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Author Topic: Crossrail - The Elizabeth Line - ongoing discussion, merged topics  (Read 351992 times)
Reading General
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« Reply #1260 on: November 25, 2019, 01:48:15 pm »

A quick glance at that doesnít really highlight that there is another company. There will be many travelling on fast trains thinking this applies. Cue a ludicrous amount of annoying announcements on General station to add to the transport for a city up the road travel update.
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broadgage
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« Reply #1261 on: November 25, 2019, 01:51:04 pm »

I recall a widely reported ticketing dispute, on a train from Brighton IIRC. Two different operators involved, Southern and Thameslink.
Customer had a ticket valid only on one of these two operators, and boarded a train liveried in accordance with the ticket type. Unfortunately the train in the livery of company A was being hired or leased to company B, and the ticket marked "only valid on trains run by A" was therefore invalid. I cant recall how it ended, but this sort of thing shows the railway in a very poor light.

Wonder if any TFL trains will be hired to FGW, or vice-versa. Could be interesting ! "sorry sir, your ticket is only valid on TFL services, and this is a GWR service, you must pay a penalty of £20"

But says TFL on the side of the train !

"I cant help that, sir, the train is leased from TFL to GWR and is therefore a GWR service."

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A proper intercity train has a minimum of 8 coaches, gangwayed throughout, with first at one end, and a full sized buffet car between first and standard.
It has space for cycles, surfboards,luggage etc.
A 5 car DMU is not a proper inter-city train. The 5+5 and 9 car DMUs are almost as bad.
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« Reply #1262 on: November 26, 2019, 07:03:54 pm »

Here's Geoff Marshall's video report of the first morning of TfL services from Reading:

https://www.youtube.com/watch?v=SXV95PR7pEc
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Gordon the Blue Engine
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« Reply #1263 on: November 27, 2019, 11:03:08 am »

From 15th December 2019 the GWR website claims that, for Hanwell and Acton Mainline, "Great Western Railway will continue to operate some services from here at weekends".  Neither sees a Sunday service now are after 15th December, and I see no GWR trains stopping there on Saturdays after 15th December.  This explains why both stations disappear from GWR's T10 timetable and timetable map from 15th December of course. 

So I think the GWR website needs correcting. 
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Marlburian
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« Reply #1264 on: December 11, 2019, 10:01:33 am »

What Crossrail will bring to the people of Berkshire

I'm yet to be convinced about the benefits to people living in Reading itself, with toilet-less Crossrail services to Paddington taking 65 minutes. The advantages only begin when you get to London, with increased capacity and faster journeys through/under the Capital.

Originally Crossrail was intended to start at Maidenhead, but campaigning by local politicians led to it being extended to Reading. I can see that people using Maidenhead Station and stations between there and Paddington would benefit from boarding a Crossrail train to travel past Paddington.

I've no doubt that this has already been much debated, but thought that the article might be of interest. Not that I'm overly impressed by analyses on local news websites: a few weeks ago there was a short-lived travesty of an article that suggested that Crossrail would run express trains but wouldn't go to Swindon. A couple of critical comments led to it being taken down and replaced with something more accurate.

Marlburian
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Bmblbzzz
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« Reply #1265 on: December 11, 2019, 10:34:50 am »

Presumably (some) Reading commuters will benefit when it eventually runs through to Liverpool Street, or wherever it exactly will run to, by not having to change to tube at Paddington to reach City/Docklands/WEnd/etc? At least I thought that was the general idea.
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Reading General
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« Reply #1266 on: December 11, 2019, 10:47:34 am »

Once again a poor piece of journalism that doesnít really explain what is actually going on. Crossrail isnít taking over all the stopping services from Reading (general) to london, it will be taking over half of them. The article tells us that Maidenhead etc. will be getting the same trains with no toilet, it then goes on to suggest that the whole thing is a brand new line rather than a tunnel under central london. As for Rob Wilson fighting hard to get it, Iím guessing he too probably doesnít quite understand what itís going to be but wants to repeat that he was responsible for the project as it sounds great in a short conversation with people who will never use it and probably never question how viable it is. Crossrail has of course become a positive and negative word in the last few years.

The london workers snapping up new homes will all clearly be adding to the amount of people on the capital bound platforms 10 and 11 on Reading (general) station every morning, or is it hoped by TFL and GWR that people will all swap to the already existing slow services of which crossrail is? It looks to me that Londonís subsidised transport system gains a new form of income for little return, while increasing overcrowding on the fast line trains run by GWR, which will possibly be reduced in future, making the grand junction of opportunity to access the whole country from Reading (rather than just london) redundant and leaving us simply as the terminus to a long drawn out tube line that only goes one direction.

