public transport | >Re-PHOTO

Thames Path – Cholsey to Shillingford – 2010

Thames Path – Cholsey to Shillingford: Pictures from a walk on Saturday 3rd April 2010 in South Oxfordshire from Cholsey station to a bus stop in Shillingford, mainly along part of the Thames Path, though with a few added detours, both voluntary and involuntary.

The Thames Path was officially opened in 1996, though I’d walked and cycled much of it in and around London many years earlier before and had made a very minor contribution to the consultation during its planning. I’d also photographed much further to the east along the Estuary on much of its English Coast Path extension from Woolwich to the Isle of Grain.

From the early 1990s together with my wife and one or both my sons we often made walks in the South-East, including along the River Lea, the Pilgrims Way, the Grand Union Canal, the London Loop as well as various unnamed routes largely along public footpaths throughout the year and in all kinds of weather.

In the early 2000s we decided we would try to walk the parts of the Thames Path to the west of London, where we had only walked a few short sections, bought a guide to the path and a series of OS maps. We were still walking in other areas as well and it was not until April 2013 that we finally covered the section of the walk to the source.

One of the reasons it took us so long was that we relied on public transport to get us to the river and back home at the end of each day’s walk. So the walk had to be divided up for us into short sections ending at a station or a bus stop and the further west we walked the scarcer these became. We managed to get a little west of Oxford a day at a time, but beyond Duxford (a short walk from Hinton Waldrist which had a bus service) there seemed to be nowhere we could sensibly reach or return to by public transport before or after a day’s walk.

In 2013 we did complete the walk, booking a couple of nights bed and breakfast on the way to the source to do so.

But back to April 2010. We travelled to Cholsey by train, changing at Reading, an easy and relatively short journey – less than an hour and a half. Cholsey isn’t on the Thames Path but it was only around a mile to walk to it, and then down to Moulsford Railway Bridge on the Thames itself.

*War Memorial in the town centre (another detour from the path)*

I’ll spare you the details of the walk though these are given at some length in the pictures and text on My London Diary – and of course in many text and online publications on the Thames Path.

Wallingford, the only major town on this section of the Path is well worth a visit – back in the day it had been “the most important town in Berkshire and had its own Royal Mint from the 10th to 13th centuries. Devastated by the Black Death, it became prosperous again in the 18th and 19th century with the river allowing it to trade with London and supporting thriving malting, brewing and ironfounding industries.”

But then came the railways and all Wallingford got was a short branch line, “now a preserved railway where I was dragged a rather tedious kilometre or so to see Ivor the Engine pulling out of the station on the edge of town.”

*At Benson we crossed the river by a footbridge over the weir*

We did also manage to miss the path in Wallingford, and make an interesting diversion before retracing our steps. We saw few other walkers, but in the Summer parts of the Thames Path get pretty crowded. But one advantage of following a national trail like this is that they are well waymarked and also never overgrown, though there are sometimes diversions.

[Near to home we have one of these diversions in Egham, where a small bridge has been officially blocked since early 2024 and is expected to remain closed until at least 2026. The damage looks relatively minor and many walkers have continued to use the bridge despite the barriers erected.]

Above Wallingford the Path crosses to the opposite band of the river and goes to Benson and on to Shillingford. Here we walked away from the river to a bus stop and stood waiting for the Express bus to Reading at that time a roughly hourly service – and took an hour to get to Reading Station. Or at least I stood waiting but Linda decided to go for a walk and I had to stand in the bus doorway and persuaded the driver to wait as I shouted at her to rush towards us.

Thames Path- Cholsey to Shillingford

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Stop Killing Londoners

Stop Killing Londoners: In the rush hour on Friday 2nd August Rising Up environmental protesters in Stop Killing Londoners briefly blocked the busy Marylebone Road at Baker St in ‘Staying Alive’ road-block disco protest to raise awareness and call for urgent action over the high pollution levels from traffic on London streets which cause almost 10,000 premature deaths in the city each year.

