South Wales 'Metro' updates

[PaulHarding150]

Yes - for one thing the platform numbers in the subway are - one stated reason why the platforms have never been renumbered to remove the "Platform 5 anomaly".

I don't think the whole station is listed just aspects of it.

The subway signs definitely are and I assume the frontage/ticket hall is, but I can't see much else being.

The article I linked to says it's Grade II but this doesn't necessarily prevent improvements. Both plans linked to today essentially involve building a big box in front of then over the station and the architects who planned it must be confident of that being allowed or they wouldn't have suggested it. The Listing status is a read herring in my book.


Thread from 2015 for the second proposal (non-wavy roof): https://www.railforums.co.uk/threads/new-plans-revealed-for-cardiff-central.118735/

 

[positron]

demolishing the back of the main block of the station frontage to get a full length platform 0 that would be the sole platform for London bound trains.

Iirc the plan was to move the whole thing forwards to get some extra space too. Because it's on a metal frame so that's not actually impossible. It was part of the plan to make "Metro Central".

See https://www.cardiffcapitalregion.wales/project-hub/metro-central/ and https://tfw.wales/projects/cardiff-central-enhancements for more information.

The south side car park change has actually already started with recent news reports about it.

Full Approval recommendation for Quakers Yard Station Improvements is to go to Merthyr Tydfil CBC Planning Committee tomorrow.

Local Councillor has advised that the station should re-open on Monday 18th December.

Finally some good news. The whole situation is a shambles but at least it should get used finally. Still odd there's an electrification gap there but must be a reason.

https://twitter.com/transport_wales/status/1734887134916739142

Take a look at the transformation work in the Butetown and Cardiff Bay area whilst the line was closed in November.

Nothing much new to see but thought I'd share it.

 

[PaulHarding150]

Info on the Quakers Yard situation...

A revamped train station plagued by delays and planning issues is finally set to reopen to passengers next week.

In April 2023 Transport for Wales (TfW) closed Quakers Yard station in Merthyr Tydfil to carry out essential upgrade work as part of the South Wales Metro.

This station’s facelift included upgrading it from a single to a double platform, installing a brand-new step and ramped footbridge to connect the original platform to the newly constructed one, and redoubling the railway track on the line.

The creation of this new passing loop, with a doubled railway line through Quakers Yard is vital for TfW to achieve the running of 4 trains per hour from Merthyr Tydfil into Cardiff.

Although the work was completed in August, the station has remained closed to the public despite the rail operator announcing it would reopen in October.

This was because TfW had not submitted prior notification in advance of any works being carried out and when a council case officer visited the site, the work was already well underway.

As a result Merthyr Tydfil Council had to deal with the work retrospectively which led to weeks of delays whilst planning meetings took place.

The council raised concerns about the new footbridge which overlooked properties and planners requested “further justification” to be considered.

But after weeks of delays, TfW confirmed today that they have received full planning approval from the council and the station will reopen on Monday December 18th

A TfW spokesperson said: “We have now received full planning approval from the local authority for the newly installed footbridge at the station. Due to this, the station will now fully reopen to passengers and the public on Monday 18 December 2023.

“As part of the South Wales Metro program, we have worked hard to undertake significant upgrades to Quakers Yard station. The station was due to reopen in early October 2023, however, due to delays in obtaining the essential validation from the Office for Road and Rail and to ensure we received full planning approval from Merthyr Council prior to reopening the station to passengers, the date was postponed.

“We understand the difficulty that the station closure has caused passengers and commuters who frequently use Quakers Yard station. To ensure passengers can still travel on the network, we will continue to operate our shuttle bus service for those who need to travel to and from the station up until the reopening date.

“The shuttle bus service is operated from the bus stop on Cardiff Road, near the junction with Treharne Road, and travels between Abercynon and Merthyr Vale railway stations.”

Revamped station plagued by delays to finally reopen

Emily Price A revamped train station plagued by delays and planning issues is finally set to reopen to passengers next week. In April 2023 Transport for Wales (TfW) closed Quakers Yard station in Merthyr Tydfil to carry out essential upgrade work as part of the South Wales Metro. This station’s...

nation.cymru

 

[anthony263]

Locals moaning haven't helped the situation

 

[Peter Sarf]

Locals moaning haven't helped the situation

If it is like the footbridge at Barnetby then I am not surprised.

