I suspect ir relates to bigger stations in general, which will correlate to Network Rail stations.

There are far more trains running in most places than at any time in the past, and in places screen / dynamic display real estate has shrunk.  Result - too much data to display easily in a single go. Further, with so much connectional traffic and the connections often being quite quick, siting becomes none-obvious.

And a chap from Network Rail said that trains go through at up to 125 m.p.h.    Err - Trowbridge - don't think so, but then Network Rail apply a 60% optimism factor to anything.

Having pulled NR^» (Network Rail - home page) up from that silliness, a 153 at 30 m.p.h. would leave the child in pieces.

So that's the quietest segment of the service ...

Moving the goal posts?

From Devon Live

That was certainly the case at Holborn Viaduct platforms 1 and 4 where the 8 coach trains had to creep up to the buffers to clear the points and track to let the other platform be used!    Ah - such memories!

It is a hugely sensible suggestion.  But one that has not curried favour when I have advocated it here in the past.

I still fail to see why an internal operational time (when the wheels start to turn) is the thing that's in the public timetable. The public - including those who are making a very occasional or first journey - are required to factor in an extra allowance that they might not know about.   Mind you, the exactly the same thing happens with boats and  planes - and to a far greater extent.

There's a human psyche, I suppose, that's re-assured by the first movement away from the platform / dock / gate as the second hand moves past the minute. An on-time departure against a published datum makes us feel comfortable.

In many ways I regret the passing of platform end slopes ... but will admit to being happy that the lengthening at Melksham has replaced a slope by a butt end.  Hopefully next time a steam special comes we won't have people who "know what I am doing" even if it's risky and a bad example, or wandering down trackside with grandson in arms to give him a better view.  It was only a 153 that came in just after I had persuaded Granny back off the track edge and up on the platform, but I suspect it would have done as much damage as that 1000 ton freight train that Tim Brown talked about to the BBC^» (British Broadcasting Corporation - home page).

Trowbridge doesn't normally have expess passenger trains passing through.   Yesterday it was part of the main line from the South West to London, and goodness knows how many 125s, not shown on the boards, were whizzing through.

At least they found a train.  THANK YOU.

If you're still there and not strong ... D2 bus from across the road ... Sundays at about 09:28, 11:28, 13:28, 15:28 and 17:28. I noted that there is no bus time information on the stop when I was there, though!

Indeed, but there are times that "needs must". We do not know of the personal circumstances, but I can envisage situations where she had no realistic alternative; I doubt it was a journey embarked upon for leisure / pleasure.

Handful gone .... spread across the patch.  For example




But yes, yes, YES ... much better!

From The Scotsman

With multiple operators - Frome Minibuses or Libra Travel, with a  change into a First bus along the way,  much quicker journey is possible - between one and a half and two and a half hours on a Monday to Friday. For today (Sunday) , I'm being offered options between 2 hours 15 minutes and 3 hours 34 minutes - both of those two involving a train and a bus, and even if both legs are operated by the same parent company, the cost is going to be well in excess of the Bath Outer Zone £6.50 return of a First bus both ways.

I can well believe that at certain times of the week, it would take 4 hours from turning up at your local D2 stop in Frome to getting to the centre of Wells; timings above are centre to centre.

By the way - driving, 18 miles, 33 minutes according to Google.

Looking back, a number of local authorities use to allow passes to be used from 09:00, picking up the "extra" cost in local taxation as the government only mandates the scheme from 09:30.  However, the accountants at many councils looked at the cost of journeys that were made in that half hour and restricted the scheme - on the assumption (it would appear) that people who joined buses in those 30 minutes on their passes would start to pay.

Alas, the assumption for the most part was wrong.

Senior pass holders now tend to wait for 09:30 before starting their journeys.  So buses after 09:30 have become much busier, and buses in the 09:00 to 09:30 timeslot are carrying fresh air; 09:00 to 09:30 is post-peak for most people travelling to work or to education.   And this means that (in places) the first bus after 09:30 can no longer take all the people who want to travel on it ... a nightmare for the bus companies who are left with choices of bigger vehicles (for that one journey a day!),  additional services (and where do they get the bus and driver at a sensible price to do that?), or leaving people behind. 

Travel at child / half fares for seniors has been adopted by a number of operators; as the payment the bus operator receives from the local council for a senior journey often roughly equates with a child fare, it makes sense.  However, many seniors take the principled view that "I'm entitled to free travel" and will wait for the witching hour of 09:30 - they are in no rush having retired, and having all day to make their trip.  So the concession by the bus companies only has a limited take-up.

Logic suggests that scrapping the senior card, allowing seniors to travel at child fares at all times, and giving seniors back the council money saved might be a good idea.  But sometimes logic is lacking in public transport, and if we were to give our seniors back the money which we've taken from them over the years, goodness only knows in what irresponsible way they might spend it  .