Hi,
Just trying to remember the exact sequence of events for diagramming changes during SWT and pre-Covid SWR from 2014-19.
I downloaded a number of CWNs from the old UK Modern EMUs group covering 2006-12 and they reveal that the diagramming remained almost unchanged throughout this period. There were big changes when the 442s left SWT but then it settled into a period of stability following the 2tph to Weymouth. (There appeared to be a short period when the 442s had gone but the Weymouths hadn't gone 2tph and I have a CWN for this period, early 2007).
At some point however, still in the SWT years, ISTR they made changes to provide more peak seats. I can't remember exactly when, though I do remember that one knock-on effect of this was that the 1439 and 1539 Waterloo-Brockenhurst changed stock (for a long time, 5 444 for the former and 4 450 for the latter, at some point it became 4 450 for the 1439 and 5 444 for the 1539, presumably to provide more seating on the 1539). I remember these two trains specifically as I went through a phase of using one or other of them semi-regularly. Anyone remember the date of this?
Then later the stock of the 1539 switched again, to 8 450, presumably as that particular train was getting even more busy. I'm not sure but I think this was post SWR takeover?
Also is it correct that when SWR took over (and not before) the Waterloo diagramming changed to more self-contained workings and predictable patterns compared to late-00s early-10s SWT, which was very "random" (in a planned fashion of course)? Or did this happen earlier? I do remember seeing a CWN from the early SWR days, for example, which showed the Waterloo-Haslemere terminators off-peak to be self-contained with three diagrams (possibly 4 450, 12 450 and 5 444, though don't quote me on that). I think this may have been in conjunction with the planned return of the 442s.
Thanks.
Also on another topic, why was the 1718 fast path out of Waterloo unused for many years? There was the 1748 (Southampton semi-fast) and 1818 (Haslemere terminator), but no 1718 until later days which meant that post-2004 there were actually less peak services down the Direct between 1700-1800 compared to previously. Eventually it was introduced, for a short while at least, allowing the 1715 to be sped up.
Just trying to remember the exact sequence of events for diagramming changes during SWT and pre-Covid SWR from 2014-19.
I downloaded a number of CWNs from the old UK Modern EMUs group covering 2006-12 and they reveal that the diagramming remained almost unchanged throughout this period. There were big changes when the 442s left SWT but then it settled into a period of stability following the 2tph to Weymouth. (There appeared to be a short period when the 442s had gone but the Weymouths hadn't gone 2tph and I have a CWN for this period, early 2007).
At some point however, still in the SWT years, ISTR they made changes to provide more peak seats. I can't remember exactly when, though I do remember that one knock-on effect of this was that the 1439 and 1539 Waterloo-Brockenhurst changed stock (for a long time, 5 444 for the former and 4 450 for the latter, at some point it became 4 450 for the 1439 and 5 444 for the 1539, presumably to provide more seating on the 1539). I remember these two trains specifically as I went through a phase of using one or other of them semi-regularly. Anyone remember the date of this?
Then later the stock of the 1539 switched again, to 8 450, presumably as that particular train was getting even more busy. I'm not sure but I think this was post SWR takeover?
Also is it correct that when SWR took over (and not before) the Waterloo diagramming changed to more self-contained workings and predictable patterns compared to late-00s early-10s SWT, which was very "random" (in a planned fashion of course)? Or did this happen earlier? I do remember seeing a CWN from the early SWR days, for example, which showed the Waterloo-Haslemere terminators off-peak to be self-contained with three diagrams (possibly 4 450, 12 450 and 5 444, though don't quote me on that). I think this may have been in conjunction with the planned return of the 442s.
Thanks.
Also on another topic, why was the 1718 fast path out of Waterloo unused for many years? There was the 1748 (Southampton semi-fast) and 1818 (Haslemere terminator), but no 1718 until later days which meant that post-2004 there were actually less peak services down the Direct between 1700-1800 compared to previously. Eventually it was introduced, for a short while at least, allowing the 1715 to be sped up.
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