Reading Station improvements

[whole diary]

[Adelante_CCT]

Cow Lane Bridges final phase work delayed

http://www.getreading.co.uk/news/reading-berkshire-news/cow-lane-bridges-final-phase-11088551


Typical.

[Noggin]

Cow Lane Bridges final phase work delayed

http://www.getreading.co.uk/news/reading-berkshire-news/cow-lane-bridges-final-phase-11088551


Typical.

Yes, but wasn't it established that problem was down to Network Rail assuming that RBC^‡(resolve) had the land that was needed for the project? And furthermore when it was pointed out that RBC in fact didn't own the land they behaved in a very offhand manner with the landowners (some of whom will be inconvenienced) and dishonest with the public.

As for a cock-up like the objections being withdrawn but a procedural loophole meaning that it still had to go to the planning inspector suggests that, a) RBC's legal team are *very* unlucky, b) RBC's legal team don't know their ars*es from their elbows, and/or c) they p***ed off a complainant sufficiently for them to go to extremes to stuff RBC.

Of course my memory could be failing me, but I think there's a lot more to it than Cllr Page is admitting.

[IndustryInsider]

A brief discussion had this afternoon about the Tilehurst fatality.  Condolences to friends, family and staff involved.

http://www.firstgreatwestern.info/coffeeshop/index.php?topic=16899.0

I happened to be at Reading during the line closure that followed the incident, which is the first time I've been at Reading to see how it now copes with major disruption operationally with the new layout.

I recall many previous occasions when, during similar levels of disruption, the station just collapsed operationally.  There were soon queues of passenger and freight trains unable to move often regardless of destination with the four through platforms occupied by trains.  The only way round it was to turf everyone out of a train and find a siding for it somewhere causing the station to get full very quickly and things become very miserable.

Contrast that with today.  Hardly any trains had to be de-trained and, sensibly, routes through one, if not two, of the through platforms were kept clear to keep freight and, crucially, most of the passenger trains to and from the Newbury/Basingstoke direction moving.  Two or three HSTs^▸ (High Speed Train) sat in the higher numbered platforms for almost an hour before the down main line reopened.  They couldn't get direct access to that, so had to shunt out via the new Kennet Bridge Loop before coming back through the station, but at least the passengers stayed on board throughout.  Some departures from around noon onwards were held at Paddington as usual to help keep things moving at Reading.

Regarding staff visibility, I certainly noticed many staff assisting, especially on the transfer deck, including the very proactive Duty Manager.  Something that has been sadly lacking before.

The trouble with the situation is that there was still a lot of disruption, delays and cancellations, which continued for many hours (as usual Control at Swindon were soon overwhelmed), and many passengers would have had a delayed and uncomfortable journey.  However, had a situation like that occurred with the old layout I can guarantee that there would have been literally hundreds more delay minutes caused.

Another thumbs-up for the new flexible layout - even if it might not be obvious to Joe Public!

[BerkshireBugsy]

A brief discussion had this afternoon about the Tilehurst fatality.  Condolences to friends, family and staff involved.

http://www.firstgreatwestern.info/coffeeshop/index.php?topic=16899.0

I happened to be at Reading during the line closure that followed the incident, which is the first time I've been at Reading to see how it now copes with major disruption operationally with the new layout.

I recall many previous occasions when, during similar levels of disruption, the station just collapsed operationally.  There were soon queues of passenger and freight trains unable to move often regardless of destination with the four through platforms occupied by trains.  The only way round it was to turf everyone out of a train and find a siding for it somewhere causing the station to get full very quickly and things become very miserable.

Contrast that with today.  Hardly any trains had to be de-trained and, sensibly, routes through one, if not two, of the through platforms were kept clear to keep freight and, crucially, most of the passenger trains to and from the Newbury/Basingstoke direction moving.  Two or three HSTs^▸ (High Speed Train) sat in the higher numbered platforms for almost an hour before the down main line reopened.  They couldn't get direct access to that, so had to shunt out via the new Kennet Bridge Loop before coming back through the station, but at least the passengers stayed on board throughout.  Some departures from around noon onwards were held at Paddington as usual to help keep things moving at Reading.

Regarding staff visibility, I certainly noticed many staff assisting, especially on the transfer deck, including the very proactive Duty Manager.  Something that has been sadly lacking before.

The trouble with the situation is that there was still a lot of disruption, delays and cancellations, which continued for many hours (as usual Control at Swindon were soon overwhelmed), and many passengers would have had a delayed and uncomfortable journey.  However, had a situation like that occurred with the old layout I can guarantee that there would have been literally hundreds more delay minutes caused.

Another thumbs-up for the new flexible layout - even if it might not be obvious to Joe Public!

Thanks for that II - out of interest how do you feel comms between GWR^▸ (Great Western Railway) and the travelling public went? This is often the cause for complain - the "not knowing what's going on" issue

[IndustryInsider]

Difficult to say, BB.  Announcements were plentiful and staff in (reasonably) good supply, though I still overheard a few confused conversations between passengers.  The CIS^▸ (Customer Information System) struggled to keep up, with the 'delayed' and 'cancelled' trains dominating the boards leaving little room for the 'on time' departures.  The only really confusing moment I witnessed was when an Oxford fast (I think) was terminated and turned into a London bound stopper - with the driver and passengers on board finding out last of all.

[BerkshireBugsy]

Difficult to say, BB.  Announcements were plentiful and staff in (reasonably) good supply, though I still overheard a few confused conversations between passengers.  The CIS^▸ (Customer Information System) struggled to keep up, with the 'delayed' and 'cancelled' trains dominating the boards leaving little room for the 'on time' departures.  The only really confusing moment I witnessed was when an Oxford fast (I think) was terminated and turned into a London bound stopper - with the driver and passengers on board finding out last of all.

