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Author Topic: Services from London / Reading to Bedwyn - update for 2018 and beyond  (Read 9566 times)
grahame
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« on: November 19, 2017, 10:08:12 am »

By email from Bedwyn Trains

Quote
Continuation of through trains to Paddington

We understand that plans to facilitate the continuation of our through trains, post electrification, to and from Paddington are still very much ‘on track.’ These will be the new hybrid trains that will run on electric as far as Newbury then on diesel down to Bedwyn. This will require the extension of our turn back siding during 2018.

Next timetable change                     

The effective date for this change has been put back from Mid-December to January 2nd. The reason for this would appear to be due to extensive engineering work to be carried out over the Christmas period.

Here follows details about the new timetable for 2018:

Monday to Friday

A major change is that the standard departure time for Paddington to Bedwyn services has been moved forward from xx18 to xx06, (xx07 in the evening peak). Paddington to Plymouth/Penzance trains will move from xx06 to xx03. It would appear that this is in preparation for the main change in January 2019 when, all being well we will see the introduction of new bi-mode trains on our route. The return departures from Bedwyn are largely unchanged so this will allow more turn-round time and should improve punctuality. However, there is more variation in departure times during the off-peak period, with the earliest xx33 and latest xx41.

Specific changes include:

0518 Bristol Temple Meads – Paddington (via Westbury) to call additionally at Bedwyn (0629) and Kintbury.

0756 Bedwyn – Newbury extended to Reading. Will have extended wait in Newbury, then run all stations to Reading, so will be somewhat slow.

1645 Bedwyn – Newbury extended all stations to Reading.

1954 Bedwyn – Paddington amended to run to Reading (all stations).

2033 Bedwyn – Reading all stations replaced by 2036 Bedwyn – Paddington.

Last three eastbound services run later than at present, at 2118, 2222 and 2317.

1607 Paddington – Bedwyn, due to running earlier will replace 1708 Newbury – Bedwyn shuttle.

1649 Reading – Bedwyn takes same path as current 1618 Paddington – Bedwyn, so provides connection to fast service at Newbury.

1707 Paddington – Westbury extended to Frome.

New train 1906 Paddington – Bedwyn calling Twyford, then all stations to Bedwyn. Slightly longer journey time than the current 1903 from Paddington, but avoids the potential problem of a missed connection at Newbury.

2007 Reading – Bedwyn, new all stations train. This will provide a connection at Newbury to a new 2003 Paddington to Plymouth train, which replaces the discontinued 1945 service. Not great for Pewsey and Westbury passengers who will have a longer gap of 90 minutes after the 1833.

This will add one extra train in each direction. Also a slight increase in through trains to and from Paddington.

Saturdays

0605 Bedwyn – Paddington will now terminate at Reading.

Hourly through trains then continue until 1841.

2047 Bedwyn – Reading extended to Paddington.

Last three eastbound trains run later than at present at 2135, 2219 and 2322.

Effectively an hourly incoming service with through trains from Paddington between 0807 and 1807 inclusive. All leave Paddington at xx07 compared to xx06 on weekdays.

No change to total number of trains in each direction and general level of service.

However, a major change appears to be that, despite this being a ‘winter’ timetable NO trains running beyond Bedwyn will stop at Bedwyn (or Hungerford). All four of the current trains that make such stops will still be running, but will run fast between Newbury and Pewsey. This clearly underlines one of our priorities for the new franchise from 2020, assuming that everything goes according to plan with regards to through services being maintained from 2019.

Sundays

Appears to be very much a case of the continuation of the long-standing two-hourly service, in this particular timetable starting from and terminating at Reading.

Franchise consultation

The Greater Western franchise is due to be renewed in early 2020 and as part of that process a consultation is to take place next year. We have already had a meeting with the Department for Transport (DfT) team and put forward some general aspirations for the next franchise. There will be the opportunity for individual submissions to the consultation, but in the meantime we would like to hear from any station users who have specific points that we could include in our detailed response.
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IndustryInsider
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« Reply #1 on: November 19, 2017, 11:23:49 am »

Good to see longer turnarounds at Bedwyn.  Currently if a train from Paddington arrives late it then departs late on its next trip back as there’s only 7-8 minutes for the driver to check the train is empty and shunt into the reversing siding and back out again.  Most of the services in the new timetable will give the driver twice as long to do that.