 

[Tomos y Tanc]

I don't think the whole station is listed just aspects of it.

The subway signs definitely are and I assume the frontage/ticket hall is, but I can't see much else being.

Actually virtually everything is listed apart from Platform 0 and Platform 8. The listing is here.

Cardiff Central Station, Booking Hall, Passenger Subway, Platforms 1-4, 6 & 7 and Platform Buildings.​

Exterior​

Booking Hall in natural Portland Stone with Cornish granite plinth. Interior walls have granite bases. Devonshire green marble. Pilasters capped with Ashburton black marble. Ceramic tile facings. Platform buildings and subways in glazed blocks (Carrara ware by Doulton). Grey granite plinths to platform buildings. Portland stone Booking Hall in classical style with clock above slate roof. Elevation facing Central Square has end blocks each of 3 bays with parapet, cornice with central triangular pediment, Doric pilasters and Roman Bath type lunettes with keystones. Between this is canopy cantilevered on lattice girders and supported by wrought-iron tie bars, canopy continues on E return of building. On ground floor, inserted modern fascias to shops. Return to E (left) of three bays; parapet and cornice with pediment over central bay, plain frieze, 4 Doric pilasters, central bay very slightly advanced with blind round-headed arch with keystone.; beneath canopy, former entrance doorway blocked, with render scribed and painted to imitate Portland stone. Return to W (right) plain. Adjoining wing (W) in Portland stone on grey granite base; openings for former shops and public house; parapet has square openings with iron grilles. To E (left) of Booking Hall, long angled retaining wall, parapet with square openings with iron grilles. Wall panelled below to take advertisements. At R end of wall, adjoining Booking Hall, doorway to subway of luggage entrance to station. To rear, (S), blind panelling faces platforms.
PLATFORMS: Three island platforms in stone but some extensions in brick, flooring originally in asphalt below canopies, and flagstones where not covered, but some concrete block replacement. All platforms have canopies with corrugated roof covering. Roof system of lattice girders with central double-pitched area and outer cantilevered canopies. Roof supported by slim cast-iron Tuscan columns, and on corbels in platform buildings. Cross girders of central areas with 3-centred arches; longitudinal girders to each bay with elliptical arches. Boarded wooden valences to roofs. At W end of platforms 3 & 4, roof divides (at former platform 5), and consists of 2 umbrella-type canopies supported on tapering I-beams. At uncovered ends of platforms, lamp standards in concrete.
PLATFORMS 1&2: Two blocks of platform buildings, single storey, in cream glazed blocks (Carrara ware by Doulton), brown surrounds for advertising posters. Polished grey granite plinths. Inscriptions 'Cardiff' in raised brown ceramic lettering. Mullioned windows. Wooden doors with oval windows. Block to E contains toilets and buffet (modernised), block to W has offices and waiting room. Interior of waiting room with wood panelling and simple coved ceiling. Two housings to goods lifts with modern corrugated walls at platform level, lift housings project above canopies clad in wooden weatherboarding with hipped roofs. One wooden kiosk attached to goods lift; one free-standing kiosk between main blocks. Additional service block in brick to W of platform.
PLATFORMS 3 & 4: Formerly Platforms 3,4 & 5; W end of platform formerly divided to give extra run-in for trains. Two blocks of platform buildings similar to those on platforms 1 & 2, but narrower. Eastern block has upper storey projecting above canopy (restored 1998 after fire), gabled ends, pilaster strips project above parapet; T-bar glazing to windows. Two housings to goods lifts with modern corrugated walls at platform level, lift housings project above canopies clad in wooden weatherboarding with hipped roofs. PLATFORMS 6 & 7: Two blocks of platform buildings similar to those on other platforms. Western block extended to E, as buffet, and faced in cream ceramic tiles. Further building to W in concrete blocks painted to resemble Carrara Ware. Two housings to goods lifts as other platforms.

