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Shenanigans at Paddington
Yesterday evening - Monday 20'th - in the middle of the rush hour -
the LED departure board system at Paddington went u/s. THOUSANDS of commuters ended up milling around with no-one knowing which platforms their respective trains were departing from. The hapless staff knew even less, and there wasn't a gold-braided manager in sight. Naturally Paddington being one of the least organised of our major stations, train departures never have regular departure platforms - unlike say Amsterdam where the platforms are timetabled and rarely switched - no- one knew what the hell was going on. PA announcements were made but the wonder of this station is that the acoustics are perfect for echoes and so the announcements were indistinct as usual. Even the staff had a problem repeating what had just been announced. The BTP were in attendance - not to help out - but to ward off irate commuters from approaching the FGW gate line staff. CJB. |
Shenanigans at Paddington
On Oct 21, 1:14*pm, CJB wrote:
Yesterday evening - Monday 20'th - in the middle of the rush hour - the LED departure board system at Paddington went u/s. THOUSANDS of commuters ended up milling around with no-one knowing which platforms their respective trains were departing from. The hapless staff knew even less, and there wasn't a gold-braided manager in sight. Naturally Paddington being one of the least organised of our major stations, train departures never have regular departure platforms - unlike say Amsterdam where the platforms are timetabled and rarely switched - no- one knew what the hell was going on. PA announcements were made but the wonder of this station is that the acoustics are perfect for echoes and so the announcements were indistinct as usual. Even the staff had a problem repeating what had just been announced. The BTP were in attendance - not to help out - but to ward off irate commuters from approaching the FGW gate line staff. CJB. Reading a CJB piece on FGW is a bit like reading an Andrew Gilligan piece on Ken Livingstone, isn't it? I had an excellent set of journeys on FGW over the weekend (London - Reading, Aldermaston - Reading, Reading - Bristol, Bristol - London). All the trains were on time, and while the absence of departure LEDs at Aldermaston was a bit disconcerting (I hate being at a country station with a limited service and having no idea whether it's running OK or not), the automatic tannoys did a reasonably good job of making up for it. The refurb HSTs have comfortable seats, and the table trays are definitely laptop-sized. Although they are, definitely, too damn bright. The night setting of 50% would probably be about right for daytime; a 25% setting would work for night; saving 100% for interrogating fare-dodgers. Also, have they really turned the tiolet in coach A into a staff-only bog (and if so, err, why exactly?). And was amused by the 'normals' getting off saying 'I like these new trains, but why on earth have they fitted the old-fashioned slamming doors to them?' Although the weekday off-peak single fare of GBP14 to Reading is a bit thieving. And why on earth does the line from Banbury to Oxford need closing quite so often - what're they doing to it, compared with the mainline...? (or is it just that it's 2-track rather than 4-track, and so total closure is the only option) -- John Band john at johnband dot org www.johnband.org |
Shenanigans at Paddington
.. Also, have they really turned the tiolet
in coach A into a staff-only bog (and if so, err, why exactly?). And was amused by the 'normals' getting off saying 'I like these new trains, but why on earth have they fitted the old-fashioned slamming doors to them?' As a FGW staff member I can reassure you that they have not turned the toilet in coach A into a staff only one. It is actually a trolley storage cupboard for the ill fated buffet removal program. As the buffets are to stay the toilet will be reinstated - eventually |
Shenanigans at Paddington
On Tue, 21 Oct 2008 05:14:22 -0700 (PDT), CJB
wrote: Yesterday evening - Monday 20'th - in the middle of the rush hour - the LED departure board system at Paddington went u/s. THOUSANDS of commuters ended up milling around with no-one knowing which platforms their respective trains were departing from. The hapless staff knew even less, and there wasn't a gold-braided manager in sight. Naturally Paddington being one of the least organised of our major stations, train departures never have regular departure platforms - unlike say Amsterdam where the platforms are timetabled and rarely switched - no- one knew what the hell was going on. Do they deliberately not use fixed platforms, like the farce at Euston that results in the race every time a train is called? Neil -- Neil Williams Put my first name before the at to reply. |
