Great Western Coffee Shop

A young teenager was threatened with a needle 'infected with HIV/AIDS' on a train between Henley and Twyford (link below.)
http://www.maidenhead-advertiser.co.uk/news/article-6694-young-teen-threatened-with-infected-needle/

A man in a carriage of the 12.08 train grabbed a 13-year-old boy and said he would stab him, saying the hypodermic needle was infected.

The man, who is described as Asian, then fled the train at Wargrave station.

He passed several people who were boarding, and police are hoping witnesses will come forward to the incident on Saturday, May 24 at about 12.20pm.

Good news for Henley in the new timetable - the service during weekdays will increase from hourly to roughly one every 45 minutes during the day off-peak. Shame they couldn't also increase the frequency during the evenings and at weekends, but one step at a time. Not too pleased about the slightly later start on a Saturday and again connections could be tweaked at Twyford to reduce waiting times. I'm reasonably happy though.

Good news indeed, autotank - and welcome to the Coffee Shop forum!

Yes, even 'one step at a time' is still better than 'no progress' on improving local services.  :)

From the Henley Standard (http://www.henleystandard.co.uk/news/news.php?id=597402):

No service this morning due to a broken down train at Shiplake so I was told. Does anybody have more details? I was told there were no units available to rescue the stranded Turbo. What are the procedures in instances like these?

I was very impressed with FGW who laid on coaches at short notice and I got to work just 15-20 minutes late. Well done all round!

Fault on the 0621 Twyford - Henley On Thames it would appear.

It would quite possibly be quicker to send a fitter out from Reading depot in a van to see if the fault can be rectified sufficient to get the Unit back to the depot.  The chaos caused to the rest of the network between Reading and Paddington taking a unit out of a service train and a driver and then finding the paths to get it to the failed train and then haul the failed train out and then get a replacement health unit to continue the service in to morning peak for a failed unit on a branch line would be difficult to justify, in the days of BR a loco could be summoned up quite quickly but today not so easy.

165/6 are fairly reliable units

From the Henley Standard (http://www.henleystandard.co.uk/news/news.php?id=738296):

But this isn't true! From the May timetable change the 1812 Padd - Henley is reduced to 3 cars instead of the 5 it was less than a year ago. True you're slightly mad to use this service all the way from Paddington as by getting the 1806 HST and changing you can get to Henley 20 mins faster but what Mr Hopwood is saying just isn't true!

Be careful, autotank.

Before you start accusing people of telling untruths, are you comparing the length of the train now to what it will be from May, or the length the train was "less than a year ago" but well before the refresh programme started?

Biggest risk to the Henley line is, if, his party are successful on May 6

It is currently scheduled to be a 4 car, reduced to 3 from the May timetable change. Until September when I last regularly used this service it was always a 5 car service (and believe it still usually is). See - http://www.mmpa.org.uk/tt/maytt.html for detials of changes (being discussed elsewhere).

I hate it when newspapers give politicians an easy ride and just reprint good news press releases. Lazy journalism.

I agree with you Electric Train. The problem with living in Henley is that you effectively don't get a vote in the general election as it must be one of the safest Tory seats in the country!

Several months on from the electrification announcement it is still not clear if Henley is included in the plans. The fact that they haven't cleared this up means that they are considering not putting wires up which would be madness!

I'm worried that the through Henley - London services will be lost when Crossrail finally starts up. There is a danger that a change will be required at both Twyford and Maidenhead for Henley - Padd passengers once Crossrail is up and running. Plans need to be released for services post 2017 rather than just vague aspirations.

Ah but you might soon have more influence in Parliament. I'm hoping if Torbay becomes Conservative as it is predicted to, then we might get a bit more of a look in from central government, especially considering it is a marginal seat.

There are no plans to wire the branches as part of GWML initial scheme, although operationally the TOC will seek this in the longer term.
As the result of Crossrail the Bourne End trough services will cease, partly due to platform 5 being truncated as a bay the rest of plat 5 becoming plat 6 and being lengthened for Crossrail.

There is a renewal of the FGW area franchise due soon which does not marry up with Crossrail  start :-\ so either FGW will get an extension or there will be a farce in the TV area where a new franchise will have to run a service that they will lose within a few years, or the the former Thames Trains franchise is stripped from the FGW area and given over to the Crossrail operator

Does anyone know if there is an online resource for diagrams/details of the planned work at the stations on the FGW main line as a result of Crossrail?  All I've seen so far is very sketchy.

My comments were based on the material presented during the town center displays last year, I did ask the people manning the stand the question about the Bourne End Padd service and the config at Maidenhead, they may not have been as fully briefed as they made out of course

Yes - there are plan drawings of all the work on the Crossrail site, but their site navigation is abysmal - or possibly worse than that.

Try starting here for example:  http://www.crossrail.co.uk/the-railway/getting-approval/parliamentary-bill/crossrail-bill-documents/consolidated-plans-and-sections-november-2007 (http://www.crossrail.co.uk/the-railway/getting-approval/parliamentary-bill/crossrail-bill-documents/consolidated-plans-and-sections-november-2007)  - they can't even get the drawing sheets in numerical order, but once you find one and blow up the size, there is info to be found. 

Paul

Many thanks, Paul - just what I wanted.  I'm not usually so lazy as to not try the official website, but as you say it is certainly not a shining example of web design!

I have a feeling that if Crossrail is delayed by public spending cut backs but maybe GWML electrification goes ahead their timescales might tend to converge so I would suggest a great deal of money could be saved by not building the turnback sidings at Maidenhead and running Crossrail to Reading, which will also have been remodelled to cater for electric trains terminating there.

If the next TV (sort of new Thames Trains) franchise is given to the Crossrail operator it could have a proviso that for a long (20 years) franchise they must sling the wires to Greenford (both ways) and the triangles either end of the branch, Windsor, Bourne End/ Marlow and Henley branches and possibly to Basingstoke.

You could then have a proper RER services from all these branches to Central London and Shenfield Abbey Wood.

   

Reading rebuild is being built Crossrail friendly, that is space allowance is being made for future turn back sidings and additional bay platform.  The Bill that allows Crossrail to be built and funded does not include Reading to extend it now would require more Parliamentary time.  The GWML although quite a longer way through GRIP stage 3 / 4 has yet to be funded by the ORR

Update from Henley Standard:

http://www.henleystandard.co.uk/news/news.php?tabp=y&id=758298

should get life the worthless ****

hope the young lad is ok

a serious incident which may not have happened if a guard was present......ohh the joys of DOOP operation

Well, the Regatta is over for another year.  Despite an auspicious start following the suicide at Twyford on the first day, the quieter weekdays went fairly smoothly.  Saturday and Sunday were different stories though!  It's an incredibly popular event, especially when the sun is shining, and the actual branch line service was practically as best it could ever be, with a strengthened train running a mostly half-hourly shuttle service.  I don't think that having to stand for the 10 minute shuttle to Henley is unreasonable, and plenty of people had to!

