Are these connections to and from West Devon and Cornwall?

Anyone to London is going to go via SWT^▸ (South West Trains).

I suppose if you were going for several days you might go via Exeter to Bristol and the North, otherwise you'd probaly drive to Tiverton Parkway.

Freinds of ours now regularly use SWT to Clapham Junction from Axminister to visit family. They book in advance and get incredably cheap fares far less than their petrol costs and they don't have the bother of parking in Wandsworth.

Which goes to show rail travel at a sensible price is very attractive.
 

I  recall reading in a book I think called Great Western in the West Midlands that the OWW^▸ (Oxford Worcester and Wolverhampton) got into a lot of trouble with the Board of Trade with the twin gauge. As I remember there seemed to be a single separate standard and broad gauge track at least between Worcester and Eversham. The BoT ruled that standard and broad gauge trains could not pass on these single tracks. However, when a timetable was published it seemed that trains were timed to pass each other on this section. As it was sometime after publication the BoT got to hear about it suggests there might have been broad gauge trains over part of the line to Worcester.

Of course the timetable in question could have been one of the many gallent attempts by the railways to  create new fiction. A tradition with timetables that still flourishes today.

Wonder what we will be posting in three months time. That's still a long time to hold ones breath!

So if they get all greens then they will do Ealing Padd in 7/8 minutes and arrive early.

Or they drive by schedule and potter into Padd taking 13 minutes, but save fuel.

Interesting choice, I prefer 7 or 8 minutes to 13 but then I like my trains to run as fast as they can.

The more I look at it the more I keep asking why?


If our insider can't come up with an explanation who can?

As you say Key Token working is getting very rare on Network rail.
St Bees the Cumbrian Coast was working KT in both directions in 2004.
There are also several single KT sections such as Rufford to Midge Hall on the old L&Y Ormskirk Preston line.

However, in 2004 there were still 4 consecutative sections on the Ayr  to Stranraer line.
Three ETT and one KT.

Givern the Wolmar question, "What are TOCs^▸ (Train Operating Company)?" for Chiltern is probably the least worse TOC. At least they seem to like running trains reasonably briskly, but are still pretty high up the punctuality table. They've redoubled Risborough to Anhyo and have ambitous plans to run from Oxford. They also work well with Wrexham and Shrewsbury.

As Electric train says the Tizer has quite a wide circulation in South Bucks where Beconsfield is a viable alternative to the Marlow branch, Maidenhead or Taplow. I knew someone in Bourne End who gave up on FGW^▸ (First Great Western) and drove to Beconsfield. Until they gave her a parking place in London when she drove!

I say good for them, especialy if it gets FGW to put its socks up. Wasn't competition why the railways were privatised? However, as above the real competiton comes from road.

 

I still don't understand why the sudden increase.

If it's agreed that 8 minutes is probably a good running time from Ealing to Padd, these trains were already booked 10 so why the increase to 13?

Also why are the Greenfords allowed 13 with a stop at Acton and even weirder the other semi from Oxford is allowed 12 whist Heathrow connect is allowed 10. These inconsistent running times makes it harder for teh driver he has to remember what train he's on and how long he's got or refer to the schedule each time.

To my mind it could lead to complacancy and slackness of working. "There's plenty of time."  A proper railway should be run briskly. That's why we played marches at Waterloo in the morning to get people off the station. 5 minute turnrounds with same crew.

Pity it's not coupled with conductor rails at least from Basingstoke and possibly Southampton/Eastleigh. After all the SR^‡(resolve) managed to get Southamton/Eastleigh to Portsmouth juiced up with very little fuss or bother.

When GMWL electrified, Salisbury to Exeter and Westbury to be 25 kv overhead. Nearly all the new third rail EMUs^▸ (Electric Multiple Unit) seem to have the potential for dual voltage working so although some new stock would be needed existing stock could be used as well.

Only if your interpretation is correct.

It seems to me that DafT have got themselves in such a muddle over new DMUs^▸ (Diesel Multiple Unit) orders and cascades that they are probably as confused as we are.

When the Coffee shop reports 13 four car 172s as running on FGW^▸ (First Great Western) services then I might just believe it.

Until then don't hold your breath you'll only go blue.

I have just obtained a copy of October 1974 Railway Mag with an analysts of Britian's fastest trains.

This is pre HST^▸ (High Speed Train), West Coast the wires have got to Glasgow, East Coast is Deltics and WR has just got the 50s.

As you would expect WCML^▸ (West Coast Main Line) tops with 6 trains from Rugby to Watford at 88.8 mph.
EC comes next with 81.7 1 train Stevenage York.

Then guess who comes next!

Midland Main Line 1 train St. Pancras Wellingborough. at 74.4 mph

Fourth place is also a surprise.

LSWR^▸ (London South Western Railway) mainline 13 trains Basinstoke Woking 72.3 mph.

So good old WR is last.

1 train 71.3 from Padd to Exeter.

However of relevance to this post is the GE line with the wires to Clacton.
Fastest 1 Train Witham Colchester 13.1 miles 68.3

But 6 trains over 6.2 miles from Hatfield Peverel - Chemsford in 5 mins 30 secs at 67.6.

Of course these runs were with the magnificent Clacton Electrics (309). Fantastic ride even at 90. Now I know what the techies are going to say. That they guzzled juice and were incredibly heavy due to being fitted with Commonwealth bogies but they still superb sets..

Wonder if a Heathrow connect could do Ealing - Padd at a similar average? Would have to be just  few seconds over 5 minutes, Probably not due to the shorter distance but I would have thought 60 was possible in 5mins 42 secs.

Puts 13 minutes into perspective.

Also welcome. Your quote seems to have a familar ring to it in relation to the rail industry.

Interesting! December Modern Railways has a piece which says that in fact Chiltern Rail will help EWR by doing the Oxford Bicester bit, the chord at Bicester and build Water Eaton Parkway station.

Chiltern will then run 2 tph to Marylebone and EWR will be able to run 2 tph to Milton Keynes and/or  Bedford plus Aylesbury  Milton Keynes.

Now if we could only get Bourne End - High Wycombe, Bucks could end up with a superb rail network serving all the principle towns.

Unfortunately the Maidenhead Advertiser has a report on a planning enquiry into a scheme to build on the track bed at Wooburn. If it were to be approved it would kill any reopening.

Just got a copy of Timtable D TV local.

Paddingitis has struck our Taplow service:

Current offpeak 07 Taplow arrive 43 Padd With 10 minutes allowed from Ealing
                      37                    13

New Offpeak 06 Taplow arrive 46 Padd with 13! minutes from Ealing
                 36                     16

Now the train I used to go to work on the 07:23 ex Taplow for years was allowed 7 minute from Ealing. A bit tight but a good driver could do it. We used to take Up Relief to Line 4 at Ladbroke Grove at 70 with the Greenford coming Down 3 to Down Relief quite interesting having the other train rush by at speed on the next track.

Now Ealing is 5.7 miles (5m 56ch in Coooke) from Padd so 7 minutes equals 48.8 mph av whilst 13 minutes equals 26 mph. With 13 minutes I reckon  the driver could stop for a cup of tea at Acton.

Maybe I'll set up a tea stall on the platform.

Well  it must be true. 

lmao.