The recent court decision that the Mayor of London can go ahead with the ULEZ expansion planned for the end of August 2023 will be welcomed by many Londoners, despite the continuing protests against it over recent months. According to Transport for London (TFL), 9 out of 10 cars seen driving in outer London already meet the ULEZ emissions standards and so will not need to pay the daily charge.

It is nothing like the blanket scheme many of the protesters allege. Almost all petrol vehicles under 16 years old or diesel vehicles under 6 years old already meet the emissions standards and will be exempt, as will motorcycles etc built since 2007, lorries, taxis, most vans, buses and coaches. There are various exemptions and grace periods for disabled and some other users, and all vehicles over 40 years old are also exempt.

But of course it will cause hardship for some car users, particularly those on low incomes who live outside London but drive into it for work and who will not be eligible for the Mayor’s £110m scrappage scheme for “Londoners on certain low income or disability benefits, and eligible micro businesses (up to 10 employees), sole traders and charities with a registered address in London.” They would be helped if boroughs outside the London border would also offer scrappage schemes.

Back in 2017, Stop Killing Londoners decided to protest to raise the profile of the damage that air pollution at illegal levels was doing to Londoners. Polluting road vehicles produce around half of that pollution, and it is a problem in outer areas of London as well as in the centre – and also in at least some areas of the fringe, including where I live.

The scientific evidence shows that air pollution in London causes thousands of early deaths each year, although there are some differences about the actual number. The studies quoted by Stop Killing Londoners suggest it was over 9,000 a year, though TfL quotes a figure roughly half that.
But as well as those who die, many others suffer from life-changing illnesses caused or exacerbated by the polluted air, including cancer, asthma and lung disease as well as dementia.

Most dangerous pollution is invisible – oxides of nitrogen and small particles in the air, though we can often smell it in London, and we see larger particles deposited on our roads. Since the ULEZ zone was introduced in central London nitrogen oxide levels have almost halved. But cutting dangerous particulates means reducing the number of vehicles on our streets, so we need to see further money going into making cycling safer and improving public transport.

Like the ULEZ expansion, the protest wasn’t welcome with some drivers, although the protesters made clear with notices and on a megaphone why they needed to protest and that they would only hold up traffic for a few minutes – less than some delays caused by road works and their temporary lights. A few left their vehicles and came to argue, and a man in a white van tried to drive through them, only stopping when people sat on the bonnet of his van – when he threw water over them.

Stop Killing Londoners decided that TfL seemed to be doing very little in 2017 to cut pollution and intended their protests to push them into action. Even Boris Johnson as Mayor until 2016 had realised he had a legal obligation to do something about it and had begun plans for a ULEZ zone, but little happened until Sadiq Khan became mayor in 2016. And the ULEZ zone only came into effect in April 2019. Perhaps the series of protests may have accelerated its introduction as they did make news headlines.

Stop Killing Londoners road block

Clean Air – 1990 cyclists and 2019 XR East London

Cyclists protest, Whitehall, Westminster, 1990, 90-11c-14 — *‘Let London Breathe’ – Cyclists ride down Whitehall to a Trafalgar Square rally – November 1990*

Back in 1990, I rode with hundreds of cyclists from the London Cycling Campaign and others protesting about the terrible air quality in London from Battersea Park to a well-attended rally in Trafalgar Square. Following the rally, some MPs raised the issue in Parliament.

*XR East London marches for clean air – 12 July 2019*

Almost 30 years on there has not been a great deal of progress – and the statistics now show almost 10,000 excess deaths per year in the city due to air pollution, and untold misery from various respiratory conditions, some crippling. In 2019 XR East London met at Bethnal Green on Friday 12 July to march to Hackney behind a banner ‘The Air That We Grieve’, calling for a rapid end to the use of fossil fuels.

Much of the pollution comes from road traffic, and the already announced end to the sale of new trucks, vans and any other combustion-powered vehicle from 2030 onwards will do a little to improve air quality, but existing petrol and diesel vehicles will continue to be used for many years, though we may see more stringent ultra-low emission zones to restrict their use in cities.

