Bidston Wrexham ORR Judgement on TfW / GBRF

[Taunton]

Also for Aberdare where the half hourly service has an hour gap due to a freight path for Tower Colliery.

Didn't Tower Colliery close in 2008? Has the timetable still not been adjusted?

It's not long since the hourly service was run by a single 153, which then went to a 2-car 150.
Line speeds are very low so journey times are long, with very short turnround times at each end.

A generation ago when it ran with the branch to Chester (bizarrely the most used part of the network, but closed) there were two-three trains per hour on both ends, two-car and occasionally four-car at steelworks shift change times. It also seemed to carry a lot of shoppers from North Wales to Liverpool, changing at Bidston and filling the electric unit from West Kirby there with Welsh speakers. These Modernisation Plan units used were high powered units with all cars motored, specifically ordered for this line and retained on it long term, to handle the substantial gradients up from the Dee crossing on both sides.

 

[Foxcover]

It’s a classic case of an under-used asset with a lot of potential for local and medium-distance travel in both the commuter and leisure markets (as noted above) that simply find the current service level unattractive or unusable (eg leisure use after 5pm).

Merseyrail and TfW (I think the TfW head is the ex Merseyrail head) both support developing it (see various 777 posts here) as does the Welsh Government (see the NE Wales transport corridor priority proposals) so for once, the planets are aligned in both wanting to and being able to enable use of what is really a prime asset.

 

[8H]

It’s a classic case of an under-used asset with a lot of potential for local and medium-distance travel in both the commuter and leisure markets (as noted above) that simply find the current service level unattractive or unusable (eg leisure use after 5pm).

Merseyrail and TfW (I think the TfW head is the ex Merseyrail head) both support developing it (see various 777 posts here) as does the Welsh Government (see the NE Wales transport corridor priority proposals) so for once, the planets are aligned in both wanting to and being able to enable use of what is really a prime asset.

Agree with this! is has been static in timetable terms for decades, the timetable improvements will also make connections at Shotton considerably better opening up both Chester and North Wales to West Wirral as well as at Wrexham for Shrewsbury and points south and west. I do also hope there is some innovative multi modal multi operator ticketing in the pipeline to smooth out the border with Merseyrail. It would also help if the issue of free Senior bus travel within England (West Cheshire to Merseyside trips) and the complete absence of any such rail options were addressed. The additional services need to have their patronage promoted and encouraged. The North Wales metro proposal has “legs“ too serving a large concentrated population. There is genuine growth potential and we haven’t mentioned additional freight either.

 

[OutdoorM]

I ask a simple question, why does the Wrexham to Bidston line require two trains per hour? Are the present one hour trains when operating simply over loaded with passengers? I am sure someone will provide information and reasons for doing so but it seems over kill for the line at things presently stand.

The present hourly service is not sufficient at peak hours.

Everywhere else on the Merseyrail network is generally 15 min service, so if you get delayed its not long to wait.

BUt if you get delayed and miss the train at Bidston - its an hour wait at rather exposed train station. Similarly, it is not unknown for the train to be out of service, so again it's a long wait at Bidston.

In light of the risks of a long wait at Bidston, many choose to either drive to Liverpool or drive to a Merseyrail station.

If the trains were more frequent, more people would use them.

 

[TeeMarkM]

TfW definitely seem like the "winners" here. Are Network Rail satisfied that the total throughput is achievable?

Oh dear - yaaaawwwwn - only in post-1994 Britain!
TfW and GBRf both win.
BR Regional Railways, BR Trainload Freight and the 'Welsh Office' would have reached pretty much the same conclusions in one month or less, after one or two meetings with only the cost of coffee, sandwiches and typing up a three-page memo to worry about.
Today each party entrenches itself in legalese to create a 'dispute', for a Whitehall referee to engage consultants fluent in CBA and Track Access Latin, telling us what we already know is the 'correct answer'. Hundreds of thousands of pounds of our money down the pan to find out the bleedin' obvious.
All that said, this piece of infrastructure has been operated on a shoestring for decades. The 'total throughput' is dependent on the Class 230s superior acceleration+braking, for which sectional running times have been tested and known for a while.
UK PLC is now effectively broke, so don't expect priority spending on intermediate block sections, reinstated crossover or second connection for the cement sidings!

 

[Elecman]

Oh dear - yaaaawwwwn - only in post-1994 Britain!
TfW and GBRf both win.
BR Regional Railways, BR Trainload Freight and the 'Welsh Office' would have reached pretty much the same conclusions in one month or less, after one or two meetings with only the cost of coffee, sandwiches and typing up a three-page memo to worry about.
Today each party entrenches itself in legalese to create a 'dispute', for a Whitehall referee to engage consultants fluent in CBA and Track Access Latin, telling us what we already know is the 'correct answer'. Hundreds of thousands of pounds of our money down the pan to find out the bleedin' obvious.
All that said, this piece of infrastructure has been operated on a shoestring for decades. The 'total throughput' is dependent on the Class 230s superior acceleration+braking, for which sectional running times have been tested and known for a while.
UK PLC is now effectively broke, so don't expect priority spending on intermediate block sections, reinstated crossover or second connection for the cement sidings!

Unlikely in the present circumstances that the 230s will enter service

 

[TeeMarkM]

Unlikely in the present circumstances that the 230s will enter service

How so? Technical acceptance problems? Or something else?

 

[Class 170101]

How so? Technical acceptance problems? Or something else?

The owners of the train are in administration. See thread elsewhere on this board.

 

[frodshamfella]

The present hourly service is not sufficient at peak hours.

Everywhere else on the Merseyrail network is generally 15 min service, so if you get delayed its not long to wait.

BUt if you get delayed and miss the train at Bidston - its an hour wait at rather exposed train station. Similarly, it is not unknown for the train to be out of service, so again it's a long wait at Bidston.

In light of the risks of a long wait at Bidston, many choose to either drive to Liverpool or drive to a Merseyrail station.

If the trains were more frequent, more people would use them.

From the times I've used this line, I've always found it well used, but not very reliable. 2 per hour would really bring it a little closer in line with other Wirral services .

 

[Elecman]

How so? Technical acceptance problems? Or something else?

Vivarail,have gone into administration resulting in the Bletchley Bedford 230 service suspended with immediate effect as no competent maintenance staff available the same I would suggest applies here

 

[zwk500]

How so? Technical acceptance problems? Or something else?

Thread mentioned link: https://www.railforums.co.uk/threads/vivarail-to-enter-administration.239944/

 

[emoaconr]

The owners of the train are in administration. See thread elsewhere on this board.

TfW owns their 230s outright. The situation with LNR is separate to the issue with TfW.