samuelmorris
Established Member
No turnaround there though is there? You'd have similar issues to turning round at Stratford.
Not possible as would need the new signalling fully commissioned as the changeover happens after Pudding Mill Lane.Maybe Liverpool Street crossrail station could open in some limited capacity before the rest of the core?
Might be a bit off the wall, but clearly the whole crossrail commissioning plan is out to the window anyway, so a phased approach might be pragmatic in the circumstances.
A pod, more accurately? I cannot imagine what contribution an accountant could make to solving the problems of introducing the new stock and facilities, other than to exacerbate them.Ah, so he's not the same Matt Dolphin that had a string of FD roles in East Anglian Bus Companies.
Must be a shoal of Dolphin Accountants in Essex waters...
There are 4 platforms, is what happens. What other two platforms would you be using with this workaround? (As has been commented above, this is very unlikely to happen as the section through Whitechapel is on the new signalling system which is the source of most of the delays in the first place. It'll be another year I suspect before anything can run down there with passengers).But what happens at Liverpool Street today?
https://www.greateranglia.co.uk/about-us/customer-report
Faster and more frequent services
We'll be cutting the journey times on some London services (Norwich in 90, Ipswich in 56) and providing 33,000 extra seats for weekday commuters. We'll also be upping the frequency with more off-peak services from Hertford East and Southend from May 2020.
I note in the same report it mentions a new maintenance facility at Colchester, first time I've seen this in the public domain? I assume it is current the Balfour Beattie depot?
They could do the crossing moves as you say or what they could do is send a number of trains down to Gas Factory to turn around (TfL Rail do already use this). However it would require a reduction in trains (service frequency reduced in the peaks to every 5 minutes possibly?) so either why a reduction in capacity and a lot of displaced passengers.Where would they terminate at Stratford with enough time to turn back? All platforms are in continuous use during the peaks & then there would be the conflicting crossing moves eating into more paths.
Alternatively a restricted service could run through to London Liverpool Street with one in three trains or something terminating at Stratford and running to Gas Factory.They could do the crossing moves as you say or what they could do is send a number of trains down to Gas Factory to turn around (TfL Rail do already use this). However it would require a reduction in trains (service frequency reduced in the peaks to every 5 minutes possibly?) so either why a reduction in capacity and a lot of displaced passengers.
Presumably any old units left over by that point will be declassified. They have to pick a particular date, that seems reasonable based on how many new units are likely to be in service by then.I wonder why from Jan 2020? Surely there will be many 720s in use before then? And the new airport units are due before then aren't they?
I wonder why from Jan 2020? Surely there will be many 720s in use before then? And the new airport units are due before then aren't they?
Would it be possible to slip a few services in to Fenchurch street instead?
Yes but the loading cycle happens in 3 different places - unload in one platform, change ends in the siding and load in the other, so it behaves like a through train. The problem comes when the driver has to walk the length of a 200m unit to change ends. For that reason I believe there are multiple sidings in use at Paddington, something you won't get at Liverpool Street crossrail.
GA announced today the withdrawal of First Class on all trains except the Norwich fast services from January 2020.
https://www.greateranglia.co.uk/abo...ts-greater-anglia-trains-first-class-end-most
To be honest I thought it had been set at 'end of 2019' for a while now, before delays to the Aventra programme were obvious, but I could be wrong about that.Well the statement does give some hope that some units will be in service by mid-2019. Though with the last arriving at the end of 2020, rather than the initial target of March 2020, there's clearly some project slip.
With the 360 and 379 classes set for withdrawal in Oct 2020 one would hope that they've started work on securing a legacy fleet to bridge the gap and provide cover in case of further delays to the Aventra project.
Yes I think I remember that now, had forgotten about that. I do wonder though what the potential likelihood is of sending a train in there and it not coming back. It's bound to happen at some point!At Paddington, my understanding is that the train is going to shunt itself automatically whilst the driver changes ends.
Are a mixture of selected GA / XR services going to terminate at Stratford with passengers told to get the Central line?