I'm not surprised about the CIS - I know when overrunning engineering works have happened the CIS just can't cope with all the changes.

[Adelante_CCT]

I happened to be at Reading during the line closure that followed the incident, which is the first time I've been at Reading to see how it now copes with major disruption operationally with the new layout.

I recall many previous occasions when, during similar levels of disruption, the station just collapsed operationally.  There were soon queues of passenger and freight trains unable to move often regardless of destination with the four through platforms occupied by trains.  The only way round it was to turf everyone out of a train and find a siding for it somewhere causing the station to get full very quickly and things become very miserable.

Contrast that with today.  Hardly any trains had to be de-trained and, sensibly, routes through one, if not two, of the through platforms were kept clear to keep freight and, crucially, most of the passenger trains to and from the Newbury/Basingstoke direction moving.  Two or three HSTs^▸ (High Speed Train) sat in the higher numbered platforms for almost an hour before the down main line reopened.  They couldn't get direct access to that, so had to shunt out via the new Kennet Bridge Loop before coming back through the station, but at least the passengers stayed on board throughout.  Some departures from around noon onwards were held at Paddington as usual to help keep things moving at Reading.

Regarding staff visibility, I certainly noticed many staff assisting, especially on the transfer deck, including the very proactive Duty Manager.  Something that has been sadly lacking before.

The trouble with the situation is that there was still a lot of disruption, delays and cancellations, which continued for many hours (as usual Control at Swindon were soon overwhelmed), and many passengers would have had a delayed and uncomfortable journey.  However, had a situation like that occurred with the old layout I can guarantee that there would have been literally hundreds more delay minutes caused.

Another thumbs-up for the new flexible layout - even if it might not be obvious to Joe Public!

Agreed, though to be fair they did manage to get the Down Main open within 40 minutes of the incident which would have helped relieve congestion. The other lines opening around 90 or so minutes later. But yes, certainly positives of having a more flexible layout.


I mentioned on this thread: http://www.firstgreatwestern.info/coffeeshop/index.php?topic=16899.0 about the 12:33 from BRI^» (Bristol Temple Meads - next trains) being diverted via Taunton, sadly for these passengers I see they arrived RDG^‡(resolve) & PAD^» (Paddington (London) - next trains) 40 minutes AFTER those on the 13:34 from BRI.

[IndustryInsider]

Agreed, though to be fair they did manage to get the Down Main open within 40 minutes of the incident which would have helped relieve congestion. The other lines opening around 90 or so minutes later. But yes, certainly positives of having a more flexible layout.

Yes, a rough average (based on my many experiences over the years) is 60-75 minutes to get at least one of the lines back in use, so in that respect it was an 'easier' incident to deal with.

[John R]

I mentioned on this thread: http://www.firstgreatwestern.info/coffeeshop/index.php?topic=16899.0 about the 12:33 from BRI^» (Bristol Temple Meads - next trains) being diverted via Taunton, sadly for these passengers I see they arrived RDG^‡(resolve) & PAD^» (Paddington (London) - next trains) 40 minutes AFTER those on the 13:34 from BRI

Indeed. 1133 from BRI, held at SWI^» (Swindon - next trains) for 50 and then sent via the B&H^▸ (Berks and Hants - railway line from Reading to Taunton via Westbury), arrived RDG at 1514
            1233 from BRI, left 25 late, ran via Taunton, arrived RDG at 1518
            1333 from BRI, ran straight through, arrived RDG at 1443.

Hindsight is a wonderful thing but having held the 1133 for so long at SWI, there must have been an idea that the line would be open sooner than the 90 minute time penalty that would be incurred by rerouting it.   

[ChrisB]

In my experience its worth waiting generally....diversions iften take over an hour longer, and as posted earlier, a lot are cleared within 90 minutes.

That, plus you often arrive after the incident, thus the wait is not often the full length of the disruption anyway

[Jason]

In my experience its worth waiting generally....diversions iften take over an hour longer, and as posted earlier, a lot are cleared within 90 minutes.

Seconded, especially at Paddington in the evening rush. Diverting via Waterloo is most unpleasant and time consuming compared with heading to the nearest pub for a couple of hours.

[IndustryInsider]

And thirded, though the problems would often be pretty horrendous at start up again if everyone waited, so it's best to encourage people to use alternative routes, even if on occasions you might not be sure they will save any time over waiting.

[BBM]

In my experience its worth waiting generally....diversions iften take over an hour longer, and as posted earlier, a lot are cleared within 90 minutes.

Seconded, especially at Paddington in the evening rush. Diverting via Waterloo is most unpleasant and time consuming compared with heading to the nearest pub for a couple of hours.

A few years ago I arrived at PAD^» (Paddington (London) - next trains) to find that there was no service due to a fatality and announcements were advising everyone to head for Waterloo. Not fancying that diversion I immediately decided to get something from Burger King, find somewhere to sit and pass the time eating. As soon as I took my first bite there was an announcement that the line had reopened and that a fast service to OXF^» (Oxford - next trains) calling at MAI^▸ (Maidenhead station) and TWY^▸ (Twyford station) was at a platform. (I hate people who eat burgers on trains but I was one such person that evening... )

[Red Squirrel]

...find someone to sit and pass the time eating.

Goodness me, I've seen people admit to eccentric behaviour on this forum, but this is the first confession of cannibalism I can remember.

[BBM]

...find someone to sit and pass the time eating.

Goodness me, I've seen people admit to eccentric behaviour on this forum, but this is the first confession of cannibalism I can remember.

Duh!  I've now corrected my post