GWR Dec 19 timetable

[73128]

Could Didcot not have one Cardiff and one Bristol per hour? I know it wouldn't be clock-face 00/30 style to and from London, but don't the Cheltenham and potential fast Oxford calls or London-Reading-Didcot shuttles balance it out to a decent enough frequency?

most of the Oxford - Didcot - west of Swindon traffic is to and from Bath. Also tidier to have the half hourly pattern.

 

[HamworthyGoods]

most of the Oxford - Didcot - west of Swindon traffic is to and from Bath. Also tidier to have the half hourly pattern.

It’s also require to accommodate existing freight paths along with the additional 2tph Bristol and 0.5tph Cheltenham.

 

[Deepgreen]

Hedging their bets in case they have to use a two-car Turbo - so no first class - on that one Reading to Redhill and return trip, perhaps?

Realtimetrains suggests the set will come straight off the depot at Reading just before departure at 07.27 - the last empty stock to do so each morning peak - and it then appears to go back on to the depot after returning to Reading, so may be a case of whatever type of Turbo is available is going to be sent out for that duty.

I don't believe for a moment that they are so organised to be able to put out a last-minute choice of unit which happens not to have first class, or to be able plan for this particular working to be consistently standard-only.

I wonder if it's an error (it would be far from the first in GWR's recent output). The 'yo-yo' first class policy is very poor - their stock planning over the years has been dire, and they have failed to compensate for these shortcomings by providing any proper information about it to passengers, who generally have no idea whether first class is in operation or not on any particular working! As with so many TOCs, they're happy to penalise first class abuse, but also fail to provide adequate information about it - signing, labelling, etc.

The NDL is their 'cinderella' route - despite serving Gatwick, it has been treated poorly for many years.

 

[FenMan]

I don't believe for a moment that they are so organised to be able to put out a last-minute choice of unit which happens not to have first class, or to be able plan for this particular working to be consistently standard-only.

I wonder if it's an error (it would be far from the first in GWR's recent output). The 'yo-yo' first class policy is very poor - their stock planning over the years has been dire, and they have failed to compensate for these shortcomings by providing any proper information about it to passengers, who generally have no idea whether first class is in operation or not on any particular working! As with so many TOCs, they're happy to penalise first class abuse, but also fail to provide adequate information about it - signing, labelling, etc.

The NDL is their 'cinderella' route - despite serving Gatwick, it has been treated poorly for many years.

Not only GWR. Network Rail have lot to answer for. Each time they compel GWR to terminate a Gatwick service at Redhill, often because of the knock on effect of Southern's screw-ups at Gatwick delaying the GWR trains, plenty of GWR passengers will be saying "never again." Still at least the Network Rail controllers can look forward to their nice pensions without any fear of being told their focus on all things Thameslink is slowly killing an otherwise viable service.

 

[jimm]

I don't believe for a moment that they are so organised to be able to put out a last-minute choice of unit which happens not to have first class, or to be able plan for this particular working to be consistently standard-only.

I wonder if it's an error (it would be far from the first in GWR's recent output). The 'yo-yo' first class policy is very poor - their stock planning over the years has been dire, and they have failed to compensate for these shortcomings by providing any proper information about it to passengers, who generally have no idea whether first class is in operation or not on any particular working! As with so many TOCs, they're happy to penalise first class abuse, but also fail to provide adequate information about it - signing, labelling, etc.

The NDL is their 'cinderella' route - despite serving Gatwick, it has been treated poorly for many years.

As I pointed out, it is one out-to-Redhill-and-back working per weekday, so the idea that the lack of the first class note on those two specific services on the timetable pdf is a mistake seems unlikely, when every other North Downs train all week is shown as offering first class - ie booked for a three-car Class 165 to provide the consistent approach to first class provision that you say you want - for 99.9 per cent of the time.

Given that the duty is a set that comes off the depot specially to work that one out-and-back trip, then goes straight back to the depot, it seems likely to be a set that will be on maintenance or inspection most of the rest of the day. So depending on what variety of 165 needs attention on a given day, it seems entirely reasonable to assume a two-car set, without a first class compartment, may appear some of the time, so best not to promise first class in the first place.

 

[FGW_DID]

Hedging their bets in case they have to use a two-car Turbo - so no first class - on that one Reading to Redhill and return trip, perhaps?