My concern is with the effort made with the ongoing connections.  From what I could see, the normal service wasn't enhanced or strengthened at all between Twyford and Paddington on either Saturday or Sunday.  This led to crazy levels of overcrowding on days when there were trains loitering in sidings potentially available to strengthen most, if not all, of the local services at the busiest times.  Yesterday afternoon I was travelling on the 16:05 Oxford to Paddington stopper.  At Twyford I estimate 200-250 people got on, to add to the 50 or so already on board.  That was enough to swamp our 3-car Class 165.  By Maidenhead there was hardly any standing room left, and by West Drayton people were unable to board the train.  We lost 8 minutes en-route into Paddington with both the driver and station staff having to plead over the PA at Hayes and Southall for passengers to stand clear so the doors could shut.  I was wedged in the corner next to a rather attractive blonde in a very posh frock, but I digress...  :o

These trains are busy enough on a Sunday, and I really do think FGW let its Regatta goers and regular passengers down badly given that there is extra capacity available, and similar situations to the one I experienced happened several times over the weekend.  There were even trains that could have stopped additionally at Twyford to balance out the loadings better and offer those going to London a much faster service than the stopping service which was the only option.  I am referring to the hourly Bedwyn/Newbury Turbo service on Saturday and most hours on the Sunday.  Extra trains have called at Twyford in the past, so why not now?

there were additional stops at Twyford on some trains and also some 5/6 car stoppers running around. But you cant strengthen everything. I can tell you for a fact that Saturday had a scheduled fast service to Pad. I got on one at 1520.

I'm glad to hear that, Ollie.  I wasn't really around too much on Saturday to make any detailed observations - but yesterday, having checked on Genius, the only train of over 3-cars I could find all afternoon was the 18:05 Oxford-Paddington stopper, by which time most of the demand had gone.  Bearing in mind the local service is only at 30-minute intervals on a Sunday (one from Oxford and one from Reading to Paddington) much more could have been done then at least - there is practically half of the fleet doing precious little on a Sunday!

Can't help thinking it's going to be interesting seeing what fast trains and additional services are laid on for Melksham's carnival and Party in the Park on Saturday 17th July. We usually get around 5,000 people through the gates across the course of the day, so whilst not exactly on a par with the Henley Regatta, it's still quite a major event for West Wiltshire. An hourly shuttle between Swindon and Trowbridge perhaps? Or - no - don't tell me! Let me guess: one solitary two-coach service each way, timed for maximum inconvenience for passengers, with no onward connections or buses at either end.

Quite! Just walk to Port Meadow in Oxford any Sunday and take a look at the carriage sidings as you cross over the railway on Walton Well Road bridge. It is rather irritating when you see an endless stream of rather over-crowded three car turbos on the Oxford fasts (and other services too) on a Sunday given the amount of spare stock there is, and which presumably could be utilized relatively easily seeing as it's driver only operation.

It would cost too much for FGW to run 6 cars as you pay per vehicle.

Off Peak Day Return, Twyford / Paddington, for a group of four adults an 4 children travelling on groupsave.
28 pounds fare, 36 miles, fare 4.8p per mile per person.

Regular single, Swindon / Salisbury for 4 adults and 4 children on the 06:15 direct TransWilts train.
300 pound fare, 40 miles, fare 93p per mile per person.

Curiously enough, I've not heard of overcrowding problems on the 06:15 when it leaves Swindon, but off peak fares are not valid.

Is it just me, or do I feel like we have George Orwell's double speak here from 1984.  My simpleton mind would expect off peak fares not to be offered on trains that are pretty darned busy, and where we're discussing how / if they can be longer for passenger's comfort.  And then my mind would expect that the use of less busy services would be encouraged by having off peak fares that felt more like they were good value.  Can anyone explain the fault in my logic  ;) ;D ;)

Sorry about the aside - it just goes to show how some fares are so absurdly worked out that they'll not cover costs even if a train is full;  I've had discussions on our line, and with trip organisers on another, along the lines of "is it fair to ask FGW to strengthen a train, when we know that although we'll fill all the seats, we'll also do so on tickets that will mean they'll be running at a loss"

Of course I realize that six-car trains cost more in fuel, but are the track access charges also increased for a 6-car vice 3-car train?

I'm sorry, but I simply don't buy that argument.  Had the train I was on been a 6-car there would probably still have been people standing, but the majority of people would have had a seat and the impression given to those passengers who don't use the service often would have been much better and they might just use the train to go next year - some of those on my train yesterday had the look that said 'never again'!  Also, the more regular travellers innocently travelling into London from places like Slough, West Drayton, and Hayes may well have been put off travelling in the future.

Sure, the cost of running a 6-car train is more, track access fees are higher but it's nowhere near twice as expensive and there was a clear and largely predictable demand for it - far more of a demand than certain 5 and 6-car off-peak weekday services I could mention!  From a customer service point of view (and a commercial point of view to a lesser extent) I hope FGW take my comments on board for next year.  When it'll probably rain cats and dogs all weekend!  ;)

On the subject of Henley Regatta (I'm sure it's related), does anyone have any idea why there was a massive BTP presence/operation at Twyford station last Friday evening?

The area in front of the station was cordoned off with an "incident unit tent", at least 6 police transits, two dog units etc. This was several days after the suicide so unlikely to be related to that.

Nothing of interest happening when I arrived from PAD however I guess they were waiting for the next Henley shuttle.

Perhaps random searches for drugs, drunk & disorderly, possession of offensive blazers?

What time was it?  The crowds get rowdier the later the it gets, so it might just have been the standard evening response force!

I noticed the massive Police presence too, I've never seen so many at Twyford before. (I was at the station at around 19:00 last Friday.)

My guess was drug screening the police can not discriminate between a pop concert and a lar d dah posh frock event, also there is the risk of other crime like pick pockets targeting the crowds especially as the crowd may have got well oiled  :o during the day

Phil - it appears that FGW have been getting more people originating from Melksham than they have been able to handle on the bustitution recently and have had to scramble to provide more.  I'll follow up in more detail on a "TransWilts" thread.

