I often find myself travelling on non-stop Avanti services that are held outside Rugby due to seemingly poor regulation decisions.
This morning was no exception - 1Y20 (Birmingham-Euston via Northampton) was running 6L into Rugby. 1R21 (Manchester-Euston via Crewe and Trent Valley) was running on time but was brought to a stand outside Rugby to give priority to 9R20 (Manchester-Euston via Birmingham), which was running 4L as it was stuck behind 1Y20. 1R22 (Glasgow-Euston) was similarly checked down, being right behind 1R21.
The end result is that 1R21 and 1R22 are now both also 4L. So a minimum of 8 mins additional delay from that regulation decision alone.
9R20, 1R21 and 1R22 are all non-stop between Rugby and London, flighted 3 minutes apart in the timetable. So if 9R20 is more than 1-2L, I'd have thought it would make more sense to give 1R21 and 1R22 the road (if on time) - to avoid them losing time by being brought to a stand from 125mph. 9R20 can then be given the road once they have passed.
Does the regulation statement for Rugby insist on slavish adherence to the booked timetable order, even at the cost of greater overall delays? Or is this likely just a case of the signaller failing to override ARS?
I don't think I've had a single train to London that has actually arrived 'right time' recently. If not at Rugby, it happens at Milton Keynes or Ledburn Jn with a 'semifast' being put out in front of a non-stop. I presume the landslip between Rugby and Coventry means there's a long-term TSR in place - in which case any existing regulation statements surely ought to be reconsidered.
This morning was no exception - 1Y20 (Birmingham-Euston via Northampton) was running 6L into Rugby. 1R21 (Manchester-Euston via Crewe and Trent Valley) was running on time but was brought to a stand outside Rugby to give priority to 9R20 (Manchester-Euston via Birmingham), which was running 4L as it was stuck behind 1Y20. 1R22 (Glasgow-Euston) was similarly checked down, being right behind 1R21.
The end result is that 1R21 and 1R22 are now both also 4L. So a minimum of 8 mins additional delay from that regulation decision alone.
9R20, 1R21 and 1R22 are all non-stop between Rugby and London, flighted 3 minutes apart in the timetable. So if 9R20 is more than 1-2L, I'd have thought it would make more sense to give 1R21 and 1R22 the road (if on time) - to avoid them losing time by being brought to a stand from 125mph. 9R20 can then be given the road once they have passed.
Does the regulation statement for Rugby insist on slavish adherence to the booked timetable order, even at the cost of greater overall delays? Or is this likely just a case of the signaller failing to override ARS?
I don't think I've had a single train to London that has actually arrived 'right time' recently. If not at Rugby, it happens at Milton Keynes or Ledburn Jn with a 'semifast' being put out in front of a non-stop. I presume the landslip between Rugby and Coventry means there's a long-term TSR in place - in which case any existing regulation statements surely ought to be reconsidered.