Realtimetrains suggests the set will come straight off the depot at Reading just before departure at 07.27 - the last empty stock to do so each morning peak - and it then appears to go back on to the depot after returning to Reading, so may be a case of whatever type of Turbo is available is going to be sent out for that duty.

I don't believe for a moment that they are so organised to be able to put out a last-minute choice of unit which happens not to have first class, or to be able plan for this particular working to be consistently standard-only.

I wonder if it's an error (it would be far from the first in GWR's recent output). The 'yo-yo' first class policy is very poor - their stock planning over the years has been dire, and they have failed to compensate for these shortcomings by providing any proper information about it to passengers, who generally have no idea whether first class is in operation or not on any particular working! As with so many TOCs, they're happy to penalise first class abuse, but also fail to provide adequate information about it - signing, labelling, etc.

The NDL is their 'cinderella' route - despite serving Gatwick, it has been treated poorly for many years.

As I pointed out, it is one out-to-Redhill-and-back working per weekday, so the idea that the lack of the first class note on those two specific services on the timetable pdf is a mistake seems unlikely, when every other North Downs train all week is shown as offering first class - ie booked for a three-car Class 165 to provide the consistent approach to first class provision that you say you want - for 99.9 per cent of the time.

Given that the duty is a set that comes off the depot specially to work that one out-and-back trip, then goes straight back to the depot, it seems likely to be a set that will be on maintenance or inspection most of the rest of the day. So depending on what variety of 165 needs attention on a given day, it seems entirely reasonable to assume a two-car set, without a first class compartment, may appear some of the time, so best not to promise first class in the first place.

The 0727 Redhill is part of a 2 car 165 diagram.

 

[jimm]

Thanks for clearing that up. So not a mistake to not show first class on the timetable.

 

[JonathanH]

The NDL is their 'cinderella' route - despite serving Gatwick, it has been treated poorly for many years.

I think it would be any operators 'cinderella'' route - even NSE plans were going to get it electrified with displaced rolling stock and it only got Turbos because the Chiltern Line fleet included a growth build that could be easily diverted.

I recall that James B Sherwood (boss of Sea Containers) appeared on a railway documentary programme in the early 1990s about railway privatisation to call for its closure in the light of its financial performance.

The 0727 Redhill is part of a 2 car 165 diagram.

I guess that is what is available - I would imagine it might be a bit overcrowded on the approach to Guildford then fine for the rest of the return trip.

 

[didcotdean]

It’s also require to accommodate existing freight paths along with the additional 2tph Bristol and 0.5tph Cheltenham.

The revenue flow was more important to GWR and I guess the two freight paths an hour more important to others. Although it doesn't create a tidy pattern of passenger services west or east of Didcot as the third hourly service (Cheltenham) is very close to one of these - one of the South Wales services would be better to spread the stops more evenly if this had been a crucial consideration. However, at the weekend the long-expected pattern of stops for Bristol/Cheltenham/South Wales (usually Cardiff) is in place.

 

[II]

Looks like virtually all the Oxford<>Didcot services are booked for 2-car Turbos as from December 16th. That includes the busy 17:35 Oxford-Didcot current 3-car service as well as all the other afternoon/evening trains and most of the morning ones AIUI.

Expect complaints as four carriages per hour on this route is a pretty paltry offering. Hopefully only a temporary situation until 769 Flex trains arrive - though they're not currently expected to operate on this specific route AFAIK, they might release a few 3-car Turbos from North Downs duties.

 

[irish_rail]

So I'm led to believe that the new timetable uses 88 of the 93 trains a day. Seeing as 10 car sets are apparently confined to the pad to Pz route from the new TT, this does suggest the minute there is a unit shortfall (which let's face it is highly likely), then units will be robbed off the PZ route in order to run all services. This may improve GWR figures but is incredibly inconvenient for people travelling from Devon and Cornwall to London who are forced to stand when a 5 car turns up vice 10. That's not to mention with the likely coupling issues at Plymouth, I think we are looking at several short forms a day on the Plymouth to London run, really not acceptable on a service with a 3 hour + journey time. And I just don't see a solution with all the 9 cars spoken for and the dft saying no to extending the 5 cars (as apparently GWR has asked for and been refused).