Interior​

Booking Hall of 11 bays. Blind arcading to rear wall and above entrance. Five central bays have coved glazing ceiling, lit by artificial lighting. Three bays to each end have ceilings with elliptical vaults and are lit from front by tripartite Roman bath type lunette windows. Bays articulated by dark green marble giant Doric pilasters on granite bases. Modernisation includes insertion of enquiry office at E end, and shops to N. Passenger subway has walls faced with cream ceramic tiles with brown tiled surrounds for advertising posters. Two stairs lead to each platform. At foot of stairs to platforms, ceramic tile panels with raised cornice and surrounds, lettering, numerals and direction fingers in brown on cream background. Stairs to platforms also have walls in cream and brown ceramic tiles, wooden handrails; stairs to mainline platforms have central handrail on iron supports, stairs to branch lines narrower without central handrail. At platform level, stairways have iron rails in simple geometrical 1930s style.

Reasons for Listing​

Listed as most complete example of GWR major city railway station of the period following the regrouping of the railway system.

 

[WesternBiker]

Actually virtually everything is listed apart from Platform 0 and Platform 8. The listing is here.

Cardiff Central Station, Booking Hall, Passenger Subway, Platforms 1-4, 6 & 7 and Platform Buildings.​

Exterior​

Booking Hall in natural Portland Stone with Cornish granite plinth. Interior walls have granite bases. Devonshire green marble. Pilasters capped with Ashburton black marble. Ceramic tile facings. Platform buildings and subways in glazed blocks (Carrara ware by Doulton). Grey granite plinths to platform buildings. Portland stone Booking Hall in classical style with clock above slate roof. Elevation facing Central Square has end blocks each of 3 bays with parapet, cornice with central triangular pediment, Doric pilasters and Roman Bath type lunettes with keystones. Between this is canopy cantilevered on lattice girders and supported by wrought-iron tie bars, canopy continues on E return of building. On ground floor, inserted modern fascias to shops. Return to E (left) of three bays; parapet and cornice with pediment over central bay, plain frieze, 4 Doric pilasters, central bay very slightly advanced with blind round-headed arch with keystone.; beneath canopy, former entrance doorway blocked, with render scribed and painted to imitate Portland stone. Return to W (right) plain. Adjoining wing (W) in Portland stone on grey granite base; openings for former shops and public house; parapet has square openings with iron grilles. To E (left) of Booking Hall, long angled retaining wall, parapet with square openings with iron grilles. Wall panelled below to take advertisements. At R end of wall, adjoining Booking Hall, doorway to subway of luggage entrance to station. To rear, (S), blind panelling faces platforms.
PLATFORMS: Three island platforms in stone but some extensions in brick, flooring originally in asphalt below canopies, and flagstones where not covered, but some concrete block replacement. All platforms have canopies with corrugated roof covering. Roof system of lattice girders with central double-pitched area and outer cantilevered canopies. Roof supported by slim cast-iron Tuscan columns, and on corbels in platform buildings. Cross girders of central areas with 3-centred arches; longitudinal girders to each bay with elliptical arches. Boarded wooden valences to roofs. At W end of platforms 3 & 4, roof divides (at former platform 5), and consists of 2 umbrella-type canopies supported on tapering I-beams. At uncovered ends of platforms, lamp standards in concrete.
PLATFORMS 1&2: Two blocks of platform buildings, single storey, in cream glazed blocks (Carrara ware by Doulton), brown surrounds for advertising posters. Polished grey granite plinths. Inscriptions 'Cardiff' in raised brown ceramic lettering. Mullioned windows. Wooden doors with oval windows. Block to E contains toilets and buffet (modernised), block to W has offices and waiting room. Interior of waiting room with wood panelling and simple coved ceiling. Two housings to goods lifts with modern corrugated walls at platform level, lift housings project above canopies clad in wooden weatherboarding with hipped roofs. One wooden kiosk attached to goods lift; one free-standing kiosk between main blocks. Additional service block in brick to W of platform.
PLATFORMS 3 & 4: Formerly Platforms 3,4 & 5; W end of platform formerly divided to give extra run-in for trains. Two blocks of platform buildings similar to those on platforms 1 & 2, but narrower. Eastern block has upper storey projecting above canopy (restored 1998 after fire), gabled ends, pilaster strips project above parapet; T-bar glazing to windows. Two housings to goods lifts with modern corrugated walls at platform level, lift housings project above canopies clad in wooden weatherboarding with hipped roofs. PLATFORMS 6 & 7: Two blocks of platform buildings similar to those on other platforms. Western block extended to E, as buffet, and faced in cream ceramic tiles. Further building to W in concrete blocks painted to resemble Carrara Ware. Two housings to goods lifts as other platforms.