Edit to add ... new thread is at
http://www.firstgreatwestern.info/coffeeshop/index.php?topic=7074.0

On the front page of The Henley Standard this week there is an article proposing the shortening of the Henley branch by quarter of a mile to improve access to the River and Rowing Museum amd Mill Meadows.

Unfortunately I don't think they have loaded the story on the website yet, but when this was last proposed 10 years ago the residents of Henley vehementlyy opposed this - I hope they will again. The station is far enough away from the town centre already - moving it further would be a retrograde step. Whilst the station car park is under utilised at the moment, this could be improved by a better walking route to the RRM or even a footbridge, which has previously been suggested.

Here is the article: http://www.henleystandard.co.uk/news/news.php?tabp=y&id=869311

Just seen the special Henley line timetable for HRR. Although I won't be using the line that week I feel sorry for the people that are - compared to previous offerings it is very disappointing. There are no extra through services from London of use and journey times with a change at Twyford are a ridiculous 1 hour 15 minutes + on Saturday morning, which is the busiest day.

I appreciate that stock probably isn't available on Wednesday-Friday, but surely an effort could be made on the Saturday and Sunday to run some extra through services or make some extra HST stops at Twyford as the stoppers will be rammed! Running through sevices also means 6 car trains (or more?) can be run onto the branch. Shuttling between Twyford and Henley limits trains to 4 cars because of the Twyford bay.

The Saturday evening sevice is a bit of a curiosity with the last train leaving Henley at 2332 which seems ridiculously early (on a usual weekend the last service is 0008). What confuses me most is that there are specials from Twyford - Henley at 0019 and 0124 (through service from London!) which it appear run from Henley ECS - just when lots of people want to head home after the fireworks! Is this a error?

It does seem poor compared to recent years.

Indeed the FGW website provides the evidence!

Services in 2006   (http://www.firstgreatwestern.co.uk/NewsItem.aspx?id=360)
Services in 2007   (http://www.firstgreatwestern.co.uk/NewsItem.aspx?id=502)

I do know from experience that HSTs have made special unadvertised calls at Twyford in past years largely based on conditions "on the ground" at the time. However this doesn't help those planning in advance.

In case you are interested here is a link to the 2011 timetable - can't find it on the FGW website! http://www.hrr.co.uk/fs/downloads/HRR_Rail_Timetable_2011.pdf



Edit note: Fixed link. bignosemac

Interesting to see that the London day return has gone up from 11.40 to 13.50 in five years, and the Reading ticket from 3.80 to 4.20 .  That's 18% and 10.5% which doesn't strike me as too bad ...

Unless it's used as a justification for a less comprehensive service  ;D

Just in case you haven't noticed, FGW is busy refurbishing Turbos just now - two sets at a time? - so with normal maintenance requirements on top and the fact that several 166s are diagrammed all day on the Cotswold Line, which wasn't the case from 2005-9/10, they probably just don't have sufficient stock to operate extra through trains this summer.

The timetable this year (for the Saturday) has been constructed with feedback from both staff and customers from last year^s event. Wargrave will not be served during the Saturday by train due to ongoing overcrowding issues on the Henley set. This station will be served by a shuttle bus which will run back and forth to Twyford.

To ease overcrowding, this year will see a 7 Car unit operating from the 0847 departure until close of service. This as in previous years will operate from the Up Relief at Twyford (Platform 4). There will be 2 drivers 1 at each end, to minimise turnaround time.

With regards to additional through services to Henley from Paddington there just is not enough rolling stock to allow this. Paddington will have staff carefully monitoring customer numbers and will have authority to stop HST's on the Down as demand requires.

As in previous years the Basingstoke service will be reduced to hourly vice half hourly to release both rolling stock and drivers for this enhanced service.

With regards to the published timetable. 2332 is the last advertised departure with connections. This may be earlier than previous years, but resources will be in place to run additional services well beyond that all intending customers will get to their destination assuming they join the queuing system for the 2332. The event attracts a large crowd for the Saturday night fireworks and social event and in previous years it has been a struggle to get people to there destination if the last advertised train is too late.

Any questions regarding this event please ask

Thank you for that comprehensive response, insider, and a very warm welcome to the Coffee Shop.  :D

One question. Would you be a FGW 'insider'?  ;)

Good news about the 7-car formation.  And to see another insider in the forum...  ;)  I have a couple of questions:


Will the same authority be extended towards services in the Up direction?  And will every opportunity be taken to strengthen the up local services that are booked connections from Henley using every unit that's available?  Remember that these local services are usually quite busy at weekends anyway, and when capacity exists (especially on the Sunday) then more should be done to provide it.  I refer you to my comments after the event last year...



As you can see from my words this time last year, I got the distinct impression that a whole load of management effort (which should be applauded) was put into trying to make things run as smoothly as possible between Henley and Twyford, but once they'd waved bye bye to the trains leaving Twyford heading towards London they were forgotten about.

One last point.  As 'Autotank' said - where is the link to the timetable on the First Great Western website?  Is it a case on not wanting to attract too much custom?

A lot of effort has gone into this, as I've said before I just don't understand why they don't shout about it. Perhaps you are right. Keeping quiet is a form of crowd control. Somehow I doubt it   ;D

FGW website should have the info on in the coming days. The marketing guys felt that there is no need to advertise too early as the info is available on the official HRR website (even though there are several mistakes on the leaflet, which have been highlighted to Marketing and hopefully will be amended but not certain). The online journey planners have been uploaded, and are correct, for the entire timetable.

With regards to Up services (which is the busiest flow during the evening) there will be many additional services that are already planned to stop, however these are all unadvertised, so the team at Twyford can have total control over them. There were issues last year with HST's calling on the Up Main when there were no customers to board, because of late running or just no people. Therefore the plan this year is to confirm the stop orders with Reading station and Traincrew if we need the service. There are approximately 4-6 additional services on Weds + Thurs, approx 5-7 on Friday and around 9 on the Saturday (sorry don't have the actual plan to hand at present, but will update closer to event to confirm)

With regards to Sunday service levels, it has been raised before, however at this moment in time a normal service is planned to operate. But additional services can be requested if the team at Twyford feel that the stopping services can not cope with demand.

Thanks very much for that detailed reply.  A couple of follow-on points...


