Southern DOO: ASLEF reject second agreement

Discussion in 'UK Railway Discussion' started by hornbyfan99, 1 Apr 2016.

  1. furnessvale

    furnessvale Established Member

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    What you mean is stop subsidising HGVs to the tune of 70% of operating costs.

    This subsidy is provided by the private motorist who, if asked, I am certain would prefer some of that subsidy to be diverted to railfreight giving the motorist a clearer run on the roads.
     
  2. Carlisle

    Carlisle Established Member

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    I'm pretty certain they would too, providing the costs of the goods being carried didn't have to rise significantly in order to achieve it
     
  3. furnessvale

    furnessvale Established Member

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    No reason why the cost should rise. Subsidy could be cost neutral. The total subsidy to rail domestic intermodal, for environmental benefits of rail, is currently gbp15.5m, which in road terms is peanuts.
     
  4. bramling

    bramling Established Member

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    Not necessarily - the driver may have already used his route knowledge to determine a need to drive at a lower speed for whatever reason. One of the good things about a human driving is that this works both ways - in good conditions they can drive the train as fast as possible, and adapt in time to avoid risking an incident occurring when conditions change. ATO systems have a rather more dubious record in this area - either forcing the train to travel slower even in good conditions, or having a greater number of incidents than if a human were driving but tolerated because it's ATO. In Britain today we have examples of both these approaches.
     
  5. StephenHunter

    StephenHunter Member

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    Why do train drivers have to stop in a specific place on the platform anyway? I can understand if it was a 12-car in a 12-car length platform, but there's plenty of options for a 4-car in a 12-car length...
     
  6. TEW

    TEW Established Member

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    Because passengers don't tend to enjoy a walk 8 coaches along the platform from the end of the train to the exit and the pouring rain and howling wind for a start.
     
  7. kw12

    kw12 Member

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    There are also costs for things such as leasing (or buying) the locomotives and wagons used, plus maintaining those locomotives and wagons.

    The latest set of accounts published by Freightliner Limited show that around a third of its operating costs in 2015 were staff costs. Thus, this suggests staff costs were at least the second highest, and potentially the largest, expense Freightliner incurred in running a container train. Presumably similar situation with the container train operations for other companies. May differ for other types of freight train, and for passenger trains.
     
  8. HowardGWR

    HowardGWR Established Member

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    What evidence is there that this would be for the good? What has any of this (goods traffic on or off rail) has anything to do with which staff operate doors on trains?
     
  9. ainsworth74

    ainsworth74 Moderator Staff Member Moderator

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    Builds character! :lol:
     
  10. otomous

    otomous Member

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    The question of the high cost of the railway in the U.K. relative to other forms of transport due to practices in staffing, training and regulation was raised.
     
  11. Carlisle

    Carlisle Established Member

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    For the purpose of discussion about the costs involved in different modes of transport
     
    Last edited: 13 Aug 2017
  12. furnessvale

    furnessvale Established Member

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    It would also play havoc with station dwell times.
     
  13. Carlisle

    Carlisle Established Member

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    Yes probably the simplest solution for all concerned is to have designated stopping points at every station on the network.
     
    Last edited: 13 Aug 2017
  14. furnessvale

    furnessvale Established Member

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    Which is what they have!
     
  15. Deepgreen

    Deepgreen Established Member

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    Happened to me at Redhill the other day when, yet again, the GWR driver stopped his terminating ex-Reading train at the south end of the platform instead of the north. The closely-following Gatwick reverser is booked to use the south end so that was stuck outside the station until we moved along to our proper spot. Torrential rain and a dash back along the platform! The excellent lady guard made sure everyone who boarded knew that we were going to move up to the north end where the train should have stopped in the first place.

    To address the OP's question, stopping marks are designed to place each train at the optimum spot on the platform for passenger convenience (proximity to exits, shelters, etc.), signal sighting, CCTV provision and possible accommodation of other trains in the same platform.
     
  16. IKB

    IKB Member

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    They are also spaced so that when changing ends the AWS receiver is not sat over the magnet, hence at some locations there might only be a couple of meters difference between the 6 and 8 mark, as opposed to two coach lengths (hypothetical example).
     
  17. infobleep

    infobleep Established Member

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    Well until the last year or so, that is just what passengers at Fratton had to do if catching a 10 car 444. The last 5 cars under under the canopy and if it rained people has to go out into the rain to join the front 5.

    Once Standard Door Operation's was introduced this of course got consigned to the history and people could board from under the canopy rain or shine.
     
  18. pompeyfan

    pompeyfan Established Member

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    Assume you mean automatic selective door operation. As an aside Fratton on the up can actually accommodate 8 carriages of 23m stock, but for some reason Asdo is set up for 7.
     
  19. infobleep

    infobleep Established Member

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    That is indeed what I mean.
     
  20. 387star

    387star Established Member

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    Anyone know new strike days as the rmt news is incorrect and shows previous strike days assume same as the north
     

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