Interior​

Booking Hall of 11 bays. Blind arcading to rear wall and above entrance. Five central bays have coved glazing ceiling, lit by artificial lighting. Three bays to each end have ceilings with elliptical vaults and are lit from front by tripartite Roman bath type lunette windows. Bays articulated by dark green marble giant Doric pilasters on granite bases. Modernisation includes insertion of enquiry office at E end, and shops to N. Passenger subway has walls faced with cream ceramic tiles with brown tiled surrounds for advertising posters. Two stairs lead to each platform. At foot of stairs to platforms, ceramic tile panels with raised cornice and surrounds, lettering, numerals and direction fingers in brown on cream background. Stairs to platforms also have walls in cream and brown ceramic tiles, wooden handrails; stairs to mainline platforms have central handrail on iron supports, stairs to branch lines narrower without central handrail. At platform level, stairways have iron rails in simple geometrical 1930s style.

Reasons for Listing​

Listed as most complete example of GWR major city railway station of the period following the regrouping of the railway system.

That's a pretty comprehensive listing. I'm not surprised the platform buildings are listed, as the cream terracotta buildings are externally in relatively good / original condition and good examples of a particular style of art deco. (Bristol Temple Meads platforms 7-12 are similar in style - and similarly part of its listing.) It doesn't mean it can't be redeveloped, of course - just that any changes need to be justified and sympathetic.

 

[Last Hurrah]

Actually virtually everything is listed apart from Platform 0 and Platform 8. The listing is here.

Cardiff Central Station, Booking Hall, Passenger Subway, Platforms 1-4, 6 & 7 and Platform Buildings.​

Exterior​

Booking Hall in natural Portland Stone with Cornish granite plinth. Interior walls have granite bases. Devonshire green marble. Pilasters capped with Ashburton black marble. Ceramic tile facings. Platform buildings and subways in glazed blocks (Carrara ware by Doulton). Grey granite plinths to platform buildings. Portland stone Booking Hall in classical style with clock above slate roof.

Interior​

Booking Hall of 11 bays. Blind arcading to rear wall and above entrance. Five central bays have coved glazing ceiling, lit by artificial lighting. Three bays to each end have ceilings with elliptical vaults and are lit from front by tripartite Roman bath type lunette windows. Bays articulated by dark green marble giant Doric pilasters on granite bases. Modernisation includes insertion of enquiry office at E end, and shops to N.

Reasons for Listing​

Listed as most complete example of GWR major city railway station of the period following the regrouping of the railway system.

I can just about remember the old ticket office - ‘‘twas rather a grand look” as I recall - aesthetically a far better look than the current ticket office

Another memory was returning passengers, in order to exit the subway, had to make a 90 degree turn to the right, (just before where journeying passengers entered the subway), in order to hand their ticket to a burly ticket collector who was stationed in his sentry box, before entering the ticket hall from what is now the second subway

Also because the depot at Taff’s Well still isn’t finished so 398 introduction is behind schedule

Is there a completion date for the Taffs Well Depot ?

 

[Bob Price]

Did I just stop at Taffs Well? May have done. Note the work on the lifts at the station.

 

[MikePJ]

I seem to have become "Core Valley Lines Consultations" guy... but anyway, here's another one with some interesting nuggets buried in it.

There are three new consultations listed this week. Two relate to RailAdventure applying for access to run both freight and charter passenger trains over the Core Valley Lines. The freight one notes that part of the reason for this application is to allow RailAdventure to deliver new rolling stock in the future.