 

[Mintona]

So I'm led to believe that the new timetable uses 88 of the 93 trains a day. Seeing as 10 car sets are apparently confined to the pad to Pz route from the new TT, this does suggest the minute there is a unit shortfall (which let's face it is highly likely), then units will be robbed off the PZ route in order to run all services. This may improve GWR figures but is incredibly inconvenient for people travelling from Devon and Cornwall to London who are forced to stand when a 5 car turns up vice 10. That's not to mention with the likely coupling issues at Plymouth, I think we are looking at several short forms a day on the Plymouth to London run, really not acceptable on a service with a 3 hour + journey time. And I just don't see a solution with all the 9 cars spoken for and the dft saying no to extending the 5 cars (as apparently GWR has asked for and been refused).

I believe it’s 79 of 93. Should be plenty of slack. It seems strange to complain about something that hasn’t happened.

 

[Clarence Yard]

So I'm led to believe that the new timetable uses 88 of the 93 trains a day. Seeing as 10 car sets are apparently confined to the pad to Pz route from the new TT, this does suggest the minute there is a unit shortfall (which let's face it is highly likely), then units will be robbed off the PZ route in order to run all services. This may improve GWR figures but is incredibly inconvenient for people travelling from Devon and Cornwall to London who are forced to stand when a 5 car turns up vice 10. That's not to mention with the likely coupling issues at Plymouth, I think we are looking at several short forms a day on the Plymouth to London run, really not acceptable on a service with a 3 hour + journey time. And I just don't see a solution with all the 9 cars spoken for and the dft saying no to extending the 5 cars (as apparently GWR has asked for and been refused).

I really don’t know where to start on this! The diagram requirement doesn’t change - 32/36 800 5 cars, 17/21 800 9 cars, 19/22 802 5 cars and 11/14 802 9 cars (it can rise to 12/14 in summer) so that is 79/93 or 80/93 in summer.

10 car working also happens on trains to Bristol and South Wales. Because of the different contracts the ability to interwork the 800 and 802 sets is limited. What is more likely to cause a shortage in the west is a number of units failing overnight and there being no spares to replace them. The spare sets tend to congregate around Stoke Gifford and North Pole as that is where they get the majority of their maintenance & repairs.

As for more 9 cars, until Ponsondane authorised, Penzance just can’t cope with them, whether the DfT orders more cars or not. I think the fear over coupling issues is overblown - coupling these units has not, so far, been an endemic problem.

 

[irish_rail]

I believe it’s 79 of 93. Should be plenty of slack. It seems strange to complain about something that hasn’t happened.

Easy for u to say matey seeing as you aren't based down here. It's 88 according to Rail magazine, which admittedly isn't always accurate, but I'm fairly sure it isn't as low as 79.
Edited - it seems you are correct with 79 of 93,, moral of story don't trust LIAR magazine, my apologies brother.

 

[irish_rail]

I really don’t know where to start on this! The diagram requirement doesn’t change - 32/36 800 5 cars, 17/21 800 9 cars, 19/22 802 5 cars and 11/14 802 9 cars (it can rise to 12/14 in summer) so that is 79/93 or 80/93 in summer.

10 car working also happens on trains to Bristol and South Wales. Because of the different contracts the ability to interwork the 800 and 802 sets is limited. What is more likely to cause a shortage in the west is a number of units failing overnight and there being no spares to replace them. The spare sets tend to congregate around Stoke Gifford and North Pole as that is where they get the majority of their maintenance & repairs.

As for more 9 cars, until Ponsondane authorised, Penzance just can’t cope with them, whether the DfT orders more cars or not. I think the fear over coupling issues is overblown - coupling these units has not, so far, been an endemic problem.

Ok i stand corrected as I trust what you are saying, however as you point out the big problem is Laira and Long Rock do not have spare units knocking around, so the minute there is a problem there is no spare sets to use to strengthen. I just feel there is too much risk in the timetable from next week having looked at the running diagrams now. The problem is if and when it goes wrong, there is no spare stock to sort the problem out and the far west will just have to make do. The DFT is at fault and should have authorised additional sidings at Ponsondane in order to give us the 9 cars required for many services down here. I can't help thinking there will be alot of 9 car sets carrying round fresh air from the new timetable during most of the day.

 

[Clarence Yard]

I’m fairly sure I’m right on availability - I am looking at the diagrams now!

Rail is wrong if they have quoted 88. GWR couldn’t diagram any more 800 units LTP even if it wanted to - that availability has been set by the DfT in their contract with Agility.