I've just checked the National Rail Enquiries website, and the amended plans are on there correctly as you say.  However, that doesn't stop the usual problem with using the online planners for journeys from London to Twyford not giving you the most sensible option.  Because of the slow nature of the stopping service from Paddington to Twyford and the less than optimal connections onto the revised Henley service (75 minutes for a journey of 35 miles anyone?), you don't get a single journey from London to Henley matching what's being advertised in the FGW leaflet.  Between 10:00 and 11:00 on Saturday for example you are given:

1) 10:00 Paddington, changing at Reading and Twyford arriving at 10:58 - so you go beyond the destination before coming back on yourself rather than leaving at 09:42 with the one change to arrive at the same time (at ^2.10 less)

2) 10:21 Paddington, changing at Slough and Twyford arriving at 11:27 - for a 9-minute saving on getting the leaflet's 10:12 changing the once at Twyford you open yourself up to a tight (5-minute) connection at Slough.

True, these are inherent faults of the journey planners than specific flaws with the revised Regatta timetable (though if a few of these unadvertised stops were advertised then some of the anomalies might disappear), that in itself means that, in my opinion, the FGW website should be carrying details of the service now.  After all, if you're going to the Regatta and you're not browsing the official website, the next place you'd logically turn to is the operators website - it's even linked from the official Regatta site.


My main problem with this, as I mentioned in my previous post, is that the team at Twyford will have their hands full with crowd management and all that that entails.  When you say additional stops can be made "if the team at Twyford feel that the stopping services can not cope with demand" I have a feeling that, on the day, that will translate as "if we can't cram everyone on the next stopper", which of course makes no allowance for the regular day trippers joining at Maidenhead, Slough, West Drayton, Hayes, and Southall etc.

If you're going to run a normal service, then for goodness sake get some of those sets that sit languishing in Oxford/Reading sidings all day on a Sunday to ensure that as many as possible are 5 or 6-cars.  I'm sure my experience on the 16:05ex Oxford last year was not an isolated occurence.

Luckily, I shall be going nowhere near to the area throughout this years event, so I wish those involved in its operation, and the punters, well!

Agree with IndustryInsider here, I travel from Twyford when I work Sundays, and as it's only a 30min frequency, give or take, then it can get particularly busy. If it was a Saturday service then it could possibly cope better.

Thanks for the detailed responses and sorry for jumping to conclusions in my initial post. I'm particularly pleased to hear that 7 car sets will be used at the weekend - using platform 4 explains some of the poor connections. As mentioned previously the publicity could do with ramping up by FGW.

From the Bucks Free Press (http://www.bucksfreepress.co.uk/news/localnews/wycombedistrict/9085489.3_teens_arrested_at_rail_stations_on_Regatta_day__police_reveal/):

Planned Additional Services Twyford to Paddington

It should be noted that these services are "unadvertised" as to allow the control team to amend the plan as required due to service disruption or crowd control issues. However in theory all these services will pick up only at Twyford.

Wednesday & Thursday

Bristol to Paddington > Twyford dep 2153
Swansea to Paddington > Twyford dep 2220
Penzance to Paddington > Twyford dep 2317
Taunton to Paddington > Twyford dep 0004

Friday

Bedwyn to Paddington > Twyford dep 1526
Bedwyn to Paddington > Twyford dep 1627
Taunton to Paddington > Twyford dep 1726
Bristol TM to Paddington Twyford dep 1823
Bedwyn to Paddington > Twyford dep 1925
Cheltenham to Paddington > Twyford dep 2025
Oxford to Paddington > Twyford dep 2135
Bristol to Paddington > Twyford dep 2153
Swansea to Paddington > Twyford dep 2220
Penzance to Paddington > Twyford dep 2317
Oxford to Paddington> Twyford dep 2343
Taunton to Paddington > Twyford dep 0005
Hereford to Paddington > Twyford dep 0047

Saturday

Bristol TM to Paddington > Twyford dep 1554
Bristol TM to Paddington > Twyford dep 1719
Bristol TM to Paddington > Twyford dep 1821
Bristol TM to Paddington > Twyford dep 1954
Bristol TM to Paddington > Twyford dep 2054
Bristol TM to Paddington > Twyford dep 2158
Oxford to Paddington > Twyford dep 2303
Twyford to Paddington at 2354
Taunton to Paddington > Twyford dep 0001
Henley to Paddington > Twyford dep 0045 (this will run subject to demand)

As per previous post the last ^advertised^ departure from Henley is 2332 on the Saturday night but resources are in place for up to 4 extra services to clear Henley if required, including a direct service to Paddington. These will only run if demand dictates and the crowds behave. Previous years (last year in particularly) there were mini riots in Henley on the Saturday night and this years ^earlier^ advertised service is in part a police request to deter would be trouble makers from travelling to Henley just to cause trouble.

Unfortunately the fact that the later services are unadvertised has been seized on by  Reading Buses  (http://www.reading-buses.co.uk/articles/henley-royal-regatta/)to make a point.

So never mind the police advice Insider says FGW are acting under.

And hands up anyone who believes they will keep their buses running should there be a repeat of last year's problems in Henley in the early hours.

Reading Buses will hopefully help FGW out by doing this, as the issue that has always been faced is getting the London flow home not the Reading flow.

Oh and I see they are charging ^5 per person. So FGW will get the revenue from Off peak day returns which most people will probably buy then they will fork out another ^5 if they miss the last train. The more ^ any public transport is getting is better in my opinion.

Well done Reading Buses.

(But we will see if they do it again next year, after the rubbish, vomit, and other bodily fluids that will end up on their buses.)

What a charming picture you conjure up, insider!  :o ::)

But so true a picture I imagine... not nice...

I don't have a problem with Reading Buses running the service just the fact they take a pop at the trains finishing early when in all probability they arent. It's just police advice keeping the services unadvertised.

Reading buses are running this under contract I believe to the Regatta. They run late night services in Reading so sure they are used to it, however off topic will be interesting to see how long they last before getting sold. They get a lot of bad press which, as a passenger using them day in day out, I dont understand as copared to ' Arriva every bus is on its last legs wycome' and first they are much better.

I stopped by Twyford station just after lunchtime today to see what was happening. I saw the 13:46 departure to Henley which left 3 minutes late from Platform 4 formed of 7 cars (from the front, 165104/122/127) and which was full and standing throughout the length of it. There were announcements to say that First Class was declassified so anyone could use it. There were a handful of Police at Twyford but they were outnumbered by FGW customer help staff as well as taxi drivers waiting for custom!

I was there a couple of hours later and counted a dozen BTP. There was also a FGW staff briefing going on midway down platform 4 including how to signal to the driver that there's an obstruction on the track!

Interestingly Platform 2 was taped off so I assume any additonal calls by HSTs will mean trains having to cross over to the relief lines.

