stuving
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« Reply #405 on: September 16, 2016, 12:17:21 » |
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There is perhaps a little more leeway than I said in the timing. The timetable now gives 10 minutes Greenford-West Ealing, and 12 minutes the other way includes the overall allowance at the end of a run from Paddington. Oddly, in pre-diesel 1949 it was given as only 9 minutes - and you know what that was done by! Of course the odd minute may be due to different assumptions about what a timetable means.
What will a connection mean in the long run? With 4 Crossrail trains promised per hour, it will come down to the spacing each away and between directions. If it's regular, the 20 minute options looks unhelpful. But really, as it's not single track, it ought to be possible to come up with something reasonably flexible to cope with disruptions to Crossrail (but of course there won't be any of those in the bright new tomorrow, will there?).
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IndustryInsider
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« Reply #406 on: September 16, 2016, 12:36:09 » |
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There is perhaps a little more leeway than I said in the timing. The timetable now gives 10 minutes Greenford-West Ealing, and 12 minutes the other way includes the overall allowance at the end of a run from Paddington. Oddly, in pre-diesel 1949 it was given as only 9 minutes - and you know what that was done by! Of course the odd minute may be due to different assumptions about what a timetable means.
What will a connection mean in the long run? With 4 Crossrail trains promised per hour, it will come down to the spacing each away and between directions. If it's regular, the 20 minute options looks unhelpful. But really, as it's not single track, it ought to be possible to come up with something reasonably flexible to cope with disruptions to Crossrail (but of course there won't be any of those in the bright new tomorrow, will there?).
Yes, though 11 minutes is allowed for the Greenford to West Ealing trains as the entry speed into the bay platform is slightly slower than into the though platform, so you'd be looking at around 23 minutes actual movement per round trip. That gives four minutes at one end and three at the other to provide a clockface 15-minute interval service, which is just about OK in short peak time bursts, but probably not sustainable for the whole day. A 20-minute frequency gives a much more manageable 8 minutes turnround at both ends. A 30-minute frequency and you've got a wasteful 18 minute wait at each end. Connection optimisation does indeed depend on how clockface the Crossrail timetable turns out to be.
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To view my GWML▸ Electrification cab video 'before and after' video comparison, as well as other videos of the new layout at Reading and 'before and after' comparisons of the Cotswold Line Redoubling scheme, see: http://www.dailymotion.com/user/IndustryInsider/
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grahame
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« Reply #407 on: September 16, 2016, 12:46:43 » |
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Connection optimisation does indeed depend on how clockface the Crossrail timetable turns out to be.
Presumably it also depends on the offset between eastbound and westbound calls at West Ealing? If the westbound call is at :00, :15, :30 and :45 and the eastbound at :05, :20, :35 and :50, the Greenford can arrive at :01 and leave at :04 ... but if they both call at eastbound were to call at :12, :27, :42 and :57 you would have a different situation. Is there significant traffic connecting from the Slough direction to Greenford?
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Coffee Shop Admin, Chair of Melksham Rail User Group, TravelWatch SouthWest Board Member
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IndustryInsider
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« Reply #408 on: September 16, 2016, 18:30:21 » |
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Virtually non-existent connectional demand from the west, Graham.
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To view my GWML▸ Electrification cab video 'before and after' video comparison, as well as other videos of the new layout at Reading and 'before and after' comparisons of the Cotswold Line Redoubling scheme, see: http://www.dailymotion.com/user/IndustryInsider/
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Adelante_CCT
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« Reply #409 on: September 20, 2016, 19:44:24 » |
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Now that we are a couple of weeks in to the introduction of the additional Hayes services, I'm just wondering how the existing services have been affected with regards to passenger numbers,,, do we have any regular commuters on the 17:15/18:45/19:12 stoppers out of Paddington? If so have those services been slightly less of a squeeze recently, or have the extra services had minimal impact?