 

[jimm]

Looks like virtually all the Oxford<>Didcot services are booked for 2-car Turbos as from December 16th. That includes the busy 17:35 Oxford-Didcot current 3-car service as well as all the other afternoon/evening trains and most of the morning ones AIUI.

Expect complaints as four carriages per hour on this route is a pretty paltry offering. Hopefully only a temporary situation until 769 Flex trains arrive - though they're not currently expected to operate on this specific route AFAIK, they might release a few 3-car Turbos from North Downs duties.

At the time of the GWR order for 769s in April 2018, it was reported that Reading-Oxford and Reading-Gatwick were the main places that they would be used.

GWR said in a statement: “Initially, the fleet will support the introduction of refreshed trains on Heathrow Express services, but will be predominantly be used on routes between Reading and Gatwick, and Reading and Oxford

https://www.railmagazine.com/news/network/nineteen-tri-mode-flex-class-769s-for-gwr

I can't help thinking there will be alot of 9 car sets carrying round fresh air from the new timetable during most of the day.

Which would also be the case if more of them were diagrammed on services into Cornwall. But then of course that's completely different to them carrying round fresh air elsewhere on the GWR network for part of the day and also forming busy peak trains in and out of Paddington during the course of their full daily diagrams.

Seeing as 10 car sets are apparently confined to the pad to Pz route from the new TT

Wrong, as already noted above, and my understanding is that as well as the Bristol and South Wales 2x5s, there will be 2x5 on some of the Cheltenham peak duties, plus the weekday 05.11 from Worcester to Paddington will be a five-car set as far as Oxford, then couples to another five-car set waiting for it in the platform, before leaving at 06.32. I seem to recall pointing out all of this previously.

 

[irish_rail]

At the time of the GWR order for 769s in April 2018, it was reported that Reading-Oxford and Reading-Gatwick were the main places that they would be used.



https://www.railmagazine.com/news/network/nineteen-tri-mode-flex-class-769s-for-gwr



Which would also be the case if more of them were diagrammed on services into Cornwall. But then of course that's completely different to them carrying round fresh air elsewhere on the GWR network for part of the day and also forming busy peak trains in and out of Paddington during the course of their full daily diagrams.



Wrong, as already noted above, and my understanding is that as well as the Bristol and South Wales 2x5s, there will be 2x5 on some of the Cheltenham peak duties, plus the weekday 05.11 from Worcester to Paddington will be a five-car set as far as Oxford, then couples to another five-car set waiting for it in the platform, before leaving at 06.32. I seem to recall pointing out all of this previously.

But very few 2 x5 on anything other than padd to Penzance from December other than a few odd services. 9 cars on the pad to pz makes alot more sense than carrying 30 odd people on a mid day train to Hereford or Cheltenham or the like, yet they are getting 9 cars. I have no issue with 9 cars in the peak on these services , but during the day they will be dead, whilst services to the west country will potentially be formed of 5 cars the minute there is a shortage.
And btw Jimm, I am totally with you in agreeing that Cotswold services should NOT be missing out Reading at peak times before you have a go!

 

[jimm]

But very few 2 x5 on anything other than padd to Penzance from December other than a few odd services. 9 cars on the pad to pz makes alot more sense than carrying 30 odd people on a mid day train to Hereford or Cheltenham or the like, yet they are getting 9 cars. I have no issue with 9 cars in the peak on these services , but during the day they will be dead, whilst services to the west country will potentially be formed of 5 cars the minute there is a shortage.
And btw Jimm, I am totally with you in agreeing that Cotswold services should NOT be missing out Reading at peak times before you have a go!

And I am totally not with you when it comes to making out that a nine-car train carrying air around through Cornwall is somehow different from a nine-car train carrying air around anywhere else, whatever the time of day that is happening.

I told you a very long time ago that the first of the off-peak London-Hereford and back trains would become a five-car set, and I am now bored of trying to tell you why the second one that leaves Hereford mid-afternoon needs a nine-car, due to the load it carries from Oxford back into Paddington, when it is a peak train in every sense, whether you like it or not.

I also told you a long time ago that 70 per cent of the entire Cotswold Line timetable will be five-car operated (with clear and obvious reasons for all the nine-car duties, such as the case noted above) and the only nine-car and 2x5s that will be seen on the Cheltenham route are in direction of the main passenger flows in the weekday peaks or at the busiest times on Saturday and Sunday.

