Having read the study (thanks for providing the link), I can certainly vouch that they have done a thorough job, though a few things worry me about the report.  And for those reasons I haven't changed my mind!

Firstly, unless I've missed it, there is no reference whatsoever to the redoubling of the Wolvercote to Charlbury and Evesham to Norton Junction sections.  These would both be needed in order to provide the train paths they want for their hourly service from Stratford to Worcester and Oxford.  Neither currently feature in CP5^▸ (Control Period 5 - the five year period between 2014 and 2019), which at the end of in 2019 this scheme is hoped to be in operation according to the report.

Secondly, their BCR^▸ (Benefit Cost Ratio) figure comes in at only 0.8:1 - if they massage the figures to include 6% year-on-year growth, an additional 10% in the first year, and the scheme costs less than they estimate they can just about get that to a figure of 2:1.  Now, I know that Benefit Cost Ratio's are highly subjective, and schemes shouldn't solely be judged on their BCR figures, but those figures seem extremely low.  Compare that with the East-West Rail's BCS of 6.3:1, a figure which doesn't take into account the 'sparks effect' of electrification or any 3rd party contributions and think how long it's taken that to get onto the 'going to be done' list.

Third, there is undoubtedly demand for a service from Oxford to Stratford and from Worcester to Stratford, but is there enough of a demand?  Journey time wise Oxford to Stratford via Leamington would take around 1h 20m and I can only see that being reduced by about 20 minutes at the most via this new route.  Journey times to/from London would barely improve on Chiltern's current operation, and involve a change at Oxford based on their financial modelling (though mention of a through service is made).  There is also no mention made of the possible reinstatement of the London/Oxford/Stratford service as specified in the Greater Western Franchise ITT^▸ (Invitation to Tender) - that would surely impact negatively on already poor BCR figures.

Finally, the biggest hurdle of all is that they recognise that both bats and newts are known to be in the area, so that means the scheme has no chance! 

Book CG, Chris:

http://www.networkrail.co.uk/browse%20documents/timetables/working%20timetable%20%28wtt%29/may%202012%20-%20december%202012/cg/cg01.pdf

Not to mention two great big roundabouts and half a kilometre of the Stratford Bypass!  It falls squarely into the 'Can't ever see it happening' bracket to me.

God knows!  What an absolute mess!  The repercussions of this will be felt for years.  A very black day for the railway industry's credibility - not (directly at least) caused by any of the TOCs^▸ (Train Operating Company), which those that support renationalisation will quite rightly jump on.

Just to let you know that I will still do this soon.  Didn't have time Friday, and tonight's service is altered as only 2 of 4 Class 180s are about today (as well as a few other problems).

Exeter to Exmouth will join many of the other branch lines in the South West as a community rail line.

http://www.dft.gov.uk/news/press-releases/dft-press-20120928a/

It's booked for a HST, so something must have happened!  My money would be on the booked HST failing, or possibly the Paddington driver working it as far as Oxford doesn't 'sign' HSTs?  I hope they strengthen it at Oxford on the way back otherwise there will be no room to move - I expect it's pretty cozy on the way to Hereford as well!

Wow, the work at Charlbury has come along at a pace over the last few weeks.  I'll be interested to hear how full it gets on an average day.

Pershore (as with the other schemes) has to be complete by April 2014 to be eligible for the funding, so there's plenty of time.  Perhaps further legal wranglings over the land dispute will put it back further towards that deadline?

Me too!  How's Charlbury getting along?  That was supposed to be finished 'by September', though there was still a lot of work to do when I last saw it a couple of weeks ago.  Not that I'm grumbling too much though as these improvements are to be welcomed and if we have to wait a month or two then so be it.

Reliability has taken a distinct turn for the better lately, still not perfect, but much better.  All 5 engines were working on one set I heard earlier in the week!

Bit of an, erm, oops moment with the new conveyor system today!  Part of it has collapsed on top of a freight train that was loading up.  That's what's causing the delays/cancellations currently listed as safety checks between Paddington and Ealing Broadway as Lines 5 and 6 on the approaches to Paddington have been shut as the conveyor is listing badly towards them.  Hopefully nobody was injured, but there will be a while before proper spoil removal can resume I would imagine.