Shenanigans at Paddington
Neil Williams wrote:
Do they deliberately not use fixed platforms, like the farce at Euston that results in the race every time a train is called? Allegedly the "farce" you mention at Euston is deliberate, in case sets need to be swapped for whatever reason. If the peak services "always" departed from the same platforms, then it'd cause even more chaos if they did need to swap a set out, as they'd have to get all of the regulars off of the "wrong" platform. At least that's what I was told by someone who used to work at Euston. Cheers, Barry |
Shenanigans at Paddington
On Oct 21, 1:14 pm, CJB wrote:
Yesterday One day you might post something positive instead of these endless moans. Is your real name Henry Law perchance ? -- Nick |
Shenanigans at Paddington
On 21 Oct, 23:54, D7666 wrote:
On Oct 21, 1:14 pm, CJB wrote: Yesterday One day you might post something positive instead of these endless moans. Is your real name Henry Law perchance ? -- Nick He's got another letter in Rail Professional. |
Shenanigans at Paddington
On Tue, 21 Oct 2008 23:22:02 +0100, Barry Salter
wrote: Allegedly the "farce" you mention at Euston is deliberate, in case sets need to be swapped for whatever reason. If the peak services "always" departed from the same platforms, then it'd cause even more chaos if they did need to swap a set out, as they'd have to get all of the regulars off of the "wrong" platform. This is probably the reason, but it isn't a good one. Platform alterations happen all the time in other stations, and do not generally cause "chaos". Neil -- Neil Williams Put my first name before the at to reply. |
Shenanigans at Paddington
Neil Williams wrote:
On Tue, 21 Oct 2008 23:22:02 +0100, Barry Salter wrote: Allegedly the "farce" you mention at Euston is deliberate, in case sets need to be swapped for whatever reason. If the peak services "always" departed from the same platforms, then it'd cause even more chaos if they did need to swap a set out, as they'd have to get all of the regulars off of the "wrong" platform. This is probably the reason, but it isn't a good one. Platform alterations happen all the time in other stations, and do not generally cause "chaos". Euston isn't the ideal place to do that kind of thing. The only interchange between platforms (assuming the subterranean tunnels are off limits) is via the concourse, which is at a different level, and Euston probably has a fair proportion of longer-distance travellers with luggage, who will not only be slower than average, but will also get in the way of others making their way from platform X to Y. With just a bit of bad luck, chaos (for once) could turn out to be the best word to describe the result. -- http://gallery120232.fotopic.net/p12198536.html (50 011 at Birmingham New Street, 1979) |
Shenanigans at Paddington
On Tue, 21 Oct 2008 05:33:26 -0700 (PDT) someone who may be John B
wrote this:- The refurb HSTs have comfortable seats, I travelled on one recently. I thought that it was generally a good job, though they should have installed wi-fi. However, the ridiculous seat backs not only cut off the view, they also make it more difficult to walk along the train. BTW the view is not some fancy optional extra, observation by fellow passengers has some effect on what is now called anti-social behaviour and the police have been trying to get councils to design out hidden spaces for decades. I suggest that this is far more important for passengers as it is something they may experience every day, a crash is something most passengers never experience. -- David Hansen, Edinburgh I will *always* explain revoked encryption keys, unless RIP prevents me http://www.opsi.gov.uk/acts/acts2000/00023--e.htm#54 |
Shenanigans at Paddington
On 22 Oct, 06:31, (Neil Williams)
wrote: On Tue, 21 Oct 2008 23:22:02 +0100, Barry Salter wrote: Allegedly the "farce" you mention at Euston is deliberate, in case sets need to be swapped for whatever reason. If the peak services "always" departed from the same platforms, then it'd cause even more chaos if they did need to swap a set out, as they'd have to get all of the regulars off of the "wrong" platform. This is probably the reason, but it isn't a good one. *Platform alterations happen all the time in other stations, and do not generally cause "chaos". In Germany they are sufficiently confident in their system to print the platforms on the Abfahrt (departure) and Ankunft (arrival) posters, and on www.bahn.de tickets. I have only once had a platform change ... and that was because the preordained track was up for renewal. Is there any reason at all, except incompetence, why British railways could not do the same? Ian |
