Isn't it time something was done with CrossCountry?

[CC 72100]

My dad drives for XC and i have free rail travel pass so i go regulary on 220s and 221s and i agree they can become very cramped, but they dont seem to smell and i know they arent unclean! (i usually reside in first class so i dont go in standard, they are probably look unclean due to all the people during peak hours dropping crums/food e.c.t.)

Come into standard class, and you'll see that a deep clean is in order. Unfortunately, white paneling probably isn't the best, as it shows up every single piece of dirt and stain possible. Also try and get a coach load of luggage in the luggage rack at the end of the coach - a bit of a challenge.

As for the smell, I always notice a specific 'pong' on boarding. Not specifically a smell of toilet, but there most certainly is something.

 

[Geezertronic]

I used XC for the first time last month - think it was a 221 - and it was a pleasant experience. Yes the engine noise was a touch loud but not loud enough to affect me (and there was no smell that everyone rants about ). The engine noise was louder on the XC 170 during the return journey but even that was bearable

 

[The Ham]

One other thing I would like to see is the return to the bi-hourly extension of the service from Newcastle to Guildford. Although XC would require 2 extra sets to provide this, so is likely to be a little way off just yet.

There are two reasons for this, firstly it would lighten the loadings on the Reading to Gatwick/Redhill services a bit, which at times can be like getting on tube train (especially if there has been a delay or a cancellation) and at least in the rush hour only have standing room only. Without the XC services the existing trains (which are 3+2 seating in 3 x 23m long coaches, so little which can be done to the internal layout to improve things) would need to have more coaches added to them to provide any sort of capacity improvements, so less DMU's to be used elsewhere. Even just lengthen them from a 3 coach train to a 4 couch train just once an hour would require an extra 4 coaches, whilst if it were upped to 5 coach trains ever half hour and that would be 14 extra coaches. Which would in turn mean more pacers (in term of passenger numbers about 6 to 20 coaches worth just to provide the extra capacity) for someone (and I would have thought that they would cause all sorts of problems if the Reading to Gatwick services were run by Pacers, given the existing stock struggles to cope as it is).

Secondly, it would increase the likelihood of Reading to Gatwick being electrified. As XC would otherwise be running a DMU under the wires (or over the third rail) for a very long way (at the end of CP5 Newcastle to Guildford would have about 100 miles of non electrified track with most of that between Birmingham and York). That then in turn (Reading to Guildford is electrified) leaves a gap of about 20 miles to then allow EMU's to run between Guildford and Redhill.

 

[swt_passenger]

One other thing I would like to see is the return to the bi-hourly extension of the service from Newcastle to Guildford. Although XC would require 2 extra sets to provide this, so is likely to be a little way off just yet.

They should only need one set to extend two hourly. They only use one extra for the Southampton extension, and that is significantly further, both in route mileage and time.

 

[giblets]

Think we all agree that the voyagers need some work, at Lear an extra carriage, fewer disabled loos ( maybe one?!), get seats in the stupid waste of space that used to be the shop too, better seats, and for me, better AC, they just don't seem to be able to cope when full, too warm


Sent from my iPhone using Tapatalk

 

[HarleyDavidson]

One other thing I would like to see is the return to the bi-hourly extension of the service from Newcastle to Guildford. Although XC would require 2 extra sets to provide this, so is likely to be a little way off just yet.

There are two reasons for this, firstly it would lighten the loadings on the Reading to Gatwick/Redhill services a bit, which at times can be like getting on tube train (especially if there has been a delay or a cancellation) and at least in the rush hour only have standing room only. Without the XC services the existing trains (which are 3+2 seating in 3 x 23m long coaches, so little which can be done to the internal layout to improve things) would need to have more coaches added to them to provide any sort of capacity improvements, so less DMU's to be used elsewhere. Even just lengthen them from a 3 coach train to a 4 couch train just once an hour would require an extra 4 coaches, whilst if it were upped to 5 coach trains ever half hour and that would be 14 extra coaches. Which would in turn mean more pacers (in term of passenger numbers about 6 to 20 coaches worth just to provide the extra capacity) for someone (and I would have thought that they would cause all sorts of problems if the Reading to Gatwick services were run by Pacers, given the existing stock struggles to cope as it is).

Secondly, it would increase the likelihood of Reading to Gatwick being electrified. As XC would otherwise be running a DMU under the wires (or over the third rail) for a very long way (at the end of CP5 Newcastle to Guildford would have about 100 miles of non electrified track with most of that between Birmingham and York). That then in turn (Reading to Guildford is electrified) leaves a gap of about 20 miles to then allow EMU's to run between Guildford and Redhill.

Perhaps when the HSTs finish on ECML & GWML,they maybe able to serve more destinations such as Portsmouth & Weymouth as both are cleared for HSTs with the proviso that they use SSL bogied ones.

It's a shame no one's come up with the service that goes from Reading to Guildford & back to Reading and the North via Havant, Eastleigh & Basingstoke and v.v.

 

[PHILIPE]

They should only need one set to extend two hourly. They only use one extra for the Southampton extension, and that is significantly further, both in route mileage and time.

I think that any additional trains (not that there are any) would be of better use on overcrowded routes.

 

[The Ham]

I think that any additional trains (not that there are any) would be of better use on overcrowded routes.

I know which is why I siad:

One other thing I would like to see is the return to the bi-hourly extension of the service from Newcastle to Guildford. Although XC would require 2 extra sets to provide this, so is likely to be a little way off just yet.