This is of course the writings of a cynic and only parts of it will probably come true but i still stand by the opinion that crossrail is an ill thought out project, creating capacity that could have been done for much less money on the GW main line.
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Marlburian
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« Reply #1267 on: December 11, 2019, 11:29:54 am »

Presumably (some) Reading commuters will benefit when it eventually runs through to Liverpool Street, or wherever it exactly will run to, by not having to change to tube at Paddington to reach City/Docklands/WEnd/etc? At least I thought that was the general idea.

How many regular commuters - or even occasional travellers - are going to want to spend 65 minutes between Reading and Paddington? Optimally one day they could still take a fast train and then change on to Crossrail at Paddington, though it remains to be seen how easy it will be to walk from one part of the station to another. Admittedly at the moment it's not much fun working one's way through the crowds to the Tube platforms.

Until recently I used to travel from Tilehurst to Liverpool Street off-peak a couple of times a month and, rather than change on to a faster service at Reading, would stay on the stopper until Ealing Broadway and the Central Line. (The first off-peak fast trains are usually very busy.)

Coming back in the rush hour,  I would aim for a semi-fast rather than a slow service.

BTW, good assessment, Reading General.

Marlburian
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Bmblbzzz
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« Reply #1268 on: December 11, 2019, 11:46:20 am »

Presumably (some) Reading commuters will benefit when it eventually runs through to Liverpool Street, or wherever it exactly will run to, by not having to change to tube at Paddington to reach City/Docklands/WEnd/etc? At least I thought that was the general idea.

How many regular commuters - or even occasional travellers - are going to want to spend 65 minutes between Reading and Paddington?
That's a good point, which I had failed to consider.
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didcotdean
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« Reply #1269 on: December 11, 2019, 12:09:23 pm »

When the full Crossrail service is in operation there will be two semi-fast services in the peaks to/from Reading, calling at Twyford, Maidenhead, Slough, West Drayton and Ealing Broadway only. The other two are to stop at all stations apart from Hanwell and Acton Main Line.
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Reading General
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« Reply #1270 on: December 11, 2019, 12:28:01 pm »

I guess there is the possibility of pricing people off the fast trains at the expense of time and I would hazard a guess that this is what TFL, GWR and the DFT are hoping happens but then we end up with a two tier railway, one for the regular folk and one for those, or the companies they work for, that can afford it. This could be repeated on a grander scale with HS2.
Crossrail and GWRís new timetable reinforces the national (at least southern England) idea that rail travel is simply for going to london and nothing else, when right now we should be considering making the railway as easy as possible to use, locally and nationally. With a private railway this was always going to happen, aim the service at the most popular and most money making opportunities at the expense of the lesser used (but equally important to get people out of cars) routes and lines. Add to this a city with a regulated transport system different to the rest of the nation that only has its own interests in mind and you have a railway which doesnít entice those people in cars mentioned in the article, to choose the train for as many journeys as possible.
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IndustryInsider
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« Reply #1271 on: December 11, 2019, 03:13:23 pm »

The main reason it was extended to Reading was to cater for the not insignificant number of passengers from places like Ealing, Hayes and West Drayton to Reading.  They were originally faced with a change at Slough onto a Reading to Slough shuttle service if original plans hadn't been changed.

There may well be the odd niche customer who decides to use the Elizabeth Line all the way out to Reading, but unless prices are significantly different then expect the vast majority to take a fast train to/from Paddington and change there.  Remember there is a much more frequent service eastbound starting from Paddington when the Elizabeth Line commences, so unless there is major disruption on GWR then it will always be quicker than Elizabeth Line all the way.
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To view my GWML Electrification cab video 'before and after' video comparison, as well as other videos of the new layout at Reading and 'before and after' comparisons of the Cotswold Line Redoubling scheme, see: http://www.dailymotion.com/user/IndustryInsider/
Reading General
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« Reply #1272 on: December 11, 2019, 08:23:38 pm »

So were GWR looking to completely give up service of the relief line between Slough and London, dividing a through line in two? I canít see TFL sympathising with those passengers from outer london heading west. Would the Didcot relief line service not have continued to do what it does today, providing a half hourly option heading east from those stations?
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