Shenanigans at Paddington
On 22 Oct, 08:59, The Real Doctor wrote:
Is there any reason at all, except incompetence, why British railways could not do the same? German stations usually have more platforms than UK ones - but Euston is a bit of an exception, as it could quite happily work with fewer than the 17 it has. Notably, the commuter operation practically never has platform alterations, and the diagrammed platforms are displayed well in advance. This allows one to go to the platform at leisure and spread along it ready for the train to arrive. Far better. Neil |
Shenanigans at Paddington
On Tue, Oct 21, 2008 at 11:22:02PM +0100, Barry Salter wrote:
Allegedly the "farce" you mention at Euston is deliberate, in case sets need to be swapped for whatever reason. If the peak services "always" departed from the same platforms, then it'd cause even more chaos if they did need to swap a set out, as they'd have to get all of the regulars off of the "wrong" platform. At least that's what I was told by someone who used to work at Euston. One would think that the same would apply at Victoria then, but trains there pretty much always leave from the same platform every day. -- David Cantrell | Nth greatest programmer in the world "The whole aim of practical politics is to keep the populace alarmed (and hence clamorous to be led to safety) by menacing it with an endless series of hobgoblins, all of them imaginary" -- H. L. Mencken |
Shenanigans at Paddington
On Oct 22, 12:38*pm, David Cantrell wrote:
Allegedly the "farce" you mention at Euston is deliberate, in case sets need to be swapped for whatever reason. If the peak services "always" departed from the same platforms, then it'd cause even more chaos if they did need to swap a set out, as they'd have to get all of the regulars off of the "wrong" platform. At least that's what I was told by someone who used to work at Euston. One would think that the same would apply at Victoria then, but trains there pretty much always leave from the same platform every day. ....as also happens on the commuter platforms at Euston. The general pattern in London termini seems to be that commuter trains leave from the same platform whilst intercity trains vary; I'm not sure why this is. -- John Band john at johnband dot org www.johnband.org |
Shenanigans at Paddington
On 2008-10-22 12:24:43 +0100, Neil Williams said:
On 22 Oct, 08:59, The Real Doctor wrote: Is there any reason at all, except incompetence, why British railways could not do the same? German stations usually have more platforms than UK ones - but Euston is a bit of an exception, as it could quite happily work with fewer than the 17 it has. Notably, the commuter operation practically never has platform alterations, and the diagrammed platforms are displayed well in advance. This allows one to go to the platform at leisure and spread along it ready for the train to arrive. Far better. Neil For the last three years I have lived and worked in Munich and I can confirm that the number of platforms available in the Hauptbahnhof (the 2 'wing' stations as well as the main hall) means that long distance trains are ready for boarding for up to 30 minutes before departure. (Apart from, of course, those that work to and from Salzburg and reverse in the Hbf). At Muenchen-Pasing however there is one island platform for the trains to and from both the Garmisch-Partenkirchen / Innsbrück and to Buchloe / Kempten / Oberstdorf routes. Any delay and trains have to be switched around - as this is an island the change is not difficult, but you should listen to the complaints! At Paddington in the peaks, because of the limited number of platforms the longer distance trains have to turn round in about 15 to 25 minutes, or less if an arriving train is delayed. Effectively only platforms 1 to 10 are available of which 6 and 7 are reserved for the Heathrow Express, i.e. there are only 8 usable platforms. Muenchen Hbf has more than 3 times as many. So to reach German levels of boarding time the number of trains leaving any platform in a given period has to be reduced. However to maintain the same capacity, some other work has to be done. Either: a) the trains, and therefore the platforms, have to be lengthened - possibly also further down the line b) if the trains are not lengthened then the number of platforms has to be increased. As the station and its roof is listed this means that station can only be widened. However the simplest solution to increase dwell times to reduce the number of trains and do nothing else - if ticket prices have to be increased to match demand and supply then this is also the most economic. If (a) or (b) is selected, then someone (i.e., I and my fellow taxpayers) will have to fork out serious money. I'll chose the scramble for the trains... By the way - Network Rail manages Paddington, not fGW. Complaints, please, to the correct address. -- Robert |
