The replacement glazing appears to have got half way along at the top of the roof and about 1/3 of the way further down - that’s presumably a bit of a guide as to how much is still to be done.

And yet GWR^▸ (Great Western Railway)’s own website tells us “There’s a good service running across our network”.

Or, knowing Bath traffic, were still trying to get there for the match!

There should be no such thing as a terminus station - for example Severn Beach should be extended to Pilning , Scarborough should extend to Whitby, Henley on Thames should be extended to join up at Marlow, and Windsor Central should join to Windsor Riverside. In extremis, all stations at line ends should be loops like Dungeness on the RH&D.
[/quote]

Why?

I think that it’s in those intervening 10 days that the parapet visible in the last photo has been half demolished and reconstructed, presumably meaning it is now safe to do things where it might otherwise have fallen.

Note that an opening date of “late August / early September” is now being quoted - which seems commensurate with the progress on the ground visible from passing trains.

Distance alone is of course not a meaningful criterion. As with “Bergen”, until last week there were settlements in the East Neuk of Fife whose nearest station was Nirth Berwick. Fat lot of use that was to them.

It is reasonably well used - though unsurprisingly not as busy as trains either side of it going into Temple Meads. Operationally speaking it is one of two trains which arrive at Bath ecs from the Bristol direction to head back there within the space of about 10 minutes so it’s hardly “out of the way”.

Continuing on the screens at Bath Bus Station - having one screen with its scrolling display for bays 1-8 and another for 9 -16 (the actual split may be different)is also very user unfriendly as well t requires you to search two screens, which are not necessarily in synch. One screen should show “page 1” for all bats permanently and have pages 2 - 5 scrolling on the other. No need to show buses that leave in more than about 30 minutes at all. Also need a third bank of screens in the middle- if you’re in a queue at bays 9 or 10 both sets of screens are too far away to read.

"A Development Consent Order (DCO^▸ (Development Consent Order, or Driver Controlled Operation (that is, operation and dispatch of the train solely by the driver even with another member of staff on board), depending on context)) was sought and obtained for this design. Subsequent to
the DCO and GRIP^▸ (Guide to Railway Investment Projects - Network Rail's process for project management of schemes through development and implementation) 3 design, DfT^» (Department for Transport - about) initiated a Minimum Viable Product (MVP) exercise which
removed the station building at Portishead."

Mark
[/quote]

Maybe we should carry out an MVP on the various Sir Humphrey’s at the DfT and Treasury and see has they like that!

Excellent - but a lot of education will be needed to “remind” people that having taken your paper ticket, you don’t scrunch it up and put it straight in the bin.

Might not be deliberately vague - but there’s a world of difference between “all the way between” and “somewhere between”. Which it is is not clear!

It should be possible to extend the loop from just the Bristol side of Sea Mills station almost to the Arches without massive effort, shouldn’t it? Level access to a second platform at Redland shouldn’t be a problem as long as the park’s owners (BCC^» (Bristol City Council - about)?) play ball.

May well have to do with pathing - but also either provides an extra service between Oxford and Didcot or is simply running in the path of an existing one.

Very unscientifically backed up by my own observations. Guess though that the longer your commute (and therefore the more lucrative for the railway) the greater the incentive to resist the pull of the office if you can!