GWML Electrification - Campaign against bi-mode

[whole diary]

[paul7575]

Not sure. Obviously Connect is being consumed by CrossRail. I thought HEX was staying as a fast service?

The latest proposal, in the London and SE 2nd generation RUS^▸ (Route Utilisation Strategy), has HEx being absorbed into Crossrail, and running on the reliefs in the peaks, but on the fasts offpeak. Hence Hex and Connect will both be subsumed into Crossrail, but some trains may run fast west of Paddington or have a skip stop pattern, depending on time of day. 

Even though it is only a proposal, the Heathrow Airport Ltd (HAL) response to the relevant RUS (a stand alone document on NR^» (Network Rail - home page)'s website) accepts that it is the potential solution to providing more peak fast line paths into Paddington itself.  I'd also point out that a separate response from 'Heathrow Express' disagrees, but I understand HEx is a subsidiary of HAL, so the latter's point of view should be more relevant?

People seem to have different views on the seriousness of these RUS proposals, but having followed a few of them over a number of years they seem to predict what eventually happens on more occasions than not...

Edit:  More text from option A5 added:

This option is the only realistically viable means of fully responding
to the peak capacity gap. It is therefore likely to be required within
the RUS timescale, providing four extra fast trains per peak hour from
Reading or beyond to London in the current Heathrow Express paths.
The emerging service for Heathrow Airport, developed in response to
feedback received during the consultation, is for 10 Crossrail trains per
hour. The journey, based on a skip-stop pattern in the peaks, would
be longer than on the existing Heathrow Express, but the trains would
be significantly more frequent and would operate through central
London, rather than just to London Paddington.

Paul

[ChrisB]

That'll at least free up two more platforms at Pad for GWML^▸ (Great Western Main Line) services, which will be sufficient to cope those extra 4 fast services mentioned from west of Reading.

It's not looking hopeful for west of Maidenhead's fast serices though....that's the fast lines completely taken up again....

[Btline]

That'll at least free up two more platforms at Pad for GWML^▸ (Great Western Main Line) services, which will be sufficient to cope those extra 4 fast services mentioned from west of Reading.
It's not looking hopeful for west of Maidenhead's fast serices though....that's the fast lines completely taken up again....

Yes, I'm still quite concerned about some fast services. So assuming Crossrail goes to Reading and takes over the slow lines and HeX is axed:

After IEP^▸ (Intercity Express Program / Project. This will offer more capacity on routes, save money, give a consistent and safe service and meet customer requirements. Intended to replace HSTs.) the Newburys/Bedwyns could be run by 125 mph stock, so a call at Maidenhead would be possible off peak without slowing journey times.

Slough - hopefully OXF^» (Oxford - next trains) fasts will continue to call off peak. IEP should help get journey times down for OXF and Cotswolds.

Twyford. How about stopping the off peak Cheltenhams here? After redoubling and IEP, I'm assuming they'll be an hourly service from London. IEP and redoubling work would compensate for extra stop.

*Off peak: this plan would enable an hourly fast service from each of the main places between Reading and London (half hourly for Slough), in addition to Crossrail.

*In the peaks, the axed HeX paths would be switched to Reading/Basingstoke using IEP. Each one could make one stop at Slough, Maidenhead or Twyford. IEP would compensate for the extra stop.

Are there any other places that currently have a "fast"/semi fast service to Paddington? Hopefully the skip stop pattern will keep journey times ok for places like West Drayton and Hayes. Not to mention the fact that West End and City workers may not need to use the tube.

[Electric train]

There are a number of things that constrain the number of paths out of Paddington one is the platform capacity at Reading this will be largely solved with the Reading rebuild, another is the 1960's multi aspect signaling system which was designed for slow accelerating locomotives and vacuum wheel rim cast iron block breaked stock this will be improved with ERTMS^▸ (European Rail Traffic Management System. A future railway signalling system, with equipment located in the driver's cab, rather than lineside).

You can forget trying to compare post Crossrail, GWML^▸ (Great Western Main Line) electrification, IEP^▸ (Intercity Express Program / Project. This will offer more capacity on routes, save money, give a consistent and safe service and meet customer requirements. Intended to replace HSTs.) and Reading rebuild timetabling and train services with the current timetable and services, these schemes will give the opportunity for train planners both NR^» (Network Rail - home page) and TOC^▸ (Train Operating Company)'s to think out of the box add in other schemes that have happened or are planned such as the Cotswold redoubling, re-signaling in South Wales etc