You have said several times that you have understood these points, then repeat your mistaken claims yet again whenever you decide to tell us how hard done by Cornwall is, complete with its at least half-hourly all-day main line frequency...

And if an IET fails at Hereford or Worcester overnight or a five-car is substituted on the late evening workings from London that stable at those places overnight, then there will be a short-form or no service from those places as well - nor does Swansea seem to have any spares hanging about if they have an issue early morning. So much, yet again, for the unique persecution of the West Country.

 

[irish_rail]

And I am totally not with you when it comes to making out that a nine-car train carrying air around through Cornwall is somehow different from a nine-car train carrying air around anywhere else, whatever the time of day that is happening.

I told you a very long time ago that the first of the off-peak London-Hereford and back trains would become a five-car set, and I am now bored of trying to tell you why the second one that leaves Hereford mid-afternoon needs a nine-car, due to the load it carries from Oxford back into Paddington, when it is a peak train in every sense, whether you like it or not.

I also told you a long time ago that 70 per cent of the entire Cotswold Line timetable will be five-car operated (with clear and obvious reasons for all the nine-car duties, such as the case noted above) and the only nine-car and 2x5s that will be seen on the Cheltenham route are in direction of the main passenger flows in the weekday peaks or at the busiest times on Saturday and Sunday.

You have said several times that you have understood these points, then repeat your mistaken claims yet again whenever you decide to tell us how hard done by Cornwall is, complete with its at least half-hourly all-day main line frequency...

And if an IET fails at Hereford or Worcester overnight or a five-car is substituted on the late evening workings from London that stable at those places overnight, then there will be a short-form or no service from those places as well - nor does Swansea seem to have any spares hanging about if they have an issue early morning. So much, yet again, for the unique persecution of the West Country.

My point isn't that every train need 9 car capacity through Cornwall, merely that by providing too many 5 car sets it is inevitable that the short forms will fall on the westerns longest distance route - the London to Penzance , whilst the risk of a short form on shorter distant less used routes is much smaller due to the prevalence of 9 car sets. This is about providing a decent reliable service with the correct number of seats on every train and I just can't see that happening.

 

[30907]

the risk of a short form on shorter distant less used routes is much smaller due to the prevalence of 9 car sets.

What happens when a 9 car fails? Does that not cause a problem too?

 

[Mintona]

But very few 2 x5 on anything other than padd to Penzance from December other than a few odd services. 9 cars on the pad to pz makes alot more sense than carrying 30 odd people on a mid day train to Hereford or Cheltenham or the like, yet they are getting 9 cars. I have no issue with 9 cars in the peak on these services , but during the day they will be dead, whilst services to the west country will potentially be formed of 5 cars the minute there is a shortage.
And btw Jimm, I am totally with you in agreeing that Cotswold services should NOT be missing out Reading at peak times before you have a go!

I’m looking at the diagrams now. With the exception of the 05.35, 16.30, 17.28 and 18.30 departures from London, every train to Cheltenham is booked for five coaches.

 

[Wilts Wanderer]

As usual, facts don't get in the way of a good rant. Some forum users would do well as politicians in the current fake news climate.

 

[irish_rail]

I’m looking at the diagrams now. With the exception of the 05.35, 16.30, 17.28 and 18.30 departures from London, every train to Cheltenham is booked for five coaches.

Yes but This illustrates my point. The minute they are a set short, rather than cancel the Cheltenham there is a risk they will rob a 5 car 802 from a 10 car set so the Cheltenham can run and the xx04 to Penzance will go as a 5 vice 10. If the Pz was formed of a 9 car that wouldn't happen. My point is the Pz service from London will suffer disproportionately due to being made up solely of pairs of 5s.

 

[Clarence Yard]

No they won't because if an 802 then ends up at the wrong place overnight, it will start to hit GWR in the pocket very badly. You muck around with the booked 800 deployment profile and for them it's five figures a day, per set, if you get it wrong.

The chances are that, in those circumstances, a 10 car 800 set will get short formed or an Oxford/Bedwyn rounder will get canned. There is also a substantial amount of 10 car working on the Bristol/South Wales trains - it's not a handful - I have 20 x 10 car Paddington departures out of a total of 76 SX departures on that corridor alone.

