Great Western Coffee Shop

This draws from today's article (see link).  Was he at the Taunton meeting?

http://www.thisisdevon.co.uk/story-18344585-detail/story.html?#axzz2MqieAZpl

I don't know how to 'embed' articles, sorry.

Of course splitting services at NTA was nothing new to the old company, and its heaviest engines could go down to Kingswear even.  It seems to me a tailor-made situation for the same practices that take place at Salisbury and Nottingham.  It does mean that operators have to break away from the HST concept to the IEP one, of course (2 x 5 car or 2 x 4 car). 

I am surprised Dr Dixon concentrates on Paddington services.  Judging from the accents I hear when visiting the area, traffic from 'oop naath' is considerable.   

There was (always is) a strong contingent from Torbay at the meeting.

Interesting that they had a little grumble when Mark Hopwood showed branch line improvement figures for the West country and left out Newton Abbot to Paignton (he also left out the TransWilts figures).  But then many Torbayers consider that theirs is a main line.   At the risk of starting a hot thread, which to members think the line is?

I'd consider it a branchline, that ought to be a mainline.

The level of service just simply isn't as good as it should be!

Hmmm......


So far, so good.


Ok, so he's not talking about the original spec then. But he can't be talking about the current negotiations either, as those aren't public (and won't be until agreed / signed). So he's talking out the top of his head then? Scaremongering, basically.

Not good for User Groups to do that, in my experience. No one listens to you....

The thing is direct trains to PLymouth more frequently is more important then Torbay. I am sure they could wait a few minutes at Newton Abbott.

Also splitting would not work, the number of passengers travelling onwards towards Penzance completely out weighs the passenger numbers for Torbay. Plymouth handles 2,600,000, Truro 1,600,000 and Penzance 500,000 a year alone. Most of these would be using the line to paddington. Torquay handles 380,000 and paddington 500,000. Not even close to the number on the line towards Penzance, so it should take a back seat.

Also I see it as a branch line, which has the potential to be a main line.

All interesting posts, thanks.  I don't suppose a different splitting policy (say 7:3 is possible?).  I agree that the quotes from the campaigner (as quoted) are not impressive, but I don't see why a mainline in GWR days suddenly becomes a branch line again, just to suit modern operators.  Perhaps the lower level of use for Torbay is due to not havingas good a through service (chicken and egg?)?  On my travels to Waterloo, I appreciate very much that I don't have to get out at Salisbury, although I see a future when that may be imposed, but if we get an overall improved service, that will perhaps be acceptable.  I suppose (thinking of the 1930s to 1950s GWR attempt to cater for holiday makers with half the rolling stock mouldering in sidings for large parts of the year) that the issue for a franchise bidder is, whether it wants to do the same?  Probably not, is the likely answer.   

It would be possible but your mainline trains would need to be loco hauled and you'd need passenger carrying DVTs at suitable points in the train to enable the split and push pull working.

The best exmple in recent years was the REP TC Class 33 operration from Bournemouth to Weymouth. Where the 4REP pushed 2 4TCs to Bournmouth a 33 came on the front and depending on time of day pulled 1 or 2 of the TCs to Weymouth. Coming back it pushed the TCs from Weymouth and coupled onto the REP in Bournemeouth station.

The trouble is we've rationalised most station layouts so that there are now no loco spurs to enable engine changes eg from electric to diesel.