But although the switch to electric will cut down pollutants such as nitrogen oxides as well as reducing climate changing carbon dioxide, it will still leave other harmful substances such as particulates from tyres and brakes in the air. And the carbon footprint is only lowered so long as the electricity used to charge those car batteries comes from truly renewable generation.

Cleaner air in cities also needs us to move away from the car to more eco-friendly means of transport – such as public transport and bicycles. Even electric scooters and electric bikes also have a part to play.

Better public transport means more trains, light rail, trams and buses. The simplest and most cost-effective solutions are probably more dedicated bus lanes and bus-only routes, and giving buses greater priority in traffic. Many years ago I cycled in French cities where buses had priority and motorists (and cyclists) had to give way whenever they wanted to pull out from a stop, and changes like this to our Highway Code and traffic rules would make a difference.

In 1990 cyclists were calling for 1000 miles of dedicated cycle routes through London. We do now have some ‘cycle superhighways’ and ‘quietways’, although many of these – we are now supposed to call them ‘cycleways’ – still involve sharing with often dangerous traffic. Progress is still slow, and there is bitter opposition from some interest groups, particularly black cab drivers.

We need too an overhaul of London’s taxi system, with rules still made in the days of horse-drawn Hackney cabs. I’ve often stood at bus stops in the City waiting for my bus, held up by traffic while 20 or 30 or more black cabs drive by, the great majority of them empty. A move away from ‘ply for hire’ to smartphone based systems summoning a cab from a nearby taxi rank would hugely cut both congestion and pollution in the centre of London.

More at XR East London marches for clean air. You can click on the black and white image above to go to the album with more pictures from the 1990 cyclists protest.

As always I was travelling around London on public transport (I sometimes bring up a folding bike on the train) and as the march neared its end I boarded a bus in the opposite direction back to Bethnal Green where I took the tube back to Holborn, then took the short walk to the University of London’s Senate House, where exploited outsourced workers were holding a noisy protest after the newly appointed Vice-Chancellor Wendy Thomson had failed to reply to a request to meet them and discuss their grievances. You can see more about this at IWGB welcome new Vice Chancellor.

All photographs on this and my other sites, unless otherwise stated, are taken by and copyright of Peter Marshall, and are available for reproduction or can be bought as prints.

Climate Change and the Budget

Once again the recent budget has failed to show any real commitment to make the changes we need to combat the climate crisis. The chancellor’s speech and the treasury details were strong on rhetoric, telling use that we need to make radical changes and that cutting carbon was a major government priority, but there were few and only minor changes announced that will combat climate change, while more major announcements that will accelerate it.

Perhaps one of the more disappointing areas were the announcements on infrastructure and on road building. The expected UK national infrastructure strategy was not yet available and is now expected “later in the spring” but it is unlikely to change the commitment made already to wrongheaded project of which HS2 is the most glaring. And the promise of the “largest ever investment in England’s motorways and major A roads” goes completely against the need to get more people using sustainable public transport and will certainly lead to increased road traffic.

Another way the budget encourages car use is of course the continued freezing of fuel duty, which has remained at 58p per litre (+VAT) since 2011. Had the increases promised in the June 2010 budget taken place it would now be at 84p. While fuel duty has been frozen, rail fares have continued to rise.

Although there were minor changes intended to encourage the decarbonisation of heating buildings, any long term plans on the scale needed are still lacking. It is an area which could be addressed in that long promised infrastructure strategy, and one that could be an important source of ‘green jobs’ so fingers are firmly crossed – but I fear we will get yet another disappointment.

There are other disappointments in this budget too. The support for measures to combat the increasing risks of flooding seems lukewarm, and the ambitious programme of tree planting seems to be only roughly a fifth of that in earlier promises, and clearly insufficient. The budget also restates a commitment to invest in carbon capture and storage which still seems very unlikely to deliver any real dividends. It is also very unclear if the £900m for research into nuclear fusion, space and electric vehicles will make any positive contribution to combating climate change.