Hhhm.. this might not help much...

The new timetable is out and it is dissapointing to note that the last connecting train from London to Henley leaves 18 minutes earlier at 2227. What has happened to the 2245 Oxford stopper? The annoying thing is you leave 18 minutes earlier, but still get to Henley at 2349 as now. This will put people off using the train as it makes going to a show and getting the train back to Henley now more or less impossible. Although I don't live in Henley anymore I go back fairly frequently and a shift finishing at 2200 in Farringdon is now going to be tough to fit in.

Is this due to Crossrail improvemnets? Will we get a better later connection back in a few years or is the beginning of Henley branch passengers getting a worse service because of Crossrail?

It looks as if the 22:15 and 22:45 trains have been combined into a 22:27 departure.  This is disappointing as it also leaves large gaps in the service from Paddington to Ealing, Southall, Hayes and West Drayton of 25 minutes or so in the later part of the evening.  This also has the effect of making everyone cram onto the 21:57, 22:27 and 23:00 whilst virtually empty Heathrow Connect trains will then leave just a few minutes after.  Let's hope these three trains are strengthened appropriately to either 4, 5, or 6 carriages, or there will be severe overcrowding.  I'll keep a watching eye...

Had a Twyford stop been provided in the 22:48 Oxford service then things would have been fine, but as it is, the last Henley service becomes much less appealing.  I'd get your comments to FGW and request a stop on the 22:48 ASAP and you never know, they may see sense!

Looks like from early February the relief lines will be closed weekday nights (apart from Fridays), meaning West Ealing and Hanwell miss out after 21:30. 

MAJOR RAIL IMPROVEMENT WORKS FROM FEBRUARY 2013
Our industry partner, Network Rail, are carrying out major construction works to build the new
Crossrail railway and to prepare the Great Western route for new electric trains. As part of this work,
late night train services on Mondays to Thursdays between London Paddington and Maidenhead will
have reduced frequencies, while Acton Main Line, West Ealing and Hanwell stations will have earlier
last trains. Arrangements have been made to enable passengers to use TfL bus services where last
services have been affected. If you are travelling on this route on Mondays to Thursdays after 2130
please allow extra time to make your journey. This work will continue throughout the validity of this
timetable - full details of these exciting projects and how they will affect your journey will be widely
available on our website and at stations.

This may be the reason for the thinning out of the 22:15 and 22:45 trains into one 22:27 departure.

Not ideal but could change twice?

22:48 change at either Slough or Maidenhead (gets you on the same 22:27 from Paddington) and then again at Twyford.

Yes, that's probably what a lot of people will do.  Hope the connection is made all the time - even if it means delaying the stopper at Slough/Maidenhead, or there will be a lot of people using the help line at Twyford wanting a taxi!

Is that a gauranteed connection? It isn't printed on the new timetable - http://www.firstgreatwestern.co.uk/~/media/PDF/Timetable%20Changes/Timetables%2026-10/TT13.ashx - which indicates the last connection is the 2227. If I got the 2248 would I be entitled to a taxi if there was a delay? I assume Maidenhead would be the best place to change as it wouldn't involve a platfor change?

It is given as a valid connection on the National Rail website, because it allows for the minimum connection times at either Slough or Maidenhead, so that means you would be entitled to a taxi.

Maidenhead might also involve a platform change, but that's less likely to be the case than Slough.

Good news! According the Henley Standard the 2248 Oxford service will now make an extra call at Twyford, although this doesn't appear on online journey planners yet.

Newbie here, I thought this would be a good place to have my annual rant about FGWs treatment of regular commuters during the Henley Regatta last week. 
 
As per previous years, FGW have upset regular commuters on the Henley branch by running a time table to suit the ^3 Regatta commuters and, in doing so, ignoring the needs of those who pay over ^4,000 a year to use the service.

The 17.06 and the 18.06 from Paddington are designed to meet the Henley connection at Twyford and are packed every day. The number of times I heard other passengers asking if the HST is being evacuated at Twyford due to the number of passengers getting off is very high. A large percentage of those passengers then get on the Henley train that is due to leave 3 minutes after the HST arrival.

Not so in Regatta week. The next Henley train is 50 minutes after the HST arrives (at 19.18 rather than 18.31) and then does not stop on route to Henley at, for example, Wargrave. This leaves Wargrave customers with the following options:

- Wait 50 minutes, travel to Henley wait for the train to turn round and then got off at Wargrave on the way back
- Get a taxi or relative to drive them from Twyford to Wargrave
- Drive to Twyford in the morning and pay ^6.10 to park.
- Walk the 30+ minutes to Wargrave.

Given the commuter service is not "fit for purpose" during the Regatta it would be good if FGW made a gesture on our ticket prices at renewal (now over ^4,000 per annum).
 
Every year I and many others complain to FGW, every year we are ignored.

We've had plenty of discussions about the Regatta in previous years on here.  The timetable has to be altered to deal with the volume of passengers (Saturday's crowds had to be seen to be believed this year - even the 7-car Turbo shuttle was struggling at times!), and to run the 30-minute frequency service that is needed to cope with passenger numbers it is considered that a stop at Wargrave on every train would not be robust enough to allow the trains to keep to time.  I'm slightly sceptical that that's the case, and that perhaps (for the evening peak trains only) Wargrave should continue to be a stop on all trains, but as it is I agree in that particular example of the evening commute home it does adversely affect Wargrave commuters and I do sympathise.

However, the outward commute in the morning is unaffected and 'Regatta Week' is just three weekdays.  The other option from those you've listed is to do an extra 30 minutes at work, or have a pint at Paddington, and catch the 17:36 or 18:47, which still offered a good connections at Twyford for Wargrave.

I do think that perhaps a small gesture of goodwill for Wargrave season ticket holders (^10 voucher maybe?) would be a good thing to do given the disruption to the normal timetable.

Silver, may I welcome you to the forum and thank you for a very interesting first post.

As a former resident of Twyford I know only too well the huge increase in passengers the Regatta brings to the Henley Branch each year.  Like Industry Insider I do have a lot of sympathy for the regular commuters who see their routine disrupted.  It is true the biggest crowds are at the weekend and I am sure some way could be found to accomodate the usual peak hour services on the three weekdays.

It is also interesting that home-going regatta patrons are offered a bus rather than a train.  I am not sure if this is because of the problems there have been on late night services in the past - but it does seem a bit half-hearted offering extra trains to get people there and then finishing the service at the normal time and leave the homeward journey in the hands of Reading Buses.

Finally congratulations to my old school who won their event for the third year running! 