Shenanigans at Paddington
On Wed, 22 Oct 2008 06:28:12 GMT, Chris Tolley put finger to keyboard
and typed: Neil Williams wrote: On Tue, 21 Oct 2008 23:22:02 +0100, Barry Salter wrote: Allegedly the "farce" you mention at Euston is deliberate, in case sets need to be swapped for whatever reason. If the peak services "always" departed from the same platforms, then it'd cause even more chaos if they did need to swap a set out, as they'd have to get all of the regulars off of the "wrong" platform. This is probably the reason, but it isn't a good one. Platform alterations happen all the time in other stations, and do not generally cause "chaos". Euston isn't the ideal place to do that kind of thing. The only interchange between platforms (assuming the subterranean tunnels are off limits) is via the concourse, which is at a different level, and Euston probably has a fair proportion of longer-distance travellers with luggage, who will not only be slower than average, but will also get in the way of others making their way from platform X to Y. With just a bit of bad luck, chaos (for once) could turn out to be the best word to describe the result. It's always struck me that Euston is particularly badly designed, in this respect. Given that the concourse is at a different level to the platforms anyway, why not put the concourse *over* the platforms, instead of well to the rear of them? That not only allows for multiple routes down to each platform instead of just the one, but also makes the walking distance from concourse to train considerably shorter and gives you more concourse space. I know that having the concourse above the tracks can lead to a rather claustrophic platform area (compared to the airiness of, say, Kings Cross), but Euston doesn't exactly feel spacious to begin with so a lower roof over the platforms would hardly be a great loss. Mark -- http://www.railwaystations.info - creating a pictorial record of British railway stations |
Shenanigans at Paddington
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Shenanigans at Paddington
On 22 Oct, 19:51, Mark Goodge
wrote: It's always struck me that Euston is particularly badly designed, in this respect. Given that the concourse is at a different level to the platforms anyway, why not put the concourse *over* the platforms, instead of well to the rear of them? That not only allows for multiple routes down to each platform instead of just the one, but also makes the walking distance from concourse to train considerably shorter and gives you more concourse space. It could also allow all platforms to be extended to 12 cars+, which would be a real benefit. Neil |
Shenanigans at Paddington
On Oct 21, 1:33 pm, John B wrote:
was amused by the 'normals' getting off saying 'I like these new "Normals"? B2003 |
Shenanigans at Paddington
Boltar wrote:
On Oct 21, 1:33 pm, John B wrote: was amused by the 'normals' getting off saying 'I like these new "Normals"? People who merely use the trains rather than taking an interest in them. -- http://gallery120232.fotopic.net/p9633118.html (60 056 at Bridgend, 2 Jul 1999) |
Shenanigans at Paddington
On Wed, Oct 22, 2008 at 05:22:29AM -0700, John B wrote:
On Oct 22, 12:38=A0pm, David Cantrell wrote: One would think that the same would apply at Victoria then, but trains there pretty much always leave from the same platform every day. ...as also happens on the commuter platforms at Euston. The general pattern in London termini seems to be that commuter trains leave from the same platform whilst intercity trains vary; I'm not sure why this is. The longer distance trains from Victoria are also predictable. Not to quite the same extent as the local stoppers, but still very much predictable. -- David Cantrell | Cake Smuggler Extraordinaire Seven o'clock in the morning is something that happens to those less fortunate than me |
Shenanigans at Paddington
On Oct 22, 2:17 pm, Robert wrote:
On 2008-10-22 12:24:43 +0100, Neil Williams said: On 22 Oct, 08:59, The Real Doctor wrote: Is there any reason at all, except incompetence, why British railways could not do the same? German stations usually have more platforms than UK ones - but Euston is a bit of an exception, as it could quite happily work with fewer than the 17 it has. Notably, the commuter operation practically never has platform alterations, and the diagrammed platforms are displayed well in advance. This allows one to go to the platform at leisure and spread along it ready for the train to arrive. Far better. Neil For the last three years I have lived and worked in Munich and I can confirm that the number of platforms available in the Hauptbahnhof (the 2 'wing' stations as well as the main hall) means that long distance trains are ready for boarding for up to 30 minutes before departure. (Apart from, of course, those that work to and from Salzburg and reverse in the Hbf). At Muenchen-Pasing however there is one island platform for the trains to and from both the Garmisch-Partenkirchen / Innsbrück and to Buchloe / Kempten / Oberstdorf routes. Any delay and trains have to be switched around - as this is an island the change is not difficult, but you should listen to the complaints! At Paddington in the peaks, because of the limited number of platforms the longer distance trains have to turn round in about 15 to 25 minutes, or less if an arriving train is delayed. Effectively only platforms 1 to 10 are available of which 6 and 7 are reserved for the Heathrow Express, i.e. there are only 8 usable platforms. Muenchen Hbf has more than 3 times as many. So to reach German levels of boarding time the number of trains leaving any platform in a given period has to be reduced. However to maintain the same capacity, some other work has to be done. Either: a) the trains, and therefore the platforms, have to be lengthened - possibly also further down the line b) if the trains are not lengthened then the number of platforms has to be increased. As the station and its roof is listed this means that station can only be widened. or c) put in some underground platforms and call it Crossrail. Tim |
Shenanigans at Paddington
Boltar wrote:
On Oct 21, 1:33 pm, John B wrote: was amused by the 'normals' getting off saying 'I like these new "Normals"? If you have to ask ...... |
Shenanigans at Paddington
On 2008-10-23 17:08:42 +0100, TimB said:
On Oct 22, 2:17 pm, Robert wrote: On 2008-10-22 12:24:43 +0100, Neil Williams said: On 22 Oct, 08:59, The Real Doctor wrote: Is there any reason at all, except incompetence, why British railways could not do the same? German stations usually have more platforms than UK ones - but Euston is a bit of an exception, as it could quite happily work with fewer than the 17 it has. Notably, the commuter operation practically never has platform alterations, and the diagrammed platforms are displayed well in advance. This allows one to go to the platform at leisure and spread along it ready for the train to arrive. Far better. Neil For the last three years I have lived and worked in Munich and I can confirm that the number of platforms available in the Hauptbahnhof (the 2 'wing' stations as well as the main hall) means that long distance trains are ready for boarding for up to 30 minutes before departure. (Apart from, of course, those that work to and from Salzburg and reverse in the Hbf). At Muenchen-Pasing however there is one island platform for the trains to and from both the Garmisch-Partenkirchen / Innsbrück and to Buchloe / Kempten / Oberstdorf routes. Any delay and trains have to be switched around - as this is an island the change is not difficult, but you should listen to the complaints! At Paddington in the peaks, because of the limited number of platforms the longer distance trains have to turn round in about 15 to 25 minutes, or less if an arriving train is delayed. Effectively only platforms 1 to 10 are available of which 6 and 7 are reserved for the Heathrow Express, i.e. there are only 8 usable platforms. Muenchen Hbf has more than 3 times as many. So to reach German levels of boarding time the number of trains leaving any platform in a given period has to be reduced. However to maintain the same capacity, some other work has to be done. Either: a) the trains, and therefore the platforms, have to be lengthened - possibly also further down the line b) if the trains are not lengthened then the number of platforms has to be increased. As the station and its roof is listed this means that station can only be widened. or c) put in some underground platforms and call it Crossrail. Tim Absolutely, it would help a little bit more if Heathrow Express also went underground. The reason I didn't mention