It doesnt get offered for a few weeks yet.
They might not yet have published timetable PDFs (although TOCs seem to be moving away from these anyway), but December timetables have been in the system for about 2 months now. I would expect some TOCs to enact reductions compared to what's currently there, though.
I don't think it can really go badly - it's broadly the same frequency as now. It just won't be any more reliable, because the difficult decision of increasing headways and mandating generous performance allowances ahead of the corridor has (unsurprisingly) not been taken.
What tocs?
It has already got them, there are clumps of box time approaching the corridor that is incorrectly used as bunce.
I'm sure you can guess some of the likely candidates
2 mins engineering allowance, which really isn't enough considering how far some of the services have come. Also nothing for trains from the Airport (unless they stop at all stations, in which case they get a pathetic <0.5>
).Its plenty considering considering Avanti get 5 minutes of it from Euston versus say an EMR going via the CLC who get 2 just from Liverpool alone, Blackpools getting 3 and a Llandudno getting 4. You start adding substantial amounts of diamond time in and the plan on the graph isn't reflective of what will happen on the ground.2 mins engineering allowance, which really isn't enough considering how far some of the services have come. Also nothing for trains from the Airport (unless they stop at all stations, in which case they get a pathetic <0.5>
It's the headway and reoccupation values which are the biggest issue though. They're simply unachievable given the signalling layout, as well as the length of modern units and the defensive driving policies that TOCs have adopted.
If a timetable is intended to magically improve reliability without implementing any meaningful measures to improve it, while making a series of unpopular service cuts (e.g. CLC service split at Warrington Central, Wigan - Airport and Southport - Piccadilly scrapped) and not taking the opportunity to divert services away from the corridor that don’t need to use it e.g. TfW Piccadilly - Chester fast via the Mid Cheshire line, I can’t see it being successful as passengers will only become more dissatisfied and demand yet another new timetable.
I do find that in Dec 22 too many trains run non-stop from the Airport to Piccadilly and not enough of the skip-stop calls have been retained in addition to the 2tph all stops.I'm sure you can guess some of the likely candidates
It won't be done LTP at this stage, at least not for the start of the TT.
2 mins engineering allowance, which really isn't enough considering how far some of the services have come. Also nothing for trains from the Airport (unless they stop at all stations, in which case they get a pathetic <0.5>
It's the headway and reoccupation values which are the biggest issue though. They're simply unachievable given the signalling layout, as well as the length of modern units and the defensive driving policies that TOCs have adopted.
Yes, ultimately I can't see how it will be much better than today - albeit the true performance will be masked by the number of cancellations due to train crew shortages!
Agreed. There seems to be an obsession with trains running non-stop to/from the Airport, even if that means unnecessary pathing time being added into their schedules to compensate. It's no way to plan a timetable; similarly with trains skipping Bolton (trundling through at 20mph!) and having pathing added in lieu.
I think that would be a complete non-starter, given the perceived increase in the risk of incidents (SPADs etc.). I doubt that Network Rail would be willing to propose it, let alone that there is any mechanism through which they could force operators to adopt such a policy.
That would address quite a few of the problems, yes. But with the number of different operators and trains that run through there - even if the signalling were upgraded overnight, it would take decades for all trains to be fitted and drivers trained on it.
The signalling through Castlefield hasn't changed significantly in the last 20 years - and even before that, it's still largely the same as what was put in place when Manchester Piccadilly SCC was commissioned in 1988.
TRU won't directly change anything in the Castleford corridor.
By which time there'll probably be half a dozen newer threads anyway…
Chopping and changing yes, but May is offered to the TOCs in a metter of weeks.
Is there any freight still running through Castlefield?
There has to be freight through Castlefield as it is the only practical route to Trafford Park.
So that confirms the murmurings DfT have asked for more service cuts then.
Suspect it is the Treasury asking DfT to reduce costs and the TOCs having to come up with a suitable plan to identify those cost savings, including fleet reductions as necessary.
Yes, 1tph each direction on average. Causes mayhem when it gets stuck, seeing as a single freight can occupy both Deansgate and Oxford Road at the same time!
Is there a bright side of less engineering disruption?Fewer trains means fewer renewals
