Ivybridge: Rail Users Group, services and cancellations (merged topics)

[whole diary]

[Lee]

Main points can be found in the link below.
http://www.irug.ik.com/pub/customersites/communitykit/son-041201201430.nsf/0/9361007282272B628025727F007C8FE3?OpenDocument

Quotes :

"Mike said he had influenced the decision to strengthen the train formations in the Bristol/Bath area."

"Mike said it was difficult to fully assess the needs for strengthening stock in other areas until the full complement of units is up and running but said that the finger from the DfT^» (Department for Transport - about) is firmly pointing at the TOC^▸ (Train Operating Company),s."

[Lee]

From Ivybridge Rail Users Group :

Just had the figures for usage at the station. From April 2006 to Apr 2007- 60,296 journeys were made. This shows an increase from the previous year from 48,564. This is despite losing 6 services per day. However a word of caution; more diligent ticketing and checking procedures including ticket barriers at Plymouth station have added to this figure as train guards were often apathetic in their fares collection. The group estimate as much as 20% of ticket revenue was lost in journeys from Ivybridge before this.

[Scooby]

Ticket barriers at Plymouth have definately helped raise passenger numbers at Ivybridge. Would think the same can be said for Saltash/St.Germans??

[richard bickford]

Lee

No figures yet. I'll ask Julian Crow.

There will be less effect because of the ticket barriers at Plymouth because many travelling to Dockyard, Keyham and Devonport are still not collected on a very regular basis. I am also sure the loss of two out of 3 morning stopping trains from December will have had a huge impact, not to mention the month long fiasco of HST^▸ (High Speed Train)'s not stopping at either Saltash or St Germans. For westbound commuters there was no return service from St Austell or Truro between December and May, so many have abandoned for cars and will take time to come back.

I would say April 06 to December 06 Numbers up but through to April 07 Numbers down, but not sure how we can find that out?

On another note, I have been selected for the FGW^▸ (First Great Western) Custromer Panel to cover Saltash to Lostwithiel.

Regards
Richard

[Lee]

Thanks for that insight and congratulations on your appointment.

[Lee]

This extremely forward - looking group is having a recruitment drive. Anyone interested in becoming a member should enquire through the website guestbook page (link below.)
http://www.irug.ik.com/pub/customersites/communitykit/son-041201201430.nsf/va_viewForumEntries?OpenView&l=Guestbook&pub/customersites/communitykit/son-041201201430.nsf

[Scooby]

I am also sure the loss of two out of 3 morning stopping trains from December will have had a huge impact,

It would be fairly easy to reinstate the early Dockyard train in my opinion, but no doubt there is a reason why it cant be done. My idea would be:

There are currently three units kept on Plymouth Laira overnight. One two car class 150 which does the first two Tamar Valley trips then through to Newquay. Then theres two single car class 153 units, the first goes empty to Liskeard the other sits at Plymouth to work the 09:34 Plymouth to Gunnislake.

Why not run the two class 153s empty as a pairing to Liskeard (train runs as 05:14 Laira to Liskeard arrive 05:51). Split the units in the yard, one takes up its Looe duty. The other forms a 06:40 all stations to Plymouth following the Golden Hind which could be used to travel from further west and change at Liskeard into the new 06:40. This would be the same as what was the 06:14 ex Par in the pre December timetable and connect at Plymouth into the 07:25 VT^▸ (Virgin Trains - former franchises) departure. Would give all the Dockyard workers their train back.

So why cant this be done? Queue list of reasons from FGW^▸ (First Great Western)..........

[devon_metro]

"Not enough units"

What would loadings be like on an hourly Newton Abbot-Penzance working calling: Totnes, Ivybridge, Plymouth, Devonport, Dockyard, Keyham and all station to Penzance.

Would be useful to provide a connection from Torbay and could follow a faster long distance train which could ommit certain stops to change onto the unit.

[Lee]

I am also sure the loss of two out of 3 morning stopping trains from December will have had a huge impact,

It would be fairly easy to reinstate the early Dockyard train in my opinion, but no doubt there is a reason why it cant be done. My idea would be:

There are currently three units kept on Plymouth Laira overnight. One two car class 150 which does the first two Tamar Valley trips then through to Newquay. Then theres two single car class 153 units, the first goes empty to Liskeard the other sits at Plymouth to work the 09:34 Plymouth to Gunnislake.