The most interesting one is a track access contract variation from TfW Rail (see attached documents - note that this closes on 18th Dec). This includes:

- updated outline service patterns intended for introduction in June 2024 - there are tables showing how many trains are intended to run between certain points on the network at different times of the day and week.
- a narrative explanation "Form P" that explains why TfW are doing this and explicitly mentions various plans for changes in June.

I'll summarise these changes below:

- an additional 2 tph from Cardiff Central to Caerphilly
- an additional 2 tph from Cardiff Bay to Pontypridd (the Bay-Queen St shuttle will also remain, but at 2tph, so the Bay will still have a 4tph service)
- the City Line will be served by Aberdare trains (i.e. routed Aberdare-Pontypridd-Radyr-Fairwater-Cardiff Central)

It's not 100% clear what will happen to the Coryton trains. If someone has time, they may be able to comb through the service pattern tables and work out which trains are likely to go where.

EDIT - a couple of extra things, quoted directly from the Form P, my emphasis:

The actual uplifts to frequencies (trains per hour) over any parts of the infrastructure are
confined to the CVL on Weekdays and Saturday and are:
a. Pontypridd-Radyr, from 6tph to 8tph (new Cardiff Bay-Pontypridd services)
b. Queen St-Heath Jn, from 6tph to 8tph (new Cardiff Central-Caerphilly services)
c. Heath Jn to Caerphilly, from 4tph to 6tph (new Cardiff Central-Caerphilly services

5. The new timetable is an enabler for the new rolling stock, but is not dependent on it.
6. The new timetable is designed to work with the existing infrastructure (signalling headways
etc) so is not reliant at all on the completion of any Transformation works. All schedules are
timed with 150 Sectional Running Times, which allows the existing fleet to continue to oper-
ate (to be gradually replaced by 756s and 398s).

 

[Doveymain158]

I think Coryton service will run to Penarth

 

[trawscymru27]

If I've read the tables correctly, it means there will be a Sunday service on the city line (1st time ever since reopening in the 80s?). But the bay line will see a drop in frequency from every 12 mins to every 15.

It also looks like the frequency of Rhymney services will increase to 29tpd on weekdays - roughly half-hourly?

 

[76020]

I took a return journey from Cardiff Central to Aberdare yesterday.

On the single track Aberdare branch, which runs from Abercynon to Aberdare, which is all single track apart from two previous installed passing loops, one through Mountain Ash Station and another just west of Fernhill, all the trackwork for the new double tracks from just west of Mountain Ash to just short of Fernhill Station and from just west of Cwmbach Station to just east of Aberdare Station is installed and in use.

Also, from what I could see on the single track branch, but I could be wrong, all the electrification work on the Aberdare branch is complete apart from where the new double track from Cwmbach to Aberdare is, this section has all the steelwork up but one or two support arms missing, and no wiring exists at present.

There has been no provision for any electrification on the passing loop near Fernhill, which has been used in the past for passing coal trains from Tower Colliery.

As this is a discontinuous electrification project, it is a bit difficult to see if of all the other electrification work from Cardiff Central to Abercynon is complete, but I guess it is; there is nothing from Cardiff Central to just west of Llandaff, and then long gaps to just west of Pontypridd.

The pantographs on the Class 398 will got a lot of exercise!

 

[MikePJ]

It's not 100% clear what will happen to the Coryton trains. If someone has time, they may be able to comb through the service pattern tables and work out which trains are likely to go where.

I've had a chance to have a look at the Rhymney and Coryton line trains this evening. A few headlines:

