Does anyone know if the planned work at OOC^▸ (Old Oak Common (depot)) over the Christmas shutdown was completed?

I ask because prior to the shutdown I thought I had read that the work being undertaken was to slew lines (and presumably related infrastructure) into new positions for what will become the new OOC station.

But I’ve just seen a YouTube video post New Year and the line look like they are in the same place.

So did events unfold that meant the planned work could not be completed ? Or am I mis-remembering what was actually going to occur?

I’m left wondering what was actually undertaken during the extended shutdown?

This is almost rubbing salt into an open wound, but if you have a spare 3 hours in the day you might like to watch the video and marvel at how the Norwegian railways cope with bad weather.

It gets particularly spicy about 1hr 40min. Just try to picture an IEP^▸ (Intercity Express Program / Project.) running in the same conditions.

https://youtu.be/JvDjZRR9LAg?si=e7nt4ohYCEMI1Ta-

I think the results are very interesting and contain merit that GWR^▸ (Great Western Railway) (and others) should well do to examine.

My observations, generally and from yetersday afternoons Paddington debacle, is that actually the Great British Public are an understanding bunch. There was an abundance of sympathy for GWR's plight at Paddington - which started to wane after the 4th train change.

We understand these events are exceptional and are preapred to cut the operators of public services some slack as they try to cope. No one expects a full on-time, full diagrammed timetable to operate when these events happen.

Execept for perhaps the TOCs^▸ (Train Operating Company)' ( and for this forum GWR).

Most customers just want to know they can reach their final journey - evenutally. If that journey takes longer or contains additional stops to support cancelled services or even goes by another route in some cases or had to use alternative stock or (and the list goes on) - so be it.

These plans CAN be drawn up in advance. We know, from multiple events, where the weak points in the railway's resilience are. So where is plan B. Or even plan C. If there is a B and C - then operating difficulties can be mitigated in a lot of cases and, perhaps this is most critical, timely, well informed, reliable information can be provided to staff and the travelling public.

The trust element of the informal realtionship contract a customer has with a service provider is that the service provider will do there utmost/damnest to deliver the service. I politely suggest that this trust element has long gone with the approach GWR take to running our railway.


 

Beaten to it ! I was about to post the same. its almost like GWR is in denial, or is happy to mislead the public and take their money even when they know the service is less (much less) that the timetabled commitment.

Yesterday afternoon at PAD^» (Paddington (London) - next trains) was horrendous - to secure a train back to Reading involved 4 platform changes / train changes
After dance number 3 between, the Taunton train was announced as NOT stopping at Reading. Dance number 4 ensued by passengers.
Onto a Swindon Stopper - that promptly gor routed behind a Lizzy Line train all the way to Reading. Even the drive/guard announcing that if you want a quicker journey - 'jump through the window to the Elizabeth Line train' next to us. Does not reflect the best morale in GWR.
Finally arrived at Reading after an hour stop-start to see he foresaid Taunton train happily sitting in the next platform.

On the upside - with the train dancing I was able to witness the best of people - as many elderly and young families were helped by more able and seasoned travellers to understand and naviagate the inflected chaos.

I'm a big fan of Mark Hopwood but his railway is barely coping at the moment

A very interesting video from he Great Western Fast Charge train team. Lots of very interesting information (historical, future and technical).

https://www.youtube.com/watch?v=KvniAyLCafg

I've read the replies as saying:

1. it was/is a pilot project.
2. seems to work - but not perfect (cost of in cab work)
3. good lessons learnt to pass on to future generations of technology (dives for Wikipedia for ATO^▸ (Automatic Train Operation))

As for line speeds - my experience going westward was the Class 158/159s did a healthy 60-70mph.

Going eastbound - we did have a couple of lengthy (10-15min) pauses at passing loops - perhaps more typical of Single Line Operation that the signalling system.

As ever - thanks for all the informed help.

I recently hasd the pleasure of ambling across central Wales on train and noted the lack of signalling - or to be exact, the lack of signals themselves.

From Welshpool to Aberstwyth and Pwllheli there are not a signal in sight.

The whole Cambrian line seemed to be operated by radio signals - presumably connected to the locomotive cab. Whilst watching the magnificant scenery pass by I was left pondering about this signalling system and its implications:

1. could this be used elswhere across the West, perhaps on lesser used lines or branch lines.
2. was my presumption that over the longer term this would be a significant cost saving to running the lines as the hardware infrastrure of the signalling was removed from any equation
3. how robust has it been (I could not find much information about it onine). My observation over a week of travel was that it seemed very reliable and even allowed for some sophisticated movements ie - trains sharing platforms at station (Machynlleth)

Just posting in case anyne has more information and insight - and I am always open to education !

Onboard train maps (above doors) now show Class 387’s limited services to Cardiff and Bristol.

Thanks for the information. It looks like a slow journey home it is.

Can someone be super helpful and explain or point me to information regarding off peak tickets to London. I have a meeting in London mid-morning and am trying to work out which tickets I can use.

I know that from my local station (in the Thames Valley) I can purchase an off peak return into London after 9:30am.

My meeting is due to finish at 2:30, meaning I can be back at Paddington by 3:30 safely.

But if my meeting overruns or I am delayed getting to Paddington for the return what trains can I use my return on ?

I’m not sure this has been mentioned on this thread - it is getting quite a few pages long now - but I would like to highlight the ride quality (actually the lack there of) of the IET^▸ (Intercity Express Train).

This Saturday was an opportunity to go roaming across the Southern/Western region - where a total of 6 different types of stock was sampled. And the ride quality difference was marked.

By far the best was the Class 450 EMU^▸ (Electric Multiple Unit) - my first experience of these. The quality of ride across some lumpy and bumpy southern rails was remarkable - with more than one occurrence of such a smooth departure I was caught out from registering it taking place.

I was also taken aback of how big the inside of these units felt. A completely different feel from the IEP^▸ (Intercity Express Program / Project.) and its slight claustrophobic ambience with its inwards slanting sides (ala Class 222). I wished I had a tape measure to do a more scientific comparison!

Back to my point - with two new relatively new class types why is there such a difference in ‘standards’ - is it’s down solely to manufacturers doctrine / preference.

I know I might be accused of comparing apples with pears - but London to Southampton is not vastly different from London to Bristol with similar stopping patterns at major centres. The only plus point for the IET I could note was that it had, it seemed, better acceleration than its EMU brethren.

But surely the IEPs^▸ (Intercity Express Program / Project.) were ordered to cover South Wales intercity services? Or why order such numbers of units ?

I’m not complaining about the 387 as such - I think they very comfortable units.

Just wondering what Hitachi might do with under-utilised IEP fleet. Might they head elsewhere if GWR^▸ (Great Western Railway) reverts to more 387 use ?

A few months  ago on a UK^▸ (United Kingdom) rail forum (which I cannot find the link to now) said all the train leasing companies had inflationary price increases in their contracts (to varying degrees)

I wonder if the occurrence of using 387s and not IEPs^▸ (Intercity Express Program / Project.) is because they are cheaper when ‘on lease’

This service is not rammed with spare seats available in the 8 car unit.

Maybe a better ‘fit’ for the demand ?

Definately no at seat or above seat reservations.

Train Manager is on-board as we just had a rare ticket check ?
So not even DOO^▸ (Driver-Only Operation (that is, trains which operate without carrying a guard)), right ?

Apologies - should be 12:13

https://www.realtimetrains.co.uk/service/gb-nr:P93792/2022-11-12#allox_id=0