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rower40
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« Reply #410 on: September 20, 2016, 20:01:34 » |
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Looks as if the Class 387 drags to Reading Depot using Class 57s have been pencilled in to be used when required as follows: TWThO from December 13th onwards 0R87 09:09 OOC▸ to West Ealing Loop (Class 57) 5R87 10:00 West Ealing Loop to Reading TD (Class 57/387) 5G87 12:21 Reading TD to West Ealing Loop (Class 57/387) 0G87 14:32 West Ealing Loop to OOC (Class 57)
Did this level of preparation occur (i.e. timetabling moves to get the new stock to and from its depot) when a similar step-change in motive power last occurred on the Great Western? I'm thinking of the Steam to Diesel transition in the 1960's. There's a minor bug in ARS▸ at West Ealing. It routes trains from the Greenford branch onto the Up Relief, even those timetabled to terminate in the bay. Oops...(mea culpa!) It'll be fixed at Christmas.
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Electric train
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« Reply #411 on: September 25, 2016, 21:28:43 » |
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Did this level of preparation occur (i.e. timetabling moves to get the new stock to and from its depot) when a similar step-change in motive power last occurred on the Great Western? I'm thinking of the Steam to Diesel transition in the 1960's.
Big difference with this traction change, all the pervious traction changes on the Western the traction units have carried there energy source with them, this time the energy source is external to the traction unit and only the first 10 miles from OOC▸ is available after that its not quite ready
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Starship just experienced what we call a rapid unscheduled disassembly, or a RUD, during ascent,”
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simonw
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« Reply #412 on: September 26, 2016, 09:10:44 » |
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Slightly off topic, but when will the diesel trains displaced by the Class 387s be released to Bristol and West?
There are so many routes journeys that could do with moving from 2/3 carriages to 4/5 carriages. Compounded growth over 20 years does cause serious capacity issues that need addressing.
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paul7575
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« Reply #413 on: September 26, 2016, 11:06:50 » |
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Slightly off topic, but when will the diesel trains displaced by the Class 387s be released to Bristol and West?
Not for a long time as far as I can see. There is only one 2 car unit released from the Greenford branch, because the Hayes services are additional beyond West Ealing they don't release any other stock. I doubt any more DMUs▸ will become available until wires are complete to Reading, at which point you'd expect the two per hour Paddington - Reading stoppers would become EMUs▸ . Mid to late 2017 maybe? Paul
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« Last Edit: September 26, 2016, 12:26:28 by paul7755 »
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Adelante_CCT
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« Reply #414 on: September 26, 2016, 12:44:26 » |
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Don't forget that even when some turbos are released from current duties, 3, possibly 4 units will need to be retained in order to cover for the enhanced Gatwick services.... Also if the Basingstoke 150s are not kept then another 2 turbos for that route as well.
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paul7575
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« Reply #415 on: September 26, 2016, 16:25:08 » |
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I hadn't realised how soon the enhanced Reading to Gatwick services, and the additional 3rd train per hour Reading to Redhill are supposed to start; the direct award brief reckoned May 2017, as does the SLC2 definition, so they could easily end up taking the very first 'spare' Turbos anyway...
Paul
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Adelante_CCT
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« Reply #416 on: October 09, 2016, 17:24:56 » |
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Quote from: IndustryInsider: Connection optimisation does indeed depend on how clockface the Crossrail timetable turns out to be. Quote from: grahame: Presumably it also depends on the offset between eastbound and westbound calls at West Ealing?
Going back to the Greenford discussion, I see the shuttle times from January are slightly altered between morning and afternoon, so that 3-4 minute connections 'should' occur heading into London before midday and 3-4 minute connections heading from London after midday. If travelling to/from Greenford in the directions opposite to the am/pm flows then a connection to/from the Heathrow Connect at West Ealing will be required with roughly 14 minute waits in both directions. As expected, the first train to Greenford and the last from Greenford will run to/from Paddington.
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Gordon the Blue Engine
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« Reply #418 on: October 12, 2016, 12:19:59 » |
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“To-days Railways” is reporting that Class 387’s are subject to severe route restrictions between Paddington and Hayes, prohibiting them from a number of platforms. A senior manager is quoted as saying the situation is a “nightmare”.
What’s the problem? Are they out of gauge? Are the platforms or the trains at fault?
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paul7575
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« Reply #419 on: October 12, 2016, 12:46:54 » |
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387137 delivered last night, reported elsewhere.
Paul
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