Looks like there are some works taking place on the Henley branch - the past two nights have seen buses used for the last few trips. Doesn't appear on the FGW website - any idea what they are doing? I've seen quite a few vans at Wargrave recently.

Also this morning (11th Dec) there was quite a lot of late running on the branch during the peak and a few cancellations mid-morning due to 'signalling problems'. I found this hard to fathom as the signalling on the branch is very simple. Why couldn't pilotman working be brought in to maintain a service.

The signalling problems were track circuit problems. The closure if the mid-morning was to allow Network Rail time to fix the problem, and this presumably prevented any train service running on the branch whilst the work was carried out.

Just wondering if we'll ever get an increase in frequency on Saturdays to match the Monday - Friday 45 minute service? Although unpopular with some who prefer clockface operation, I think the 45 minute interval has been a great success with steady growth on the line over the last decade. It's particularly pleaseing to see so many Henley College students use the train - the 0804 Reading - Henley is often full and standing from Twyford.

It would also be nice to see an earlier first train on Saturdays - the first departure isn't until 0724, which feels a bit late and means you can't get most of London until 0930.

Presumably the reason for keeping it hourly is down to staffing - you'd probably need another driver over the course of a day as I think each one only does 3 or 4 trips. No stock implications though!

Sadly an hourly service would have to remain on Sundays as the stoppers at Twyford are only half hourly so a 45 minute service wouldn't connect very well (not that the current connections are that good - lots of seemingly uneccessary waiting around at Twyford).

Looking further ahead, after electrification could a 30 minute service operate throughout the day?

From the Henley Standard (http://www.henleystandard.co.uk/news/news.php?id=1445450):

I have always had a soft spot for the Henley Branch.

As chance would have it I was on one of the through trains from London Paddington this evening.

(http://www.mbob.co.uk/rforum/hen0904.jpg)

I also hadn't noticed until today that there is a pedestrian exit at Shiplake near the Twyford end of the platform across the old trackbed of the double line.  Goes to show how you can travel a line many times and still miss things!

(http://www.mbob.co.uk/rforum/ship0904.jpg)

Just a thought with electrification has any one suggested redoubling or a dynamic loop on the branch to allow an increased service.

I looked at the geography at Shiplake last night to see if a loop could be put there.  I think it would be possible if trains were stopped nearer the Twyford end of the platform.  Both faces are still there.  However it would mean sacrificing car-parking space and sorting out the footpath pictured above.  You could then end the loop before the level crossing to avoid the need to remodel that part.

I went along to the meeting last night which was quite well attended (around 50 people). There were 4 FGW managers including Mark Hopwood and a chap from Network Rail along with Henley MP John Howell who organised it. I didn^t stay until the end (had a train to catch and beer to drink!), but here (from memory) is a brief summary of the main points discussed:

Mark started by saying how important the branches are to FGW, even though he realised that sometimes passengers might not feel that way! He grew up in Marlow and early in his railway career spent time in the Henley ticket office, so he appreciates and understands the issues and desires that branch users have.

An explanation of the signalling problems between Maidenhead and Twyford ^ there are still temporary measures in place on the relief lines using axel counters instead of the normal track circuits with extended signal sections. The crossover at Ruscombe is still out of action as well. Network Rail hope to restore the normal signalling system in the next 2-3 weeks. The meeting was understanding of the flooding disruption, but critical of the communication. Mark recognised this and said it was something they are working on at a senior level.

The reliability of the 1805 Paddington ^ Twyford HST was one of the main talking points. This train is frequently delayed and often misses the tight connection with the Henley train at 1831. Mark said this train was of concern and near the top of his reliability watch list. The service will benefit from one extra standard class carriage (converted from First) in the near future which will help somewhat ^ but it will always be a very popular busy service.

A discussion was had about the usefulness of the 1712 and 1812 through trains which are quite slow compared to the 1706 and 1805 HST services which connect with branch shuttles. A straw poll showed the vast majority of people prefer an HST and connection rather than a slower through train (which I was slightly surprised by and didn^t agree with!). At the next major timetable change in May 2015 the possibility of a branch shuttle connecting with the 1847 HST from Paddington (what this would mean for the only through down ^fast^ service at 1905 wasn^t discussed).

The meeting seemed to agree that the up service and connections to London worked well in the morning, but that the down service in the evening wasn^t as good with connections often missed and overcrowding a frequent issue. It^s unlikely that more carriages can be found for the popular 1905 through service.

The Network Rail man confirmed the branch will be electrified and expects it to be a relatively straight forward task, with perhaps a few weekend closures. It will be wired after the mainline is completed so the branch will have to rely on diesel units for slightly longer than elsewhere. A couple of people expressed a desire for the line to be doubled in the future (!) and urged NR to make sure that works to wire the line wouldn^t rule this out.

Mark noted that there wasn^t a dedicated user group for the Henley line although the Marlow - Maidenhead Passengers^ Association has a watching brief. He suggested that if a group was formed for the Henley line that FGW would provide some money to help start it up. The meeting agreed this was a good idea ^ sadly I didn^t stay around until the end of the meeting so I^m not sure if anything was actioned. This is certainly something I^d welcome and like to be involved with.


The questions and observations I made seemed to be quite well received:

A half hourly frequency throughout the day is currently not possible because it isn^t very robust. With the better acceleration and a possible line speed increase to 60mph on the branch would a 30 minute frequency be possible throughout the day? Mark tentatively said that this was an aspiration.

The 45 minute off-peak frequency during the week works well ^ why can^t we have this on Saturdays when there are 4 trains an hour from Twyford?

On Sundays can the connections be tightened up at Twyford ^ often you have to wait quite a while for a connecting train which makes journey times unattractive. The 2 stopping services an hour on Sundays need to always be 5 cars minimum ^ I^ve often seen 3 or even sometimes 2 which struggles to cope east of Slough. There are plenty of spare sets at Reading on a Sunday sat doing nothing. A lady sat near me raised the good point that 10am was quite a late start for the branch service ^ Marlow now has a 9am service.


The majority of answers came from Mark Hopwood who I was impressed with. His answers were honest and realistic (needed to rein some of the more ^out there^ suggestions and complaints in). I see from his twitter that a follow up meeting is to be held in 3 months time which I'll make an effort to attend.

Thank you autotank for an excellent summary of what seems to have been an interesting meeting.  Let us hope it bears fruit.

I admit I hadn't realised the crossovers at Ruscombe were out of use but that would explain some of the delays to services reaching Reading in the evening peak.