Here's a picture.  You can see what is the unloading chute actually resting on one of the wagons, and that about 30 metres of conveyor has been pulled on its side:

No problem.  I'll do an evening rush-hour one when I have time (probably Friday).  If I was head of FGW's marketing machine, I'd make damn sure there were plenty of posters up at stations like Maidenhead telling people just how much extra has been added since this time last year, as perceptions might change then- especially given these trains have been gradually strengthened over the months, so it hasn't been as noticeable as it might have been.  However you put it, and I take Graham's point about not all those seats being for Maidenhead commuters, having 28 more carriages on trains heading towards London in a 4-hour period is worth crowing about!

Regarding the 08:34 departure, two fatalities involving 180 units rendered them a unit short for a few days due to repairs, which would explain why that was only a 3-car Turbo for a few days.  Back to four daily 180 diagrams at the moment.

Good old Chad.  I remember him when he was a trainee at roughly the same time as I was.  Soon departing to NSE^▸ (Network South East)'s Thames & Chiltern as it was then, he's a 'Chiltern' railwayman through and through!

Just to follow up on my post from last night, I did a bit of research regarding seating increases on the Maidenhead to Paddington route this morning, compared with a morning early last December before any of the additional carriages and trains had arrived.  It includes all services timed to arrive at Paddington between 06:30 and 10:30.  As far as I know both mornings were free of disruption and short formations.  I know Maidenhead commuters are mostly interested in the fast services, but I've also included the slow services as well in a separate table as they are critical at stations further down the line.

Fast services (those that take 30 minutes or less):
06:10dep 06:36arr  Now: 5   Was: 3  (Now a Class 180, so actual seating remains roughly the same)
06:31dep 06:54arr  Now: 5   Was: 4
06:43dep 07:08arr  Now: 8   Was: 8   (Now a HST^▸ (High Speed Train) with 5x Standard Class - same amount)
07:03dep 07:29arr  Now: 6   Was: 5
07:08dep 07:30arr  Now: 8   Was: 7   (Now a HST with 6x Standard Class - increase of 1)
07:18dep 07:43arr  Now: 5   Was: 3
07:31dep 07:57arr  Now: 5   Was: 5
08:00dep 08:26arr  Now: 8   Was: 8   (Now a HST with 6x Standard Class - increase of 1)
08:04dep 08:28arr  Now: 4   Was: 3
08:34dep 08:58arr  Now: 5   Was: 3   (Now a Class 180, so actual seating remains roughly the same)
09:03dep 09:27arr  Now: 3   Was: 3

So, on the fast trains that's an increase in the total number of carriages by 10 from 52 to 62.  If you remove the extra Class 180 carriages as they don't add anything to the capacity (although they do to the general comfort!) then it's an increase of 6 carriages, which I estimate equates to a total of 530 extra seats each morning peak.

Slow services:
05:53dep 06:31arr  Now: 2   Was: 2
05:58dep 06:46arr  Now: 3   Was: 3
06:21dep 07:09arr  Now: 3   Was: 3
06:29dep 07:17arr  Now: 3   Was: 3
06:46dep 07:32arr  Now: 4   Was: 3
06:53dep 07:44arr  Now: 6   Was: 3
07:13dep 07:49arr  Now: 5   Was: 3
07:17dep 08:04arr  Now: 6   Was: 3
07:24dep 08:16arr  Now: 5   Was: 5
07:41dep 08:21arr  Now: 5   Was: 5
07:45dep 08:32arr  Now: 6   Was: 6
07:49dep 08:36arr  Now: 5   Was: 5   (Used to depart at 07:54 and arrive at 08:47)
08:11dep 08:48arr  Now: 5   Was: 3   (Now a Class 180, so actual seating remains roughly the same)
08:26dep 09:16arr  Now: 5   Was: 4
08:41dep 09:21arr  Now: 3   Was: 3
08:45dep 09:35arr  Now: 3   Was: 3
09:17dep 10:03arr  Now: 5   Was: 3
09:35dep 10:18arr  Now: 4   Was: 3

On the slow trains that's an increase in the total number of carriages by 15 from 63 to 78.  If you remove the extra Class 180 carriages as they don't add anything to the capacity then it's an increase of 13 carriages, which I estimate equates to a total of 1100 extra seats each morning peak.

So, a total of over 1600 seats each weekday morning from Maidenhead to Paddington, including two extra Standard Class carriages spread over the three HST operated services - just shows the scale of the capacity problem if regular commuters still perceive no difference!

Easy way to tell.  If coach 'F' is standard class with a small buffet counter at one end, then that train would, until recently, have only had 5 standard carriages, but will now have 6.

If coach 'F' is half 1st Class and half buffet, then it is a set that hasn't been lengthened.