Crossrail was that earlier in the thread there was a suggestion that the inability to offer consistent platform allocation and longer boarding times was partly due to incompetence. I was trying to show that this was not necessarily the case. Anyway, if we assume that the traffic using Platforms 11 to 14 at Paddington is transferred to Crossrail and the platforms could be converted to accommodate longer trains that still gives a total of only 14 platforms compared to the 36 surface platforms in Munich. There is also an underground island platform on the S-Bahn which pumps out 28 to 30 trains per hour in each direction in the peaks for the local traffic; the surface platforms really are used for the outer-suburban and long distance trains only. So even with 14 full length platforms at Paddington it will be difficult to match German long distance dwell times. And Munich has a population of only 1.35 million compared to London's 10 million. I think we'll still have to rush.... -- Robert |
Shenanigans at Paddington
On 23 Oct, 20:21, Robert wrote: On 2008-10-23 17:08:42 +0100, TimB said: (snip) For the last three years I have lived and worked in Munich and I can confirm that the number of platforms available in the Hauptbahnhof (the 2 'wing' stations as well as the main hall) means that long distance trains are ready for boarding for up to 30 minutes before departure. (Apart from, of course, those that work to and from Salzburg and reverse in the Hbf). At Muenchen-Pasing however there is one island platform for the trains to and from both the Garmisch-Partenkirchen / Innsbrück and to Buchloe / Kempten / Oberstdorf routes. Any delay and trains have to be switched around - as this is an island the change is not difficult, but you should listen to the complaints! At Paddington in the peaks, because of the limited number of platforms the longer distance trains have to turn round in about 15 to 25 minutes, or less if an arriving train is delayed. Effectively only platforms 1 to 10 are available of which 6 and 7 are reserved for the Heathrow Express, i.e. there are only 8 usable platforms. Muenchen Hbf has more than 3 times as many. So to reach German levels of boarding time the number of trains leaving any platform in a given period has to be reduced. However to maintain the same capacity, some other work has to be done. Either: a) the trains, and therefore the platforms, have to be lengthened - possibly also further down the line b) if the trains are not lengthened then the number of platforms has to be increased. As the station and its roof is listed this means that station can only be widened. or c) put in some underground platforms and call it Crossrail. * Tim Absolutely, it would help a little bit more if Heathrow Express also went underground. *The reason I didn't mention Crossrail was that earlier in the thread there was a suggestion that the inability to offer consistent platform allocation and longer boarding times was partly due to incompetence. I was trying to show that this was not necessarily the case. Anyway, if we assume that the traffic using Platforms 11 to 14 at Paddington is transferred to Crossrail and the platforms could be converted to accommodate longer trains that still gives a total of only 14 platforms compared to the 36 surface platforms in Munich. There is also an underground island platform on the S-Bahn which pumps out 28 to 30 trains per hour in each direction in the peaks for the local traffic; the surface platforms really are used for the outer-suburban and long distance trains only. So even with 14 full length platforms at Paddington it will be difficult to match German long distance dwell times. And Munich has a population of only 1.35 million compared to London's 10 million. I think we'll still have to rush.... I'm not really up to date with this - was there not some possibility (should it actually really happen) that Crossrail might eat the Heathrow Express service altogether (longer journey times offset by the fact that Crossrail doesn't stop at Paddington)? I take it as a given that Crossrail would eat up Heathrow Connect. |
Shenanigans at Paddington
On 2008-10-23 21:17:43 +0100, Mizter T said:
On 23 Oct, 20:21, Robert wrote: On 2008-10-23 17:08:42 +0100, TimB said: (snip) For the last three years I have lived and worked in Munich and I can confirm that the number of platforms available in the Hauptbahnhof (th e 2 'wing' stations as well as the main hall) means that long distance trains are ready for boarding for up to 30 minutes before departure. (Apart from, of course, those that work to and from Salzburg and reverse in the Hbf). At Muenchen-Pasing however there is one island platform for the trains to and from both the Garmisch-Partenkirchen / Innsbrück and to Buchloe / Kempten / Oberstdorf routes. Any delay an d trains have to be switched around - as this is an island the change is not difficult, but you should listen to the complaints! At Paddington in the peaks, because of the limited number of platforms the longer distance trains have to turn round in about 15 to 25 minutes, or less if an arriving train is delayed. Effectively only platforms 1 to 10 are available of which 6 and 7 are reserved for the Heathrow Express, i.e. there are only 8 usable platforms. Muenchen Hbf has more than 3 times as many. So to reach German levels of boarding time the number of trains leavin g any platform in a given period has to be reduced. However to maintain the same capacity, some other work has to be done. Either: a) the trains, and therefore the platforms, have to be lengthened - possibly also further down the line b) if the trains are not lengthened then the number of platforms has t o be increased. As the station and its roof is listed this means that station can only be widened. or c) put in some underground platforms and call it Crossrail. * Tim Absolutely, it would help a little bit more if Heathrow Express also went underground. *The reason I didn't mention Crossrail was that earlier in the thread there was a suggestion that the inability to offer consistent platform allocation and longer boarding times was partly due to incompetence. I was trying to show that this was not necessarily the case. Anyway, if we assume that the traffic using Platforms 11 to 14 at Paddington is transferred to Crossrail and the platforms could be converted to accommodate longer trains that still gives a total of only 14 platforms compared to the 36 surface platforms in Munich. There is also an underground island platform on the S-Bahn which pumps out 28 to 30 trains per hour in each direction in the peaks for the local traffic; the surface platforms really are used for the outer-suburban and long distance trains only. So even with 14 full length platforms at Paddington it will be difficult to match German long distance dwell times. And Munich has a population of only 1.35 million compared to London's 10 million. I think we'll still have to rush.... I'm not really up to date with this - was there not some possibility (should it actually really happen) that Crossrail might eat the Heathrow Express service altogether (longer journey times offset by the fact that Crossrail doesn't stop at Paddington)? I take it as a given that Crossrail would eat up Heathrow Connect. I really don't know. I, also, have always assumed that Crossrail would take over Heathrow Connect and the rump of the local services to Slough as well as those to Maidenhead (and Reading?). But what happens to the Greenford service? If it reverts to being a shuttle will it turn round at Ealing Broadway or in the old milk dock at West Ealing? -- Robert |
Shenanigans at Paddington
I really don't know. I, also, have always assumed that Crossrail would take over Heathrow Connect and the rump of the local services to Slough as well as those to Maidenhead (and Reading?). But what happens to the Greenford service? If it reverts to being a shuttle will it turn round at Ealing Broadway or in the old milk dock at West Ealing? -- Robert West Ealing apparently http://www.ealing.gov.uk/services/tr...014508995.html and item 21.17 (page 4) in http://billdocuments.crossrail.co.uk...tEalingStn.pdf |
Shenanigans at Paddington
Robert wrote:
.......But what happens to the Greenford service? If it reverts to being a shuttle will it turn round at Ealing Broadway or in the old milk dock at West Ealing? It does become a shuttle into a new bay platform at West Ealing, there's stacks of detail on the Crossrail information website: http://tinyurl.com/65r3r9 pp 7/8 refers, very large file though unfortunately. HTH Paul S |
Shenanigans at Paddington
On 2008-10-23 21:58:52 +0100, "Paul Scott"
said: Robert wrote: .......But what happens to the Greenford service? If it reverts to being a shuttle will it turn round at Ealing Broadway or in the old milk dock at West Ealing? It does become a shuttle into a new bay platform at West Ealing, there's stacks of detail on the Crossrail information website: http://tinyurl.com/65r3r9 pp 7/8 refers, very large file though unfortunately. HTH Paul S Thanks for the information. I'll read it tomorrow... -- Robert |
Shenanigans at Paddington
On Oct 23, 4:56*pm, David Cantrell wrote:
One would think that the same would apply at Victoria then, but trains there pretty much always leave from the same platform every day. ...as also happens on the commuter platforms at Euston. The general pattern in London termini seems to be that commuter trains leave from the same platform whilst intercity trains vary; I'm not sure why this is. The longer distance trains from Victoria are also predictable. *Not to quite the same extent as the local stoppers, but still very much predictable. Aye, but the longest-distance Victoria trains are comparable in journey time to the longest-distance London Midland trains ex-Euston, not VWC. -- John Band john at johnband dot org www.johnband.org |
Shenanigans at Paddington
On 23 Oct, 23:25, John B wrote:
On Oct 23, 4:56*pm, David Cantrell wrote: One would think that the same would apply at Victoria then, but trains there pretty much always leave from the same platform every day. ...as also happens on the commuter platforms at Euston. The general pattern in London termini seems to be that commuter trains leave from the same platform whilst intercity trains vary; I'm not sure why this is. The longer distance trains from Victoria are also predictable. *Not to quite the same extent as the local stoppers, but still very much predictable. Aye, but the longest-distance Victoria trains are comparable in journey time to the longest-distance London Midland trains ex-Euston, not VWC. Hmm, LM EUS-Crewe next year, but anyway Victoria's longest (Littlehampton?) are longer than the Long Buckby and beyond trains from EUS. EUS - Northampton aren't bad (hour-long trips), and anything further is "Long distance", given the throughput. |
Shenanigans at Paddington
On Thu, 23 Oct 2008 15:25:00 -0700 (PDT), John B
wrote: Aye, but the longest-distance Victoria trains are comparable in journey time to the longest-distance London Midland trains ex-Euston, not VWC. ISTR that EUS-BHM on LM takes not all that dissimilar an amount of time as EUS-MAN on VT. Neil -- Neil Williams Put my first name before the at to reply. |
Shenanigans at Paddington
Paul Weaver wrote:
On 23 Oct, 23:25, John B wrote: On Oct 23, 4:56 pm, David Cantrell wrote: One would think that the same would apply at Victoria then, but trains there pretty much always leave from the same platform every day. ...as also happens on the commuter platforms at Euston. The general pattern in London termini seems to be that commuter trains leave from the same platform whilst intercity trains vary; I'm not sure why this is. The longer distance trains from Victoria are also predictable. Not to quite the same extent as the local stoppers, but still very much predictable. Aye, but the longest-distance Victoria trains are comparable in journey time to the longest-distance London Midland trains ex-Euston, not VWC. Hmm, LM EUS-Crewe next year, but anyway Victoria's longest (Littlehampton?) are longer than the Long Buckby and beyond trains from EUS. Wrong 'hampton - it must be Southampton via the Arun Valley and Chichester that is the longest Victoria service? Paul |
Shenanigans at Paddington
On Thu, Oct 23, 2008 at 08:21:59PM +0100, Robert wrote:
So even with 14 full length platforms at Paddington it will be difficult to match German long distance dwell times. And Munich has a population of only 1.35 million compared to London's 10 million. So in summary, the solution to London's transport problems is to bomb the city flat and start again? Being utterly destroyed and completely rebuilt ignoring a whole load of legacy Victorian crap certainly seems to have worked wonders for the German railways. -- David Cantrell | top google result for "topless karaoke murders" Anyone who cannot cope with mathematics is not fully human. At best he is a tolerable subhuman who has learned to wear shoes, bathe and not make messes in the house. -- Robert A Heinlein |
Shenanigans at Paddington
On Thu, Oct 23, 2008 at 04:54:05PM -0700, Paul Weaver wrote:
Victoria's longest (Littlehampton?) are longer than the Long Buckby and beyond trains from EUS. I think Hastings is a little further, at least in terms of journey time. There may be some longer ones on the eastern side, I'm not so familiar with them. -- David Cantrell | Reality Engineer, Ministry of Information If I could read only one thing it would be the future, in the entrails of the ******* denying me access to anything else. |
Shenanigans at Paddington
On Fri, 24 Oct 2008 09:27:08 +0100, "Paul Scott"
wrote: Hmm, LM EUS-Crewe next year, but anyway LM EUS-LIV now. Not very frequent, but there is at least one a day M-F. Neil -- Neil Williams Put my first name before the at to reply. |
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