• Coryton service increases: currently 30 trains per day weekdays and Saturdays, increasing to 34. Still no Sunday service.
• Stopping patterns are introduced on the trains towards Rhymney. Trains to and from Rhymney itself are described as not necessarily calling at Pontlottyn, Tir-Phil, Brithdir, Gilfach Fargoed and Energlyn & Churchill Park. However, since the first four of these can only be served by Rhymney trains (all the other services won't reach them) there must be a mixture of stopping and fast trains in the service pattern as otherwise these stations would have no service.
• Trains to Rhymney increase from 18 per day on weekdays to 29. Saturday service increases from 18/day to 33. That is likely to mean an increase in Rhymney trains to 2 per hour during most of the day, perhaps one fast and one slow so that the minor stations retain their existing hourly service? Sunday service is cut slightly from 13 trains to 12.
• Bargoed trains (likely not stopping at Energlyn & Churchill Park) are cut from 33/day weekdays and Saturdays to 27. No Sunday service (no change from the present). The reduction will be more than made up for by the increase in Rhymney trains.
• Caerphilly services increase dramatically on weekdays and Saturdays: from 5tpd to 27 tpd weekdays and Saturdays. Sundays remain the same - 12tpd.
• The small number of services terminating at Ystrad Mynach will be almost entirely done away with, with only one train terminating there on Saturdays only.
• I note that today's issue of Rail has a feature saying that TfW are making a deal with the RMT for conductors to work Sundays on roster rather than as overtime, which presumably will allow for the introduction of a better Sunday service in the future - assuming a similar deal is also made for the drivers and other necessary staff.

It's not easy to work out where these trains are intended to go on the other side of Cardiff Central. The Form P implies that the additional Caerphilly trains will terminate at Central. I agree with @Doveymain158 that the Coryton trains will probably go to Penarth.

 

[Doveymain158]

What sections of the Rhymney Valley line is being electrified?

 

[CapitalStar378]

Did I just stop at Taffs Well? May have done. Note the work on the lifts at the station.

Very slow progress on the depot, anyone know why it's taking so long?

 

[Anonymous10]

I've had a chance to have a look at the Rhymney and Coryton line trains this evening. A few headlines:

• Coryton service increases: currently 30 trains per day weekdays and Saturdays, increasing to 34. Still no Sunday service.
• Stopping patterns are introduced on the trains towards Rhymney. Trains to and from Rhymney itself are described as not necessarily calling at Pontlottyn, Tir-Phil, Brithdir, Gilfach Fargoed and Energlyn & Churchill Park. However, since the first four of these can only be served by Rhymney trains (all the other services won't reach them) there must be a mixture of stopping and fast trains in the service pattern as otherwise these stations would have no service.
• Trains to Rhymney increase from 18 per day on weekdays to 29. Saturday service increases from 18/day to 33. That is likely to mean an increase in Rhymney trains to 2 per hour during most of the day, perhaps one fast and one slow so that the minor stations retain their existing hourly service? Sunday service is cut slightly from 13 trains to 12.
• Bargoed trains (likely not stopping at Energlyn & Churchill Park) are cut from 33/day weekdays and Saturdays to 27. No Sunday service (no change from the present). The reduction will be more than made up for by the increase in Rhymney trains.
• Caerphilly services increase dramatically on weekdays and Saturdays: from 5tpd to 27 tpd weekdays and Saturdays. Sundays remain the same - 12tpd.
• The small number of services terminating at Ystrad Mynach will be almost entirely done away with, with only one train terminating there on Saturdays only.
• I note that today's issue of Rail has a feature saying that TfW are making a deal with the RMT for conductors to work Sundays on roster rather than as overtime, which presumably will allow for the introduction of a better Sunday service in the future - assuming a similar deal is also made for the drivers and other necessary staff.

It's not easy to work out where these trains are intended to go on the other side of Cardiff Central. The Form P implies that the additional Caerphilly trains will terminate at Central. I agree with @Doveymain158 that the Coryton trains will probably go to Penarth.

Personally as a user of the line to visit family its disappointing but not surprising that the intermediate stops between Bargoed and Rhymney may not see a service increase.

 

[positron]

Personally as a user of the line to visit family its disappointing but not surprising that the intermediate stops between Bargoed and Rhymney may not see a service increase.

This is only an interim timetable so the final one will almost definitely see the full 4tph at those stations (except Gilfach I imagine)

 

[Krokodil]

I note that today's issue of Rail has a feature saying that TfW are making a deal with the RMT for conductors to work Sundays on roster rather than as overtime, which presumably will allow for the introduction of a better Sunday service in the future - assuming a similar deal is also made for the drivers and other necessary staff.

Drivers had already agreed to bring Sundays inside

 

[Envoy]

No mention of the Vale of Glamorgan Coast Line which has only 1 train per hour and one every other hour on Sundays. It is the only viable public transport route to Cardiff Airport (Rhoose) as the Adventure Bus service to Cardiff takes 1 hour 20 minutes. The trains also provide the only viable public transport service between Cardiff Airport (Rhoose) and Bridgend for connections with points west.

