horror. A thorough investigation into the cause of the crash revealed a combination of factors. Driver error and possible drug abuse, compounded by fatigue and possible distraction, were identified as the primary causes. The outdated design of the wooden carriages, unable to withstand the impact, further exacerbated the severity of the incident. No fault in the train's braking system could be found and the driver, Maurice Graham, was held to blame. He was not tested for drugs until three days after the accident, whereupon traces of cannabis were found in his system. The public inquiry found that there was insufficient evidence to prove drug use had caused the accident. The inquiry found that the cause of the accident was solely that of driver error. The report also made the following observations:- "The age of the elderly trains increased the effect of the impact. Of the two coaches that suffered the worst damage, one was built on an under frame dating from 1934, having been refitted with a new body in 1953 and involved in a previous collision with a locomotive in 1958; the other was built on an under frame from 1928. The interior design of the coaches' fittings and the large number of slam doors could have resulted in weaknesses in the structure of the rolling stock. More research is needed on the effect of impacts on passengers, particularly standing passengers, on board commuter trains. Automatic Train Protection, or ATP, should be installed as quickly as practicably possible. On-train data recorders would make the finding of evidence easier following railway accidents. Legislation should be introduced to make it an offence for railway staff with safety responsibilities to be intoxicated while on duty. (The main cause of the Eltham Well Hall rail crash). Sliding buffer stops might have minimised the injury compared to the hydraulic buffer stops in this incident. Arrangements for the booking-on of staff should be reviewed (a recommendation also made in the report for the Eltham Well Hall rail crash)". The Cannon Street crash served as a wake-up call for the British rail industry. It prompted a wave of reforms, including improved training for drivers, implementation of automatic train protection systems, and the phasing out of older rolling stock. The tragedy also highlighted the importance of mental health support for railway personnel, recognising the toll that such demanding jobs can take on mental well being. Today, a memorial stands at Cannon Street station, a sombre reminder of the lives lost and the lessons learned. While the wounds of the 1991 crash may have healed, the memory serves as a stark reminder of the importance of prioritising safety and human well-being in the transportation system.

Finally, another train related subject, but this one is far more upbeat and pleasant; As regular readers will be aware, I have featured local model train exhibitions on a number of occasions in the past; indeed, I usually try to feature an end video which has some kind of local connection. This week I am featuring something with no form of connection to the local area. In this case the video is a just over twenty minute tour of Miniatur Wunderland - the world's largest model train layout, located in Hamburg, Germany. Personally model trains are not something that particularly interests me, but this layout is utterly stunning and mind bogglingly complex. Comments to me at hugh.neal@gmail.com.