Thames Valley services from December 2019 - GWR press release

[whole diary]

[Oxonhutch]

I guess it’s to free up a freight path behind, but Pangbourne would have been a better choice than Cholsey.

Not for the good burghers of Cholsey/Wallingford ! 

And the retimed 1632 ex PAD^» (Paddington (London) - next trains) to TAU^» (Taunton - next trains) still connects to it. A new record of 42 minutes out of London to my local.

[Gordon the Blue Engine]

The 17:01 will be first stop Goring offering a 4-5 minute time saving for Goring and Cholsey passengers- but not much use for Tilehurst and Pangbourne ones.  I guess it’s to free up a freight path behind, but Pangbourne would have been a better choice than Cholsey.

To quote from the SLC^▸ (Service Level Commitment):

"D2 READING – OXFORD
1 Route Definition
1.1 Services shall be provided between Reading and Oxford calling at Tilehurst,
Pangbourne, Goring & Streatley, Cholsey and Didcot Parkway
1.2 Limited Stops shall be made at Appleford, Culham and Radley.
1.3 Services may be joined with services specified in Route C1^▸ ((on coaches) National route restriction) to provide
through services."

So it could be argued that omitting Tilehurst and Pangbourne is in contravention of the SLC - the wording of 1.1 as against that of 1.2 seems to be saying that the stops in 1.1 are mandatory, those in 1.2 are discretionary.

[IndustryInsider]

Interesting point.  Expect a minor amendment to the SLC^▸ (Service Level Commitment) along the lines of “One train per day may omit Tilehurst and Pangbourne.” 

[Gordon the Blue Engine]

I’d be disappointed if NR^» (Network Rail - home page) couldn’t fix this.  It doesn’t inspire confidence that they’ll be able to deliver the rather more difficult task of a WTT^▸ (Working Time-Table) east of Reading when the full XR^▸ (Crossrail) timetable starts in a couple of years.

[Adelante_CCT]

There’s a 17:25 ex Reading showing in the bid documents calling all stations to Didcot.  There’s two versions of it, one a stopper from Paddington at 16:26, the other a semi-fast at 16:50.

I note that pencilled in is 3D47, from Reading Depot to Paddington arriving at 16:26 with no outbound working, this will no doubt form the 'missing' service to Didcot

[Adelante_CCT]

Now in the system is the 16:50 semi-fast II was referring to, departing Reading at 17:25

[Gordon the Blue Engine]

RTT^» (Real Time Trains - website) is showing this “new” 1D47 1650 Padd – Didcot semi-fast stopping at Maidenhead on the DM, arr 1707 dep 1708, then crossing over to DR at Ruscombe.  Possibly an error, as 1K57 1634 Newbury – Padd has a 2 minute pathing allowance at Maidenhead which could be to let 1D47 cross over to the DR in front of it.

For timetable resilience it doesn’t seem a good idea for 1D47 to stop on the DM when 1W33 1658 Padd – Great Malvern is timed to pass through (at 125 mph) just 4 minutes later at 1712 with 3 other IEP^▸ (Intercity Express Program / Project.)’s at 2 minute headways behind it.  If 1D47 is a minute or 2 late leaving Maidenhead (and they’re often a bit slow getting off trains there) 1W33 will see double yellows which will react on the following trains also.

[IndustryInsider]

RTT^» (Real Time Trains - website) is showing this “new” 1D47 1650 Padd – Didcot semi-fast stopping at Maidenhead on the DM, arr 1707 dep 1708, then crossing over to DR at Ruscombe.  Possibly an error, as 1K57 1634 Newbury – Padd has a 2 minute pathing allowance at Maidenhead which could be to let 1D47 cross over to the DR in front of it.

For timetable resilience it doesn’t seem a good idea for 1D47 to stop on the DM when 1W33 1658 Padd – Great Malvern is timed to pass through (at 125 mph) just 4 minutes later at 1712 with 3 other IEP^▸ (Intercity Express Program / Project.)’s at 2 minute headways behind it.  If 1D47 is a minute or 2 late leaving Maidenhead (and they’re often a bit slow getting off trains there) 1W33 will see double yellows which will react on the following trains also.

That could well be the reason it has been one of the last paths to finalise and a main line platform stop was deemed the most suitable.  I don't think it's a mistake on the system given the running times from Slough onwards - though it may well turn out to be a mistake in practice!  Fast trains head through Maidenhead on the Up Main at 17:04, 17:07 and 17:12 so crossing it over could (and almost certainly would on many occasions) delay anything behind by at least as much as leaving it on the mains.  It can stop without worrying about slowing for the 40mph crossovers, and with the crossovers at Ruscombe being 70mph ones that is a more efficient way of getting it out of the way in some respects. 

Platform extensions at Maidenhead should be open by December which will help with dwell times, and that train is only an 8-car so the long wait whilst people head for platformed carriages won't be a problem.

[Gordon the Blue Engine]

All fair points, II.  The 1704 pass is 1P34 which calls at Slough, which is probably the reason (and not what I said above) that 1K57 which follows has the pathing allowance at Maidenhead.   However, it does provide a gap for 1D47 to cross over between 1P34 and 1K57. Even if 1K57 had a clear run at Maidenhead it would get checked approaching Slough waiting for 1P34 to get away, so might as well check 1K57 before Maidenhead East and get 1D47 off the ML.

[grahame]

Crossrail press release - ((here)) - dated 26th September (but I can't spot it above in this thread)

From Sunday 15 December Transport for London (TfL^» (Transport for London - about)) will start running the stopping services between Paddington mainline and Reading ahead of the service becoming part of the Elizabeth line.

These services (currently operated by GWR^▸ (Great Western Railway)) will be operated as TfL Rail, which will become the Elizabeth line when the line opens through central London, transforming travel with quicker, easier and more accessible journeys for customers.

Under TfL Rail, the current service frequency of four stopping trains an hour in the peak between Paddington mainline and Reading will be maintained using the new Elizabeth line trains. Two trains an hour will run during the off-peak, as is currently the case. The service replaces part of the Great Western inner suburban route, some fast services will continue to be operated by GWR from Reading, Twyford, Maidenhead and Slough to Paddington.

Confirming what we know.   Note that one of the risks to the whole GWR timetable from 15th December is this service  takeover by TfL not happening - as expressed (and already noted) at GWR's Stakeholder meeting last Friday.

Press release goes on to talk about fares and payment methods, station improvements and Christmas engineering.

Further take on this and looking further ahead in My London in an article dated yesterday

[IndustryInsider]

Note that one of the risks to the whole GWR^▸ (Great Western Railway) timetable from 15th December is this service  takeover by TfL^» (Transport for London - about) not happening - as expressed (and already noted) at GWR's Stakeholder meeting last Friday.

Or that it happens but the Class 345s prove to be unreliable.  They've been testing all year between Reading and Paddington though, and the 7-car trains that are running the Paddington to Hayes services are now increasingly being formed of 9-car trains - not without the odd hiccup, but hopefully problems will be ironed out by December.

[litecactus]

Another good one is the current 1707 Frome service, becomes the 1708 to Bedwyn, with the caraveat that it gets downgraded to a 5 car service.

[Sixty3Closure]

Another good one is the current 1707 Frome service, becomes the 1708 to Bedwyn, with the caraveat that it gets downgraded to a 5 car service.

The one that's packed till Twyford? If it still stops at Twyford that's going to be cosy.

[IndustryInsider]

Who says it’s only going to be a 5-car?

[grahame]

Who says it’s only going to be a 5-car?

Goes into turnback siding at Bedwyn.   Quart, pint pot, fitting problem.