 

[MikePJ]

No mention of the Vale of Glamorgan Coast Line which has only 1 train per hour and one every other hour on Sundays. It is the only viable public transport route to Cardiff Airport (Rhoose) as the Adventure Bus service to Cardiff takes 1 hour 20 minutes. The trains also provide the only viable public transport service between Cardiff Airport (Rhoose) and Bridgend for connections with points west.

Unfortunately these consultations only cover services over the Welsh Government-owned lines north of Cardiff, so we don’t get any info on the VoG service from these documents. The plan originally was to increase the weekday service to 2tph, but I don’t know when that’ll start.

 

[AdamWW]

Unfortunately these consultations only cover services over the Welsh Government-owned lines north of Cardiff, so we don’t get any info on the VoG service from these documents. The plan originally was to increase the weekday service to 2tph, but I don’t know when that’ll start.

Has the new destination of the Coryton services been established? Maybe one of those an hour carries on to the VoG?

They might need to find somethingl longer than a single 153 though.

 

[5021]

Yes, those are the dates I have - the line is to be regarded as electrified from 29th Dec. 12th Feb is looking like the reopening date I'm now told by a normally reliable source.

The commissioning engineer has confirmed that the Treherbert line signalling was commissioned as planned on 13 December (0010hrs to be precise) and that driver training starts 2 January (the Monday after the OHLE is due to be switched on), with the line reopening to passengers on Sunday 11 February.

 

[positron]

Has the new destination of the Coryton services been established? Maybe one of those an hour carries on to the VoG?

They might need to find somethingl longer than a single 153 though.

I'm thinking Penarth will be the destination as it's intended to be eventually. As this timetable is intended to help transition the new fleet in. Potentially come June there electrification to Caerphilly and Coryton will be complete so these can be operated by 756s.

 

[MikePJ]

I'm thinking Penarth will be the destination as it's intended to be eventually. As this timetable is intended to help transition the new fleet in. Potentially come June there electrification to Caerphilly and Coryton will be complete so these can be operated by 756s.

Yes, that seems likely. The Form P explicitly says that they *can* run this service with existing stock, but obviously they will try and bring in the new trains once the OHLE is live. It's also quite possible that the timetable changes in June with existing rolling stock and the new trains start to be brought in one diagram at a time over the subsequent months, as happened with the introduction of the 231s.

 

[positron]

The commissioning engineer has confirmed that the Treherbert line signalling was commissioned as planned on 13 December (0010hrs to be precise) and that driver training starts 2 January (the Monday after the OHLE is due to be switched on), with the line reopening to passengers on Sunday 11 February.

That's good news sounds like they're on track.

 

[CapitalStar378]

Yes, that seems likely. The Form P explicitly says that they *can* run this service with existing stock, but obviously they will try and bring in the new trains once the OHLE is live. It's also quite possible that the timetable changes in June with existing rolling stock and the new trains start to be brought in one diagram at a time over the subsequent months, as happened with the introduction of the 231s.

Even if it's temporary, it's not a great look to reduce the Bay service frequency right after doubling the line and adding a new station.

When is the 6tph service due to commence?

 

[AdamWW]

I'm thinking Penarth will be the destination as it's intended to be eventually. As this timetable is intended to help transition the new fleet in. Potentially come June there electrification to Caerphilly and Coryton will be complete so these can be operated by 756s.

Are the 756s not intended to run on the VoG line?

 

[Brissle Girl]

Even if it's temporary, it's not a great look to reduce the Bay service frequency right after doubling the line and adding a new station.

When is the 6tph service due to commence?

In terms of the hardship and inconvenience that TfW passengers have had to suffer over the last couple of years, a temporary increase from 12 minutes to 15 in the gap between services must rank right at the bottom in terms of impact.

 

[positron]

Are the 756s not intended to run on the VoG line?

They are but I'm just thinking coryton will go to Penarth in the end so it makes sense to send them there to start with. I'm also not sure what the electrification situation is gonna be on the Rhymney line by June.