splashoutradio
Member
Don't know if these will be of any use, but here's tables for the WCML, compiled on Sunday (southern local services omitted.)Does anyone have the link to Avanti’s timetable for May onwards?
Don't know if these will be of any use, but here's tables for the WCML, compiled on Sunday (southern local services omitted.)Does anyone have the link to Avanti’s timetable for May onwards?
Brockenhurst has 1 mil annual passengers. That sufficiently justifies 4tph
Partly helped by the whopping great big college that's a 10 minute walk from the station!Brockenhurst has 1 mil annual passengers. That sufficiently justifies 4tph
If it was getting overcrowded, then clearly the stop was popular. I can't comment either way. I've never used a Voyager down that way. The trains have the same paths now as they did when they stopped at Brockenhurst.There has probably been some analysis which shows that the majority of users were simply travelling to Southampton, Winchester or Bournemouth - all of which get a better SWR service.
So overcrowding XC services with local passengers isn't a good thing. Add in the XC service is coming from Manchester and Birmingham - if it's running late when it hits Basingstoke, it's then got to be pathed around the SWR services - losing the Brockenhurst stop potentially makes that easier as it can be pathed in front of an SWR stopper from Southampton without having to delay it.
Covid was the original excuse. I'm not convinced that it stacked up even then.Again I see what you're saying but my principal objection is the removal of a service which had been provided for around 30 years with little tangible benefit to removing it and which was seen as useful by passengers - maybe not vast quantities of passengers but "enough" to make the stop (which has little or no cost and in fact is likely to generate more income than it costs, at a guess) worthwhile. But maybe best just to agree to disagree on this.
Especially as they didn't stop calling at the West Midland Stations which generate far more local traffic (Coventry to New Street) than Brockenhurst - Southampton. If they were bothered about trying to limit overcrowding by local passengers they would have ditched the Wolverhampton call, maybe even have Coventry as pick-up only heading south, set-down heading north.Covid was the original excuse. I'm not convinced that it stacked up even then.
Are the Sevenoaks services likely to ever be extended beyond Blackfriars in the off-peak too? Or are they likely to just stay as is and give the Blackfriars bays something to do all day.The WelwynOaks services are getting more popular, but they do get very busy by New Barnet going into London.
Are the Sevenoaks services likely to ever be extended beyond Blackfriars in the off-peak too? Or are they likely to just stay as is and give the Blackfriars bays something to do all day.
Are the Sevenoaks services likely to ever be extended beyond Blackfriars in the off-peak too? Or are they likely to just stay as is and give the Blackfriars bays something to do all day.
Went past Three Bridges mid morning yesterday counted 13 trains stabled outside let alone what was in the sheds so they aren't short of units to do more with.Ultimately, while it would be great for more ECML stations to get access to the core (as originally promised), in this current climate I can't see the DfT wanting to spend the money though.
Just because they’re there, doesn’t mean they’re fit for service.Went past Three Bridges mid morning yesterday counted 13 trains stabled outside let alone what was in the sheds so they aren't short of units to do more with.
The 0822 from Sevenoaks will be cut back to Finsbury Park from May. Looks like we’re straying further away from a full off-peak service
13 out of service means only 88% availability. Not great for a modern fleet. Hornsey's older mixed mainline fleet managed 92% on weekdays. The 313s were diagrammed for 93% availability.Just because they’re there, doesn’t mean they’re fit for service.
Indeed plus add a few more that would no doubt have been at Hornsey.13 out of service means only 88% availability. Not great for a modern fleet. Hornsey's older mixed mainline fleet managed 92% on weekdays. The 313s were diagrammed for 93% availability.
I believe almost 20 units are grounded at the moment, not that they need all of them to provide the current service.Went past Three Bridges mid morning yesterday counted 13 trains stabled outside let alone what was in the sheds so they aren't short of units to do more with.
Just as well thats pretty lousy performance from such a youthful fleet which costs GTR 183m/annum man to lease.I believe almost 20 units are grounded at the moment, not that they need all of them to provide the current service.
Seems Avanti have again decided not to start running the 2215 Manchester to Euston aswell as other later departures from Liverpool and Birmingham. Are we going to be stuck forever with the last train from Manchester to London being 21:15?. Its been stuck at 21:15 for over 20 years. And no re-introduce of the covid withdrawn 2300 Euston to Manchester either. Madness.
