That is exactly what would have happened.  Although a little better, the PIS^▸ (Passenger Information System) is still very unreliable.

A friend of mine is convinced every railway station is located in the arse-end of its town.  It's hard to argue against that with stations like Pershore!

Well, with all 4 daily 180 diagrams in service, and all of the 2+7 HSTs^▸ (High Speed Train) now extended to 2+8 carriages, this announcement has come to fruition.

They definitely won't fit in some of the platforms without modifications, though I think they'll be little or no modifications required for platforms 1, 2 and 3.  Other platforms are currently less than 260m in length, the 'main line' ones ranging from 237m to 253m according to the Sectional Appendix.  Shrinking the concourse won't be easy or popular and there's not much room to play with at the far end, so the solution will be interesting!

Or some surplus 3-Car Class 313s from FCC^▸ (First Capital Connect)?  Not a long term solution given their age mind you!

I think it was 'Electric Train' that suggested in another thread that if the stop blocks were moved at Bourne End to a position level with those on the other platform (i.e. flush to the platform end), along with a reposition of the point indicator signal, then there would just be room for a 3-car 20 metre long EMU^▸ (Electric Multiple Unit), which, together with a short extension of the platform at Marlow, would mean that could operate the service through from Maidenhead to Marlow.

This picture demonstrates the Bourne End situation perfectly: http://www.panoramio.com/photo/48405051?source=wapi&referrer=kh.google.com

I'm currently working on a 'mega-post' trying to sum up all the issues that will arise with the LTV^▸ (London [and] Thames Valley) services by the end of the decade (and my guesses as to the best/likely solutions), as by then Crossrail, and electrification will impact on virtually all the routes.

That's not bad at all.

Glad you enjoyed it.  How many others were making use of the restaurant?  Obviously the main trade is on the return service in the evening, but it'd be interesting to know how well the crew balancing service eastwards is used.

A survey has been conducted (though I don't know how extensive), and the majority of the public voted to keep First Class at the London end.  Though there will be a review early next year.

Fourth diagram introduced today.

I think you could just about squeeze it in without demolishing the Youth Hostel, though it would be tight and some of the Youth Hostel's garden would need to be used.  The existing BTP^▸ (British Transport Police) office, staff offices and Panel Box Building and would be affected, and to squeeze Roger Dudman way alongside and give room for a 10-car IEP^▸ (Intercity Express Program / Project.) length platform would also be quite an ask.  Removing the down through line and shifting that platform closer to the current platform 1 would make it easier, but then you don't gain the same capacity improvements - especially given the growing importance of the future 'Electric Spine' for freight.


Yes, it probably does, but I can't see room for 4 though platforms plus various bays within the current configuration without removing both through roads (massive loss in capacity for freight), massive disruption to passengers whilst it is built, or NR^» (Network Rail - home page) and the Council having the balls (and money) to move the whole station to a site either north or south of the current location.  That has been talked about for years, but never moved off of the drawing board.  As a long term decision it probably is the best option though - but the most expensive!

Challenging and tough decisions will need to be made!

Worth mentioning that the HLOS^▸ (High Level Output Specification) stated an upgrade of the relief line speed from 100mph to 125mph between Reading and Didcot, so the disparity of running times between stoppers/freight and expresses will become even bigger.

It was badly cannibalised, but is now back with FGW^▸ (First Great Western) and is working trains today, so that's all 5 now back I think.  Perhaps the fourth diagram will start next week?  p.s. it's unit 180104 

Indeed, it's very tight.  I have seen the 17:32 depart on time, but it's rare normally leaving 1-5 minutes late.  Little can be done until rebuilding work at Oxford will hopefully lead to an extra through platform.  Even the proposed south facing bay platform might help in these circumstances, as the 17:24 terminator could in theory arrive there and wait it's next working at 18:01 to Paddington - though it would involve a bit of a trek for connecting passengers.

With the Oxford line improvement programme getting the go-ahead for between 2014-19 hopefully the situation will be vastly improved in a few years.  A sensible layout (in my opinion) would be to have the current Platform 1 stay as it is, Platform 2 to have bi-di signalling installed, Platform 3 to remain as it is.  Then two new north facing bay platforms for the Evergreen 3 and possibly some of the East-West Rail services.  A new south facing bay platform, and finally a new bi-di platform behind the current platform 2, using space vacated by the panel box in 2015 (with other station buildings partially demolished).  It would look something like this:

As you say it will depend on the individual.  I don't think that Reading based crew are obliged to do any litter picking as part of their contract (not sure about the Worcester ones) but some consider themselves above that kind of thing 'That's what cleaners are employed to do' and some are just lazy.  Others do a great job.