Six years ago, on Saturday 7th March, I was with over 20,000 protesters marching through London to a rally outside Parliament demanding action on climate change with divestment from fossil fuels, an end to fracking and damaging bio-fuel projects and for a 100% renewable energy future which would create a million new jobs.

The case then was clear and the protest made it firmly, but since then governments had spent six years talking about it but doing very little, listening more to the lobbyists from fossil fuel companies rather than the science. Slowly there have been some changes, and more politicians are now saying the right kind of things, but there has been precious little action. It’s probably now too late to avoid some pretty disastrous effects of the inevitable global temperature rise, but we may still be able to mitigate them and avoid the worst possible consequences. But it will need governments to stop fiddling while the planet burns.

More on My London Diary:
Climate Change Rally
Time to Act on Climate Change

All photographs on this and my other sites, unless otherwise stated, are taken by and copyright of Peter Marshall, and are available for reproduction or can be bought as prints.

Tax Rebellion

Travelling around London as I do is often frustrating, with traffic often blocking the streets rather than moving through them. If I had any sense I would have picked up my folding bike, a Brompton, and took it with me to get to this protest at City Hall, the home of the Greater London Authority, more or less next to Tower Bridge.

My journey had started badly, with my train into London arriving around 25 minutes late – impressive for a journey which normally only takes 35 minutes. If I’d brought the bike I could have jumped on it and still got to City Hall on time, and if I’d been thinking more clearly I would have rushed down to the Jubilee line station to take a train to London Bridge, leaving me with just a short walk.

But when I’d planned the journey I’d given myself plenty of time, and the bus had two advantages. First my National bus pass meant it was free, and secondly it took me almost to the doorstep of where I was going so I decided to keep to my plan and take a bus. It was a bad call, and as I waited longer and longer at the stop I wondered whether to give up and go back for the tube, but finally the bus arrived and I got on. The first half mile was fine, but then we hit more traffic.

I ran up the path towards the protest, and saw the die-in starting from a couple of hundred yards away. I hadn’t missed it completely but it would have been rather better to have arrived and been available to photograph the start of the event.

The protest was to declare a tax strike against the Greater London Authority, withholding the GLA element of their council tax until they abandon projects which will cause environmental degradation and hasten ecological collapse. They want a citizen’s assembly to re-write the London Plan to stop all infrastructure projects polluting London’s air and invest in measures to cut carbon emissions and encourage healthier lifestyles

Many of London’s problems were made much worse by the abolition of the GLC by Margaret Thatcher back in 1986, leaving the city without any proper overall authority. The GLC under Ken Livingstone had made a good start in improving public transport in the city, but things more or less came to a halt, only to pick up again when he returned as Mayor with the newly formed GLA in 2000. Rail privatisation in 1994 made matters worse, with so many different companies responsible for overground services in the area – and recent franchisees seem even less competent than their predecessors.

The development of London in most respects also took a setback with the election of Boris Johnson as Mayor, who was able to claim the kudos for Livingstone’s cycle hire scheme, but was generally ineffectual, as well as wasting time and considerable money on a garden bridge that served no purpose and few wanted.

Progress with better cycling facilities has been slow, though much of the blame for this lies with the boroughs rather than the GLA. Some boroughs have been clearly anti-cyclist, and a strong lobby from cab drivers organisations has opposed innovation. Progress has been very piecemeal.

The Green Party has of course been pushing for better cycle facilities and other changes that would make London a healthier place, and both Sian Berry and Caroline Russell spoke. There were also protesters against the Silvertown Tunnel, which will greatly increase traffic on both sides of the river, particularly in Greenwich. This has now been given the go-ahead by Mayor Sadiq Khan who seems to have rather less concern for the environment even than his predecessor.

I don’t know how successful – if at all – the tax boycott has been, but I’ve heard nothing about it since. I think it would take rather more than this single protest, where many of those present will not have been London council tax payers, to get such a boycott going on a scale large enough to have any real effect.

XR London Tax rebellion

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