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Btline
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« Reply #30 on: September 15, 2009, 16:46:54 » |
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To give but one recent example, W&S▸ had protected paths written into the timetable for months before it began to run, since the December 2007 timetable change, I think.
It was, Chiltern retimed some trains to fit in the 1833. It, however, never appeared...until now - about a year later!  |
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devon_metro
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« Reply #31 on: September 15, 2009, 16:52:25 » |
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As usual you seem to be complaining when you don't have a worthwhile explanation why not?
The reason the 1833 service could not be implemented more recently was because class 67s were not permitted to travel at the higher permitted Multiple Unit speeds that (the oh so amazing) Chiltern can.
This work is expected to be complete in October and as such the 1833 can run.
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Btline
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« Reply #32 on: September 15, 2009, 19:17:01 » |
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I'm not "complaining", just picking out a discrepancy that confused me for a while! The message from Chiltern's MD sounded as if the W&S▸ service would be starting with the new timetable. So have they finally cleared those speed restrictions which force non HST▸ /168s to run about 15 mph slower? Re: the timetable. I'm tempted to buy a ticket and reserve a seat on an Arriva service from B'ham Int to Leamington, and see what they do when the service is axed!  |
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IndustryInsider
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« Reply #33 on: September 15, 2009, 19:42:49 » |
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So have they finally cleared those speed restrictions which force non HST▸ /168s to run about 15 mph slower?
A lot more than that in certain locations. |
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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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willc
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« Reply #34 on: September 15, 2009, 23:02:24 » |
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To give but one recent example, W&S▸ had protected paths written into the timetable for months before it began to run, since the December 2007 timetable change, I think.
It was, Chiltern retimed some trains to fit in the 1833. It, however, never appeared...until now - about a year later! I think you misunderstood my point. I am talking about the months before W&S was operating. All their paths were agreed, but were not searchable using the public journey planners, for the very good reason that the trains were not actually running. Quite apart from the fact that the December timetables shouldn't be accessible until they are finalised, to avoid confusion such as this case, the only bits of the ATW▸ services that should be showing even when the full timetable is signed off next week are the legs west of Birmingham - unless and until the ORR» makes its decision on the London operation. Only if these are approved should those Leamington and Marylebone timings be made available in journey planners. |
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Btline
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« Reply #35 on: September 15, 2009, 23:20:35 » |
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What about the void West of Newtown. Is that a blipper or is it, as Graham suggests, lack of winter custom from West Wales.
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willc
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« Reply #36 on: September 15, 2009, 23:50:27 » |
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If you take a look at the ATW▸ application form to the ORR» , the link is in Paul's post yesterday, and scroll down, the seventh and eighth pages give the yet-to-be-signed off Aberystwyth times in red figures in a table on one page and there's a full list of the proposed calling points, including everywhere west of Newtown, on the next, along with set down only and pick up only stops. You certainly wouldn't be stopping short of Aberystwyth, as the students there are key to the line's economics outside the holiday season.
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Btline
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« Reply #37 on: September 16, 2009, 00:10:19 » |
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A few questions:
*Why no Smethwick GB▸ calls Northbound?
*Why are Leamington calls not set down/ pick up? (like W&S▸ do at Banbury to prevent revenue extraction from Chiltern)
*When are ATW▸ going to refurb their 158s?
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John R
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« Reply #38 on: March 01, 2010, 19:00:33 » |
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The Rail Regulator has turned down ATW▸ 's proposed service, on the grounds of revenue abstraction. A highly (in)appropriate day to announce it (or at least for the press to pick up on it), though personally I'm pleased, as it appeared a very obvious tactic to put W&S▸ out of business. Hopefully now ATW will work with W&S on sensible connection times, some reasonable through fares, and help both routes improve their passenger numbers. But probably not.  |
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autotank
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« Reply #39 on: March 01, 2010, 20:08:54 » |
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This I think is good news - ATW▸ should instead be focusing on increading the frequency of services on the Cambrian line. It is widely agreed that W&S▸ are one of the best train operators around and if this decision improves their chances of survival then its good news.
As mentioned before there is cros platform interchange at Birmingham International to fast London services every 20 minutes at the moment - I think that is good enough.
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JayMac
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« Reply #40 on: March 01, 2010, 20:10:22 » |
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Hopefully now ATW▸ will work with W&S▸ on sensible connection times, some reasonable through fares, and help both routes improve their passenger numbers. But probably not. Bearing in mind the distance I think there are already sensible connnection times and reasonable through fares to London. From Aberystwyth 4^ hours and ^66 return from 0730 onwards seems pretty reasonable to me. Advance fares also available from ^10. |
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"A clear conscience laughs at a false accusation."
"Treat everyone the same until you find out they're an idiot."
"Moral indignation is a technique used to endow the idiot with dignity."
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IndustryInsider
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« Reply #41 on: March 01, 2010, 22:40:28 » |
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I agree. On the balance, a good decision in my opinion.
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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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paul7575
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« Reply #42 on: March 02, 2010, 10:25:55 » |
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What is interesting about the ORR» 's decision letter is that it reviews all the presumed operational problems and comes to the conclusion that the service could be run OK. "Slots were also identified between Coventry and Marylebone, both in the existing timetable and the draft Evergreen 3 timetable." "...and our view is that performance considerations on their own, should not present any significant barrier to our approval of the agreement." http://www.rail-reg.gov.uk/upload/pdf/s22-atw-38sa-decision-letter.pdfThe reasons for turning it down are all to do with revenue abstraction. Paul |
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willc
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« Reply #43 on: March 02, 2010, 22:33:09 » |
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And because the ORR» didn't believe it would generate as much new to rail revenue as ATW▸ were suggesting. Hopefully now ATW will work with W&S▸ on sensible connection times, some reasonable through fares, and help both routes improve their passenger numbers. But probably not. Easy to say, not easy to achieve, because of the standard patterns of services operated by ATW and LM▸ between Shrewsbury and Wolverhampton and the serious capacity constraints between Shrewsbury and Wrexham, due to the handful of signal sections, and the problems W&S faces getting through the West Midlands, which effectively dictate the slots W&S services run in and make trying to get slick Cambrian connections at Shrewsbury nigh on impossible. The Cambrian and Shrewsbury-Telford-Wolverhampton timetable has been constructed for decades around making connections with London services to and from Euston, whether at Shrewsbury when InterCity ran there, Wolverhampton or Birmingham. No-one's going to tear that up for the sake of connecting with four trains a day each way, one of which actually leaves Shrewsbury more than an hour before the first service from Aberystwyth arrives. And W&S's business plan presumably did not envisage much, if any, revenue from Mid Wales and Aberystwyth because of these timetabling issues. |
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John R
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« Reply #44 on: March 03, 2010, 20:49:41 » |
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http://news.bbc.co.uk/1/hi/wales/mid/8547193.stmA politician calls for full devolvement of transport powers in Wales after the rejection of the Aberystwyth to London service. Now, let me think for a moment, which bit of the journey would be in addition to the existing service? That's right, Birmingham to London. I'm not sure why she thinks devolved powers would extend that far into England.
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