Why not run the two class 153s empty as a pairing to Liskeard (train runs as 05:14 Laira to Liskeard arrive 05:51). Split the units in the yard, one takes up its Looe duty. The other forms a 06:40 all stations to Plymouth following the Golden Hind which could be used to travel from further west and change at Liskeard into the new 06:40. This would be the same as what was the 06:14 ex Par in the pre December timetable and connect at Plymouth into the 07:25 VT^▸ (Virgin Trains - former franchises) departure. Would give all the Dockyard workers their train back.

So why cant this be done? Queue list of reasons from FGW^▸ (First Great Western)..........

Here is the first from Alison Forster :

Many thanks for your helpful suggestion.

I am aware of the customer and stakeholder desire to see the former early morning service from Par to Plymouth restored to the timetable, and do agree that running a service from Liskeard to Plymouth would cover the great majority of the former demand.

The real difficulty however, is not so much the availability of resource, but the actual economics of the service, particularly if additional train crew diagrams were needed to run it. This train was not included in the franchise specification, and to re-introduce it would almost certainly incur a loss.

That said, we have already agreed with stakeholders that we will review the economics of re-introducing the service, to see what may or may not be feasible.

Thanks once again for your helpful suggestion.

Kind Regards

Alison Forster
Managing Director

[Lee]

There is more , from the FGW^▸ (First Great Western) Customer Service Team :

Thank you for your email of 20 June 2007 and for your suggestions for re-instating an early morning service at 06.40 between Liskeard and Plymouth primarily to serve the workers travelling to the Dockyard.

Your comments and suggestions have been logged and forwarded to the Managers responsible for the planning of our services for their consideration. We welcome suggestions from our customers about the way we can improve the service we offer and although I am unable to say that all of the suggestions that we receive can be put in place, we will certainly give consideration to the proposals that you have made.

Thank you once again for contacting First Great Western with your views.

[Lee]

A trial stop has been carried out at Ivybridge station by an FGW^▸ (First Great Western) HST^▸ (High Speed Train) unit (link below.)
http://www.irug.ik.com/pub/customersites/communitykit/son-041201201430.nsf/0/A1B8F21CA25A2CDA8025736700731CFF?OpenDocument

[Jim]

Along with Dawlish Warren, Starcross, Bruton, Frome, Trowbridge, Bradford and many more

[Conner]

HST^▸ (High Speed Train)'s have stopped at Dawlish Warren previously.

[martyjon]

When Yate station was re-opened in 1987 as two car sprinter length platforms we had HST^▸ (High Speed Train)'s stopping. This was achieved by placing an HST STOP marker board south of the station at the point where the front power car should come to a stand. If an HST was in its normal formation with First Class at the front then the rear two carriages were platformed and passengers were told to make their way to the rear two coaches of the train as Yate station was a short platform. When the train was in the reveres formation then the First Class was at the rear, the passengers were asked to make their way to the front of the train for the stop at Yate.

I dont see any reason why any station with a platform face less than the length of an HST shouldnt have HSTs call provided such markers as I have described are in place. Selective door opening, well that be a solution too.

I can recall the times when trains were often too long for platforms, they didn't have PA^▸ (Public Address) systems on the coaches then and trains used to 'draw forward' when passengers had alighted and boarded at the front of the train so that passengers in the rear carriages of the train could alight, Bath Spa stations down platform being a case in point where the platform is only long enough for nine coaches but regularly Friday night services were then comprised of 11/12 coaches and I have even been on a London - Bristol service which had 15 coaches on. Them were the days of real trains.

[paulsouthwales]

Fine, but its obvious (to me?!) that HSTs^▸ (High Speed Train) (long distance services) are going to replace local services!  I am sure it will be marketed as opening up through opportunities between Ivybridge and London, but on the other hand, wouldnt it really be replacement of the local service with one that is already running but with local stops?!  Yours cynically!!

....and BTW^▸ (by the way)..... what was the conclusion with regards to the stop at Ivybridge?