Easily on double yellows after 90 seconds - so no impediment from a standing start. The P5 merge back onto the Down Fast is a decent speed turnout just off the end of the platform so is no real impediment.
So it's totally doable like that then.
Easily on double yellows after 90 seconds - so no impediment from a standing start. The P5 merge back onto the Down Fast is a decent speed turnout just off the end of the platform so is no real impediment.
1.
GNWR and LNWR sound too similar when announced which could lead to confusion.
As things stand, I believe Preston and Nuneaton currently dispatch all services. If it happens to be on their local dispatch plans that all services should be dispatched then will GNWR just be able to say we'll self dispatch?
Although I have seen Northern guards self dispatch out of frustration waiting for a member of VT staff at Preston before now.
Although I have seen Northern guards self dispatch out of frustration waiting for a member of VT staff at Preston before now.
I believe some dispatch plans allow some services to self dispatch if either control are informed or it's on a one off basis because no staff were available at the time.
LNWR should change it's name because an hourly service to Preston that hasn't even started yet doesn't count as a valid reason to include NW. But that's for another thread...
Thing is, LNR services are currently announced 'London Northwestern Railway Service: and not 'LNWR service'
So as long as GNWR have theirs announced 'GNWR service, it shouldn't be a problem.
I would suggest that there will be very little confusion if "Great NorthWestern Railway service" is announced at Blackpool North: there is no London NorthWestern Railway train with which to get confused
They will be on a green 90 seconds later. Not that Ive timed it (cough) you normally get a green 75-80 seconds after a pass on P6.So it's totally doable like that then.
It doesn't take much to confuse people for example many people still think BR exists, Cross Country is still operated by Virgin Trains and that rail travel is far better aboard.
They will be on a green 90 seconds later. Not that Ive timed it (cough) you normally get a green 75-80 seconds after a pass on P6.
Given the delays on getting the LNER Azumas into service, is it likely that the 225s will not be released in enough time to get GNWR drivers/guards trained up? if the 800s and 801s are in service by Spring 2019, then that should be enough time IMO, but if there is a further delay....
December 2019. Thats all we know at the moment. Most likely when the timetable changes on the Sunday 9th December 2019.1. IF the service happens, WHEN will they commence service
Confirmed, the track access which has been given is given only for the use of 'Class 91 Locomotive and up to 7 Mk 4 coaches and a DVT'.2. Are the Class 91s confirmed as being the stock for the service?
Thanks for your InfoDecember 2019. Thats all we know at the moment. Most likely when the timetable changes on the Sunday 9th December 2019.
Confirmed, the track access which has been given is given only for the use of 'Class 91 Locomotive and up to 7 Mk 4 coaches and a DVT'.
September slipping to December now apparently....
If the paths expire, again, will the ORR give them to GNWR again? There surely must come a point where the ORR has to say that it's untenable to continue giving access rights that are then not used?
Could GNWR poach some staff from East Coast and they'd take their traction knowledge with them?Given the delays on getting the LNER Azumas into service, is it likely that the 225s will not be released in enough time to get GNWR drivers/guards trained up? if the 800s and 801s are in service by Spring 2019, then that should be enough time IMO, but if there is a further delay....
Agreed. It's a golden opportunity to provide some competition (and improve service levels) Crewe-Warrington-(Newton/Earlestown)-Wigan-Preston. There is no competition at all on that route and it's (partly) how Virgin get away with a woeful 1tph north to/from Crewe and stupid prices from Preston, Wigan, and Warrington to London.I wish they had another stop somewhere between Crewe and Preston. I appreciate abstraction could be an issue but the train will have go meander through Warrington pretty slowly anyway. I would love to see a stop at Newton-le-Willows (which would need a platform extension to the east to accommodate) as it serves the area pretty well but has very little in regards to a North-South service.
Could GNWR poach some staff from East Coast and they'd take their traction knowledge with them?
For an extra few thousand a year, or an "introductory bonus", better terms and conditions, I'm sure a few might switch.
Agreed. It's a golden opportunity to provide some competition (and improve service levels) Crewe-Warrington-(Newton/Earlestown)-Wigan-Preston. There is no competition at all on that route and it's (partly) how Virgin get away with a woeful 1tph north to/from Crewe and stupid prices from Preston, Wigan, and Warrington to London.
I might be remembering incorrectly, didn't one form of the original GNWR bid have Queen's Park as its terminus because of the HS2 works?If there was more stock, the next obstacle would be capacity at Euston during the HS2 works.
I might be remembering incorrectly, didn't one form of the original GNWR bid have Queen's Park as its terminus because of the HS2 works?
I mean is an obvious solution to that not just to allow an hourly Crewe - Warrington - Newton - Wigan - Preston service? Two 319s shuttling either way would be plenty wouldn't it? Well no, the obvious solution is just to stop the new Blackpool paths, but in the absence of that...You do realise VT are only following the franchise spec laid down by DfT?
DfT have never specified additional services between Crewe and Preston, and don't want VT calling at Crewe even with the 3tpd Blackpool services.
The WCP spec, currently being bid for, is no better.
I'm sure part of this is to avoid building more Pendolinos (or similar), before HS2 arrives and changes the picture entirely.
The other issue is where they could go at each end - Birmingham is "full" and there is no obvious destination in the north west without running through to Scotland which would undermine the existing VT/TPE balance between Glasgow and Edinburgh.
It might also not work on the northern WCML anyway as passenger trains are flighted to maintain freight access (cue single-headed class 66s eating up capacity in the gaps).
DfT/NR did have an RUS plan for an hourly Euston-Preston taking stops out of the Glasgow service, but once again that has failed because of lack of Pendolinos.
If there was more stock, the next obstacle would be capacity at Euston during the HS2 works.