As for the tight connection on the 18:05 part of the problem with overcrowding is because those wanting the Henley train tend to head for the middle coaches of standard to afford themselves the best chance of making the connection by being closer to the stairs.  It is noticeable after Twyford how empty these coaches are compared to the rest of the train.

As a regular user of the branch I've often daydreamed of how to improve the service. A half hourly service is just about possible at the moment as things stand, but wouldn't leave any wriggle room as there would be only a 3 minute turn around at each end. With electrification and a line speed increase to 60mph the end to end time could conceivably be reduced to 11 or even 10 minutes which would make a half hourly service a more realistic prospect. This is something that Mark Hopwood sort of hinted at as a longer term aspiration at the meeting last night.

If you wanted to further increase capacity I don^t think a loop at Shiplake would work as the impact on the car park and platform length would be considerable. Instead I^d go for a dynamic loop between Twyford and Wargrave which would allow a 20 minute frequency 2 train service post electrification something like this:

Twyford   xx00   xx20   xx40
Henley      xx11   xx31   xx51

Henley      xx15   xx35   xx55
Twyford   xx26   xx46   xx06

This seems reasonably robust to me and allows a decent amount of recovery time at Twyford.

All pie in the sky of course, as a 20 minute frequency wouldn^t really fit in with the mainline 15 minute service.

Was he branch ever double track? Or would a dynamic loop require additional land take?

It has an interesting history.  It was originally a single track broad gauge line but then converted into a double track standard gauge one.  It reverted to a single track in the early 60s although there was still a loop at Shiplake until the end of the 60s.

The station at Henley had three platforms but now it only has the one.

An unusual fact is that when the line is closed for engineering work the replacement buses have to start at Shiplake then to Henley, Wargrave and Twyford as the only way to cross the river between Wargrave and Shiplake is the railway bridge.

Given the costs involved in a dynamic loop, I would have thought electrification + slightly higher line speeds is the only realistic chance of bringing end to end journey times down enough to give a resilient 30 minute service.

Actually,it might be possible to have a half hourly service now if one of the two services ran non-stop from end to end, particularly off peak.  Given passenger numbers at both intermediate stations are relatively low (both have under 100,000 entries and exits compared with Henley's 700,000), this could be the optimal use of existing resources, although would could be controversial.

If services were increased to half hourly with one unit then connectional delays become an issue. If you hold a train for a late connection then there is very little chance of catching up, and could mean the inward service to Twyford would miss its connection.   There's also the problem that it becomes very difficult to time connections both ways (ie both Reading and London). As an example, if you want the Henley bound train to leave 3 minutes after arrival of a service from London then by definition the previous train from Henley into Twyford can't arrive in time for passengers wanting to connect with the Reading bound service. At least not with any degree of resilience.

I assume not stopping at Shiplake is now a practical option following the installation of half barriers at the level crossing.  Before the train had to crawl over the open crossing so not much time would have been saved.

(http://www.mbob.co.uk/rforum/ship1204.jpg)

I think non-stop runs are currently only possible in the up direction. The white light doesn't illuminate for the down train until it's been in the platform for 20-30 seconds. Probably not the most complicated upgrade ever, but a it could result in a longish wait at the crossing for vehicles if the down train stops at Shiplake (but it's a very minor road).

I think you are right in suggesting that introducing non-stop runs would be controversial for Shiplake and Wargrave passengers but the figures are quite convincing. An hourly service would be easier to remember than the current 45 minute interval shuttle - but I'm not sure that would wash with residents!

Coiuld employ similar technology as there is at Bradford on Avon which just precedes Greenland Mills crossing for trains heading towards Bath.  A non stop train activates the crossing at the appropriate time to prevent it having to slow down while a train calling at the station doesn't active the crossing until a plunger on the platform is pressed.

If the Shiplake crossing is set up the same as Furze Platt and Cookham the line speed is still 10mph, given NR's safety concerns with level crossings I doubt very much they would increase the line speed even having install half barriers, all they have done is improve the pre-existing level of safety and not permit a line speed enhancement

It may not be as simple as that.

Greenland Mill is an AHB crossing (Automatic Half Barriers).

Shiplake is an AOCL+B (Automatic Open Crossing, Locally monitored + Barriers).

AOCL+B crossings like Shiplake are a relatively recent innovation from Network Rail. In a nutshell, an AOCL+B crossing is to all intents and purposes still an AOCL, but with the addition of barriers. I could easily take this thread way off topic talking about level crossings and all the various types!

The point I'm really trying to make is that AOCL+B crossings are much less expensive than other barrier crossing types. It's reported that the conversion is something like 80% the cost of that to an ABCL, let alone an AHB like Greenland Mill. Costs are saved by way of things that may not be obvious at first glance, such as the non provision of emergency telephones and not altering the strike-in distance.

However, one may argue that with impending electrification maybe it might be the right time to look at a further crossing upgrade at Shiplake.

I think the idea of 1tph fast and 1tph stopping is a really good one for the Henley branch. But unless Shiplake receives a further upgrade I don't think it is viable.

It may be of interest to some, that the St Albans Abbey line is a single track line with a 45 minute frequency, with demand for a more frequent service like Henley. London Midland trailed a 1tph fast train to/from Watford Junction and a 1tph stopping service, and sadly it was not an operational success.

Most encouraging [the meeting]. I feel we have come forward a huge way in the seven years since this forum was set up - all across the south west / FGW operated services, and in particular in realtionship to the smaller lines.  The whole culture seems to have changed from one where the the train operator on the main lines had swallowed up the regional, local and commuter services and was cutting services and shortening trains, with local authorities saying "we can help with roads and buses but not trains".

It's still not - won't be / can't be - "ask and it shall be done", for there are cost, planning, benefit, resource avialability, operational, consistency, commercial, capacity, marketing, management, side effect, regulatory, maintenance, health, safety, legal and other matters to consider.  And us passengers know little of many of those matters.  I do though have a feeling the the new First Great Western team - under the current MD, following on from an excellent start by the previous one, make sure that the team has the time to listen, evaluate, help, explain to those of us who are working in the user groups / community to advocate full and better use of rail, and who will ask good (but sometimes tough) questions.

From the Henley Standard (http://www.henleystandard.co.uk/news/news.php?id=39673):

From Henley on Thames News (http://www.henleystandard.co.uk/news/news.php?id=40191):

From the Twyford Advertiser (http://www.twyford-advertiser.co.uk/News/Areas/Twyford/Theresa-May-seeking-answers-over-rumoured-reduction-in-Wargrave-train-services-31102014.htm):

It depresses me when politicians mouth off like this without bothering to find out the details beforehand. Pre-electrification can either keep the current service, or increase it's frequency offering a much more attractive service to Henley (730k ons and offs), at a slight detriment (but more regular interval service) to one of the intermediate stations (each around 90k ons and offs).