Come 2019 the B&H route should see a big boost in capacity and quality of service, with 4-car 387s working the local Reading to Newbury services, and 5-car (10-car in peaks) IETs Working the Paddington to Bedwyn/further afield services that are now mostly in the hands of 3-car Turbos.
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grahame
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« Reply #2 on: January 24, 2018, 03:42:56 pm »

Can someone check my IET arithmetic?

1 x IET every hour, Paddington to Bedwyn = 3 trains
1 x IET every 2 hours, Paddington to Exeter St Davids (PAD, RDG, NBY, BDW, most stations) = 3 trains
Total - 6 trains

1 x IET every hour, Paddington to Exeter St Davids  (PAD, RDG, NBY, KIT, HGD, BDW, most stations) = 6 trains

In other words - at the cost of 2 extra stops on the way into London, places like Castle Cary, Frome, Westbury, Devizes Parkway, and Pewsey could have a train every hour rather than one every 2 hours.   Also provides services from Hungerford, Bedwyn and Pewsey westwards which are very very slim (to the extent of being unusable in dome cases) at present.

Extension beyond Exeter to/via Plymouth or to Paignton (alternating, one muses?) once overtaken by the high speed "Peninsular Express" at Exeter would require further IET diagrams, but would release other rolling stock with a potential to re-jig within current unit "headcount".
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stuving
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« Reply #3 on: January 24, 2018, 04:09:51 pm »

Can someone check my IET arithmetic?

1 x IET every hour, Paddington to Bedwyn = 3 trains
1 x IET every 2 hours, Paddington to Exeter St Davids (PAD, RDG, NBY, BDW, most stations) = 3 trains
Total - 6 trains

1 x IET every hour, Paddington to Exeter St Davids  (PAD, RDG, NBY, KIT, HGD, BDW, most stations) = 6 trains

In other words - at the cost of 2 extra stops on the way into London, places like Castle Cary, Frome, Westbury, Devizes Parkway, and Pewsey could have a train every hour rather than one every 2 hours.   Also provides services from Hungerford, Bedwyn and Pewsey westwards which are very very slim (to the extent of being unusable in dome cases) at present.

Extension beyond Exeter to/via Plymouth or to Paignton (alternating, one muses?) once overtaken by the high speed "Peninsular Express" at Exeter would require further IET diagrams, but would release other rolling stock with a potential to re-jig within current unit "headcount".

Well, your plan A has 3 tph to Bedwyn - so reducing that to 2 tph in plan B does free up trains for the longer route.

If you meant only 1 tp2h to Bedwyn in plan A, that would use 1.5 diagrams (plus 3 = 4.5), which is doable - but not if self-contained since a train comes back after 3 hours, and it's not needed for an hour. In the original sketch of a timetable, there were (for much of the day) alternate Exeter and Westbury trains, which uses 5 diagrams.
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grahame
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« Reply #4 on: January 24, 2018, 05:42:37 pm »

Well, your plan A has 3 tph to Bedwyn - so reducing that to 2 tph in plan B does free up trains for the longer route.

If you meant only 1 tp2h to Bedwyn in plan A, that would use 1.5 diagrams (plus 3 = 4.5), which is doable - but not if self-contained since a train comes back after 3 hours, and it's not needed for an hour. In the original sketch of a timetable, there were (for much of the day) alternate Exeter and Westbury trains, which uses 5 diagrams.

I think I may have been confusing in what I wrote ... let me clarify

There is an hourly (probably) train that has few intermediate stops - just over 2 hours to Exeter, and just over 3 to Plymouth.

In addition to the base hourly express, on plan A beyond Newbury there is:
1. A service from Paddington that goes as far as Bedwyn every hour
2. A service from Paddington that goes to Exeter every 2 hours
If the Bedwyn trains leave Paddington at 11:06, 12:06, 13:06 ... the 11:06 set will be back to run the 14:06
If the Exeter trains leave Paddington at 11:36, 13:36, 15:36 ... the  11:36 set will be back to run the 17:36

In addition to the base hourly express, on plan B beyond Newbury there is
1. A service from Paddington that goes to Exeter every hour
If the Exeter trains leave Paddington at 11:06, 12:06, 13:06, 14:06, 15:06, 16:06, the 11:06 set runs the 17:06

I think the alternate turn backs at Westbury and Exeter went by the wayside in a previous iteration of slight of hand - I'm sure we would have been advised "no - it's hourly from 2019 to Westbury" if that idea was still in play.