Which was following on from the discussion about the use of HST post IEP (where they are needed) and EMU's post 2020 for Manchester to South Coast freeing up enough units to double up services in the core and potentially provide exra capacity on some services.
--- old post above --- --- new post below ---

They should only need one set to extend two hourly. They only use one extra for the Southampton extension, and that is significantly further, both in route mileage and time.

Given the current XC service makes it it in 29 minutes and 38 minutes to/from Guildford, I was allowing a little bit of time to turn around but had forgotton it only needed to run every 2 hours.
--- old post above --- --- new post below ---

Perhaps when the HSTs finish on ECML & GWML,they maybe able to serve more destinations such as Portsmouth & Weymouth as both are cleared for HSTs with the proviso that they use SSL bogied ones.

It's a shame no one's come up with the service that goes from Reading to Guildford & back to Reading and the North via Havant, Eastleigh & Basingstoke and v.v.

It might be possible to just get a service to run Reading, Basingstoke, Winchester, Southampton Airport Parkway, Southampton Central (reverse), Havent, Petersfield Guildford, Reading within 3 hours, but it could be fairly tight depending on how many extra stations it calls at.

As such it would need to run both ways it would require 3 unitis to run a bi-hourly service, compared with 2 units to run from Reading to Southampton and from Reading to Guildford on alternate hours.

It could also likely be shorted lived (depening on if HST's are able to be used post 2020) unless the line between Guildford and Reading is electrified or more units are available from other electrification.

 

[HarleyDavidson]

You wouldn't need the reversal at Southampton central, you go straight across the Botley line to Eastleigh and call there and Winchester.

As for the NDL being electrified,the chances of that happening are zero, nil, nada. Its been mooted for years, all of the 30 I've been on and its never happened, Notwork Fail have decreed that there will be no further expansion of the 3rd rail system as it's expensive to install and maintain, plus it's inefficient, which is fair enough.

But it's a missed opportunity not to have it done, as it would readily allow a through service from the South coast to the North & Midlands, plus a diversionary route for freight. However that horrid glory project thing called HS2 is going to suck all the available cash so it's not going to happen now or in the immediate future, unless it's made part of a franchise deal.

Also the line needs resignalling badly, some of the sections are very long, the line is scheduled to be controlled by Basingstoke ROC, which should provide that opportunity, however knowing the way that NR works, you can pretty much guarantee, that it will be a straight recontrol job, with no enhancements to track or signalling whatsoever.

 

[JamesRowden]

I've been thinking that once Reading-Basingstoke is electrifed and HS2 phase 1 starts running: a Great Western Basingstoke-Reading-Paddington service would help provide a frequent/faster route from Hampshire to the North West for those willing to change trains twice (Basingstoke/Reading, Old Oak Common) without needing to use the tube. I think that this would mean that Cross Country would only need to run 1tph via Basingstoke which would maintain through services on the Bournemouth-Birmingham section.

 

[swt_passenger]

I've been thinking that once Reading-Basingstoke is electrifed and HS2 phase 1 starts running: a Great Western Basingstoke-Reading-Paddington service would help provide a frequent/faster route from Hampshire to the North West for those willing to change trains twice (Basingstoke/Reading, Old Oak Common) without needing to use the tube. I think that this would mean that Cross Country would only need to run 1tph via Basingstoke which would maintain through services on the Bournemouth-Birmingham section.

There are also proposals for an additional XC service over EWR via Milton Keynes in the next few years as well - that could end up on the south coast as well...

 

[dannypye9999]

There are also proposals for an additional XC service over EWR via Milton Keynes in the next few years as well - that could end up on the south coast as well...

It would be great if XC started serving Milton Keynes and possibly Northampton too but will there be any room for extra capacity along the WCML?

 

[The Ham]

You wouldn't need the reversal at Southampton central, you go straight across the Botley line to Eastleigh and call there and Winchester.

I was trying to get it so that it called at Southampton, as:
1) it's a major station
2) it's on the existing route and as the service would likely need to replace that as there is a lack of paths through Basingstoke (one of the reasons that it is only bi hourly south of Reading)

As for the NDL being electrified,the chances of that happening are zero, nil, nada. Its been mooted for years, all of the 30 I've been on and its never happened, Notwork Fail have decreed that there will be no further expansion of the 3rd rail system as it's expensive to install and maintain, plus it's inefficient, which is fair enough.

But it's a missed opportunity not to have it done, as it would readily allow a through service from the South coast to the North & Midlands, plus a diversionary route for freight. However that horrid glory project thing called HS2 is going to suck all the available cash so it's not going to happen now or in the immediate future, unless it's made part of a franchise deal.

Also the line needs resignalling badly, some of the sections are very long, the line is scheduled to be controlled by Basingstoke ROC, which should provide that opportunity, however knowing the way that NR works, you can pretty much guarantee, that it will be a straight recontrol job, with no enhancements to track or signalling whatsoever.

Given when the East West rail link reopening was proposed I thought that it was going to be decades away and yet part of it it is due to be open in about 5 years time, I wouldn't be supprised if it was included in CP6 works. However whenever the signals are replaced I would expect the works north of Guildford being resignaling,enhancements and electrification and the section east of there having provission for electrification if it is not included in the works

Besides, who said anything about it needing to be third rail (OK there may need to be some third rail works so that there is an overlap) but there is nothing stopping it being two different systems run with Dual volatage trains.
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It would be great if XC started serving Milton Keynes and possibly Northampton too but will there be any room for extra capacity along the WCML?

At the moment, probably not beyond Milton Keynes. However as the earliest that it can run is likely is 2020 and assuming HS2 goes ahead (2026) it wouldn't be that long extra to wait before it could serve other stations on the WCML.