So tell me, Theresa, you can only choose one, which is it to be?

First Great Western's Service Level Commitment (https://www.gov.uk/government/uploads/system/uploads/attachment_data/file/361211/fgw-slc2b.pdf#page=44):

From Henley in the morning, between 0630 and 0915, a twice hourly service HAS to be provided, with one gap of 45 minutes allowed. Also, a twice hourly service from Henley to Twyford HAS to provided from 1730 to 2030.

From Twyford in the evening, between 1715 and 2015, a twice hourly service HAS to be provided. In the morning, toward Henley between 0615 and 1015, two additional services in addition the the baseline hourly service, HAVE to be provided.

These commitments apply to all station calls on the line.

So the majority of commuters (those travelling in the morning and evening peaks in either direction) have a protected twice hourly service. The nature of the line precludes a clockface half hourly pattern, but between the specified hours FGW are providing the requisite number of services.

Outside these hours, the minimum requirement is an hourly service in each direction calling all stations. Currently, roughly one service every 45 minutes is provided off peak, so I'm not quite sure what Ms May is complaining about. If she wants FGW to provide a twice hourly service off peak, in addition to the protected twice hourly peak service, then she really needs to be speaking with her cabinet colleague Mr McLoughlin to get the the DfT to include such a twice hourly service throughout the day in the Service Level Commitment.

Just how inconvenienced would Ms May's 'Wargrave commuters' be if FGW were to offer the minimum Service Level Commitment of an hourly service between 10am and 5pm instead of the current 45 minute one? I ask from an operational and cost point of view, not because I'd want to see a service reduction.

The lady doth protest too much, methinks.

It seems to me that the above figures suggest that the 30 minute srervice to Shiplake and Henley gives the best service to 90% of the users.

Also as others have said it much easier to remember when the trains run with a 30 minute and hourly regualr interval service rather than a 45 minute one. The other important factor to my mind is that  it will give the same connections to and from Paddington (and intermediate stations) and Reading.

Making planning a journey to Henley from Taplow much easier. (optitians) 

From the Henley Standard (http://www.henleystandard.co.uk/news/news.php?id=40331):

To help me understand this, I did a bit of maths:

Passenger counts (or rather ticket data) for year to March 2013:
Henley-on-Thames - 727994
Shiplake - 93466
Wargrave - 91298

Line currently has 8,500 or so round trips per year.  So that's an average of 42 passenger off and 42 passengers on to each train at Henley-on-Thames, and 2 on and 2 off each train as it calls at each of Shiplake and Wargrave.

Can you think of any stations which might welcome the hourly service Wargrave could move to, and which probably will be averaging more per train than it?

Cough, splutter.  :o ::) ;D

I can indeed - there's a certain station in a residential area not too far from where I live that 60 passenger trains a day pass through, but stops are curiously erratic like a 3 hour gap in the morning peak to the nearest city, which is just 2 stops away ... 4 trains run through non-stop during those three hours, and the train at the end of the three hour gap terminates after one stop leaving you with a 50 minute wait.

BUT this is not about comparisons in that way - especially on a branch, the CRP / user group / local communities should put their heads together, and with the train operator and Network Rail as appropriate ... not up to those of us far away to be the experts for them, and work out their balance - they are best placed to do that.

P.S.  For all I know, there could be ticket anomalies on the Henley branch as there have been from Dorking West to Lelant, and from Dorchester to Tyndrum

I would question what proportion of the Henley annual usage occurs during the Regatta when there is already an enhance Henley service at the cost of stops at Wargrave and how many additional passengers would be recorded at Wargrave if there were ticket buying facilities at the station......

The last of the old type filament bulb signals have been replaced on the Henley branch.

(http://www.mbob.co.uk/rforum/twysig1.jpg)(http://www.mbob.co.uk/rforum/twysig2.jpg)

This is the final signal before the bay at Twyford.  I note the new signal no longer displays a B when trains are routed into the bay platform and there is no calling on signal anymore.  The driver also now has a short walk if he wants to use the phone.

Bobm, there is still a position light on the signal. It is now integrated into the main signal head, that's all.

The location of the telephone is a moot point as the majority of calls will be made using the GSM-R radio, and of course trains should be stopped short of the signal anyway, so if anything the walk for the driver is a shorter one  :)

Any reason for dispensing with the B in the theatre box?

Are you sure it's not still there? After all, an LED signal head only needs two lamps. If you zoom in, the top one looks different from the other two - and it's even square.

But it isn't lit. The old signal always showed a B for the bay or R for the relief line. I have never seen it show a proceed aspect without one or the other.

With modern signalling principles it is not necessary to show a route indication for the straight route if it is the higher speed route (to the bay line in this case).  I will have a check of the Signalling Scheme Plan when I'm back at work.

This is a fault. Drivers are speaking to TVSC Twyford to confirm route is set for Bay or Relief.

I have since found a 2011 Signalling Scheme Plan that shows the signal as having the two route indications as previously (B and R).

This is a result of new standards.  Signal Post Telephones are now provided in front of the signal.  They are usually located where the driver would stop his train when the signal was red anyway. It was deemed to be safer than having the SPT on the signal post.  The driver's clear vision of all the aspects and the associated identification plate is not now limited by the length of the handset cord.  There are some locations where this is not possible, and there is a load of paperwork that has to be raised to justify the decision.

So I've travelled the line a few times since the new signalling came in and I have a couple of questions.

Now that the down home at Henley has been replaced by a fixed distance, what is the point of having an up starter at Henley? Would it still allow in theory 2 (or 3!) units to run down to Henley then split forming two departures in a row?

I'm I right in thinking the new arrangement wouldn't allow (which I think used to be possible?) two units to follow each other down the branch and join at Henley.

Not that I've seen either of the above ever happen - the branch is just operated as a long siding, and has been for the 25 years I've been using it!

The Down Home - tantalisingly too far away from Mill Lane bridge to be seen easily - had a set of calling-on cats eyes for just that move.  But like you, I never saw that happen - even during the annual Henley Regatta. It does beg the question (that you posed) as to why now have a starter at all.  When I used the branch, a starting service always used to accelerate up to the starter and then break heavily, down to a low speed, as the starter was passed. I don't know if that was something to do with TPWS or a mandatory brake test.