« Last Edit: January 24, 2018, 06:58:24 pm by grahame » Logged

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« Reply #5 on: January 24, 2018, 09:22:30 pm »

Quote
New train 1906 Paddington – Bedwyn calling Twyford, then all stations to Bedwyn.

In terms of my stepping-off point at Thatcham, that sounds like great news, as an addition to today's 1706/1806 which are the evening HST semi-fasts that we get today. In my experience, those 2 current ones drop enough passengers at Twyford to be useful from Reading.

However, presumably it will be a 5-car IET, unless the turn-back at Bedwyn is going to be very long indeed?

I've also been wondering how many minutes faster the Bedwyn semi-fasts will be than they are today, bearing in mind that they will run at 125 (instead of 90 for today's Turbo-operated ones) between PAD and RDG?
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« Reply #6 on: January 25, 2018, 07:23:07 am »

My place of work has just let staff know:

Network Rail need to undertake upgrade works between Reading and Newbury and will have to close the railway line for specified periods in 2018.

The first phase of works is scheduled to take place over the following four-day periods, with an number of additional line blocks required to complete the work.
Monday 12 March until Thursday 15 March
Monday 23 April until Thursday 26 April

And then:
Season ticket holders can also change their tickets to travel from Didcot Parkway or Whitchurch.
When did the line cross the Thames again?
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« Reply #7 on: January 25, 2018, 07:49:40 am »

My place of work has just let staff know:

Network Rail need to undertake upgrade works between Reading and Newbury and will have to close the railway line for specified periods in 2018.

The first phase of works is scheduled to take place over the following four-day periods, with an number of additional line blocks required to complete the work.
Monday 12 March until Thursday 15 March
Monday 23 April until Thursday 26 April

And then:
Season ticket holders can also change their tickets to travel from Didcot Parkway or Whitchurch.
When did the line cross the Thames again?
Further info can be found here:
https://www.gwr.com/travel-updates/planned-engineering/newbury2018
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« Reply #8 on: January 25, 2018, 08:14:12 am »

I've also been wondering how many minutes faster the Bedwyn semi-fasts will be than they are today, bearing in mind that they will run at 125 (instead of 90 for today's Turbo-operated ones) between PAD and RDG?

Potentially a 5 minute saving between Paddington and Reading, and a further couple of minutes from there to Newbury with the much better acceleration under electric power.
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« Reply #9 on: January 25, 2018, 09:28:35 am »

Grahame, you should take a look at this as Trans-Wilts timetable severely disprupted by this.

My place of work has just let staff know:

Network Rail need to undertake upgrade works between Reading and Newbury and will have to close the railway line for specified periods in 2018.

The first phase of works is scheduled to take place over the following four-day periods, with an number of additional line blocks required to complete the work.
Monday 12 March until Thursday 15 March
Monday 23 April until Thursday 26 April

And then:
Season ticket holders can also change their tickets to travel from Didcot Parkway or Whitchurch.
When did the line cross the Thames again?
Further info can be found here:
https://www.gwr.com/travel-updates/planned-engineering/newbury2018
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grahame
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« Reply #10 on: January 25, 2018, 10:01:54 am »

Grahame, you should take a look at this as Trans-Wilts timetable severely disprupted by this.

Thanks for the alert - indeed it is.   

We are already alerting out commuters and have plans to inform the wider potentially travelling public too.

Transport Focus were telling us yesterday that passengers prefer to remain on trains, even if their journeys are a bit longer, rather than being dumped transferred onto buses. We have asked that certain long distance trains which have up to 15 minutes of pathing allowance in their schedules fill in some of the calls, but apparently that's not the sort of thing that pathing allowances are for. In any case it's less that 12 weeks to the first closure so the timetable is cast in stone.  Network Rail have been in trouble for giving less that 12 weeks notice, so would not entertain any late changes; my contacts tell me that they gave GWR 13 weeks notice of the first of these sets of engineering works and there was a scramble to get replacement timings in place.  Have to love the joined up railway.

Having had my grouch, we can handle it with good notice - the big problem for our regulars is when a train is cancelled at a few hours notice or less.  For example, when on Sunday night the TransWilts train was parked up at Swindon rather than Westbury for the night ... and customers woke to found their morning commute run cancelled. The line only survived from 1966 into the 1980s because of freight and diversion traffic, and we made a calculated decision in 2013 to go for the trail service at that point even though we would have quite a few engineering diversions for "a couple of years" while electrification work was completed.
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