 

[II]

I told you a very long time ago that the first of the off-peak London-Hereford and back trains would become a five-car set, and I am now bored of trying to tell you why the second one that leaves Hereford mid-afternoon needs a nine-car, due to the load it carries from Oxford back into Paddington, when it is a peak train in every sense, whether you like it or not.

Unfortunately the second one from Hereford (1P05, 15:18) is also now booked for a 5-car along with the previous one. Will be full and standing from Oxford, and crush loaded from Slough. Another current 9-car becoming a 5-car is 1W13 (06:50 PAD-GMV) and return 1P24 (09:54 GMV-PAD) - not so much of a problem but on the return leg it will be standing room only from Slough, and from Oxford too at certain times of the year.

There are bound to be some trains where the fit isn't right after next week - perhaps the odd tweak here and there in May when data can be analysed? Otherwise expected growth will soon cause crowding problems on some services.

 

[Mitchell Hurd]

Hello. Just wondering if anyone might be able to shed some light on this next bit...

Long story short so I don't confuse anyone but I was searching trainline (to give me fares ideas) for Bristol Temple Meads to Cardiff Central for the 22/02/20. I was searching trainline too.

I've come across an 11:20 from Bristol Temple Meads to Port Talbot Parkway (PTB) - starting at Temple Meads and terminating at PTB.

There's no mention of it in the December 2019 timetable I think which I find a mystery. On realtime trains, it says its pathed for a Class 80x.

Is there a special event that requires an extra train between Bristol Temple Meads and Port Talbot Parkway at 11:20?

 

[PHILIPE]

Hello. Just wondering if anyone might be able to shed some light on this next bit...

Long story short so I don't confuse anyone but I was searching trainline (to give me fares ideas) for Bristol Temple Meads to Cardiff Central for the 22/02/20. I was searching trainline too.

I've come across an 11:20 from Bristol Temple Meads to Port Talbot Parkway (PTB) - starting at Temple Meads and terminating at PTB.

There's no mention of it in the December 2019 timetable I think which I find a mystery. On realtime trains, it says its pathed for a Class 80x.

Is there a special event that requires an extra train between Bristol Temple Meads and Port Talbot Parkway at 11:20?

Wales v France 6 Nations Rugby at Cardiff. Regular type of occurrence on such occasions

 

[FGW_DID]

Hello. Just wondering if anyone might be able to shed some light on this next bit...

Long story short so I don't confuse anyone but I was searching trainline (to give me fares ideas) for Bristol Temple Meads to Cardiff Central for the 22/02/20. I was searching trainline too.

I've come across an 11:20 from Bristol Temple Meads to Port Talbot Parkway (PTB) - starting at Temple Meads and terminating at PTB.

There's no mention of it in the December 2019 timetable I think which I find a mystery. On realtime trains, it says its pathed for a Class 80x.

Is there a special event that requires an extra train between Bristol Temple Meads and Port Talbot Parkway at 11:20?

it won’t be in the DEC 19 timetable as it’s an STP schedule, only for that particular day.

if you look, the stock comes empty from Stoke Gifford, does a trip to Port Talbot and back then runs empty back to Stoke Gifford.

 

[jimm]

Unfortunately the second one from Hereford (1P05, 15:18) is also now booked for a 5-car along with the previous one. Will be full and standing from Oxford, and crush loaded from Slough. Another current 9-car becoming a 5-car is 1W13 (06:50 PAD-GMV) and return 1P24 (09:54 GMV-PAD) - not so much of a problem but on the return leg it will be standing room only from Slough, and from Oxford too at certain times of the year.

There are bound to be some trains where the fit isn't right after next week - perhaps the odd tweak here and there in May when data can be analysed? Otherwise expected growth will soon cause crowding problems on some services.

What is it about services departing from Oxford around 17.20 to 17.30? Does someone at GWR know something that anyone aware of the crowds on platforms 3 and 4 at that time Monday to Friday doesn't?

Maybe the 17.16 and 17.42 southbound Voyagers are now meant to solve all issues in the afternoon peak, like the Reading-Oxford XC services are the other way...?

In the case of the 09.54 from Malvern, there is now an 08.56 departure there as well, that will pick up the path of the current 09.50 from Moreton-in-Marsh. This change may well affect travel habits from the Malvern and Worcester area by removing the current yawning gap in departures to Oxford and London between the 08.25 from Foregate Street and the 09.54 - so should probably ease some of the pressure on the latter service.