I believe 92 are currently required for weekday service.I believe almost 20 units are grounded at the moment, not that they need all of them to provide the current service.
Apologise if this has already been covered. I noticed this morning that Guildford to Gatwick Airport services are 5 minutes slower on Sunday's compared to Monday to Saturday. This can't anything new. They could stop at additional stations in that time.
The issue is that the train follows an all stations stopping service from Redhill to Gatwick Airport, whilst not stopping at any stations itself. Shame it can't be pathed into the fast line to overtake it.
I thought why doesn't the train depart Reading 10 minutes earlier so it can run ahead of the stopping service. I couldn't see any conflicting moves.
However I see that from May the times of the stopping train From Redhill are changing, with it departing 4 minutes earlier and thus the Great Western Railway service will be 45 minutes as it is during the week.
Today I got the 12 pm service and it arrived into Redhill 3 minutes early at 12:31. For the WTT it's due in at 12:32 but PTT is 12:34. I would have had time to board the stopping service. I wasn't quick enough to consider this.
As it is we will be in to Gatwick Airport 1 minute late.
My fingers are firmly crossed that the North Downs timetable will return to Turbo timings in December with no awkward gaps in the service, unlike in May, when stations between Guildford and Wokingham don't have any weekday departures to Reading for 70+ minutes in the AM shoulder-peak.Apologise if this has already been covered. I noticed this morning that Guildford to Gatwick Airport services are 5 minutes slower on Sunday's compared to Monday to Saturday. This can't anything new. They could stop at additional stations in that time.
The issue is that the train follows an all stations stopping service from Redhill to Gatwick Airport, whilst not stopping at any stations itself. Shame it can't be pathed into the fast line to overtake it.
I thought why doesn't the train depart Reading 10 minutes earlier so it can run ahead of the stopping service. I couldn't see any conflicting moves.
However I see that from May the times of the stopping train From Redhill are changing, with it departing 4 minutes earlier and thus the Great Western Railway service will be 45 minutes as it is during the week.
Today I got the 12 pm service and it arrived into Redhill 3 minutes early at 12:31. For the WTT it's due in at 12:32 but PTT is 12:34. I would have had time to board the stopping service. I wasn't quick enough to consider this.
As it is we will be in to Gatwick Airport 1 minute late.
doubt it the industry doesn't like to take risks with performance anymore and it helps give the operator good credibility on ppm so they earn a bonus payment from DfTMy fingers are firmly crossed that the North Downs timetable will return to Turbo timings in December with no awkward gaps in the service, unlike in May, when stations between Guildford and Wokingham don't have any weekday departures to Reading for 70+ minutes in the AM shoulder-peak.
PPM no longer exists.doubt it the industry doesn't like to take risks with performance anymore and it helps give the operator good credibility on ppm so they earn a bonus payment from DfT
Probably one for a different thread but their lack of availability is noticeable to the causal passenger, fortunately not really in terms of cancellations. Just I have notices some 8 car trains on trains diagramed for 12 cars and 387s vice 700s. I think they are on no train - no pay contracts. But they are well below what the expensive contract specified. I am sure Roger Ford will be picking up on this soon enough (along with the IEP)I believe almost 20 units are grounded at the moment, not that they need all of them to provide the current service.
Time to 3 effectively is the same thing to an outsider, with similer consequences for missing it.PPM no longer exists.
Weve seen nothing from the railway press on the 701 debacle so unlikely to see anything on the 700's or the IEPs especially as they were let directly by the DfT.Probably one for a different thread but their lack of availability is noticeable to the causal passenger, fortunately not really in terms of cancellations. Just I have notices some 8 car trains on trains diagramed for 12 cars and 387s vice 700s. I think they are on no train - no pay contracts. But they are well below what the expensive contract specified. I am sure Roger Ford will be picking up on this soon enough (along with the IEP)
Why does ORR report on it quarterly then? Also in the NRC contracts one of the four performance metrics driving the bonus payment is operational performance (including punctuality) given the very low level of management fees the operators need to strive to deliver on the various metrics to drive up the overall earnings to keep shareholders happy.PPM no longer exists.
Probably one for a different thread but their lack of availability is noticeable to the causal passenger, fortunately not really in terms of cancellations. Just I have notices some 8 car trains on trains diagramed for 12 cars and 387s vice 700s. I think they are on no train - no pay contracts. But they are well below what the expensive contract specified. I am sure Roger Ford will be picking up on this soon enough (along with the IEP)