Trains
Trains
(28 May 2014, 8:14 pm)aureolin Don't really have much of an idea bout the complexities of deregulation of the rail industry, but I thought they leased the trains from a leasing company? Which are owned by banks?
I'm convinced that if I went and leased a car off a proper company, I'd be expected to maintain it to their requirements, at my own expense.
(28 May 2014, 8:14 pm)aureolin Don't really have much of an idea bout the complexities of deregulation of the rail industry, but I thought they leased the trains from a leasing company? Which are owned by banks?
I'm convinced that if I went and leased a car off a proper company, I'd be expected to maintain it to their requirements, at my own expense.
Since there doesn't seem anywhere else to put this I've decided to include it in this thread. Mods - Please feel free to move if not appropriate.
I have 5 days off so I decided to buy a North East 4 in 8 Day Rover.
My first train of the day is the 09:10 Trans-Pennine service (54118) between Newcastle and York.
Second train of the day is the 11:40 Trans-Pennine service between York and Scarborough.
My third train of the day is the 13:28 Northern Rail service between Scarborough and Hull.
Fourth train is the 15:57 Northern Rail service between Hull and Doncaster.
Fifth (and possibly last) train of the day is the 17:19 Cross-Country service between York and Newcastle.
I may get to the train to Metrocentre (would love to get it to Blaydon but it involves over an hour's wait at Newcastle). Either way, the last leg of my journey will involve getting the 45, 46, or 47 from Central Station/Metrocentre back to the Gill.
Tomorrow's adventure - Sheffield, Barnsley, Huddersfield, and Harrogate!
(29 May 2014, 8:19 am)AdamY Since there doesn't seem anywhere else to put this I've decided to include it in this thread. Mods - Please feel free to move if not appropriate.
I have 5 days off so I decided to buy a North East 4 in 8 Day Rover.
My first train of the day is the 09:10 Trans-Pennine service (54118) between Newcastle and York.
Second train of the day is the 11:40 Trans-Pennine service between York and Scarborough.
My third train of the day is the 13:28 Northern Rail service between Scarborough and Hull.
Fourth train is the 15:57 Northern Rail service between Hull and Doncaster.
Fifth (and possibly last) train of the day is the 17:19 Cross-Country service between York and Newcastle.
I may get to the train to Metrocentre (would love to get it to Blaydon but it involves over an hour's wait at Newcastle). Either way, the last leg of my journey will involve getting the 45, 46, or 47 from Central Station/Metrocentre back to the Gill.
Tomorrow's adventure - Sheffield, Barnsley, Huddersfield, and Harrogate!
(29 May 2014, 8:19 am)AdamY Since there doesn't seem anywhere else to put this I've decided to include it in this thread. Mods - Please feel free to move if not appropriate.
I have 5 days off so I decided to buy a North East 4 in 8 Day Rover.
My first train of the day is the 09:10 Trans-Pennine service (54118) between Newcastle and York.
Second train of the day is the 11:40 Trans-Pennine service between York and Scarborough.
My third train of the day is the 13:28 Northern Rail service between Scarborough and Hull.
Fourth train is the 15:57 Northern Rail service between Hull and Doncaster.
Fifth (and possibly last) train of the day is the 17:19 Cross-Country service between York and Newcastle.
I may get to the train to Metrocentre (would love to get it to Blaydon but it involves over an hour's wait at Newcastle). Either way, the last leg of my journey will involve getting the 45, 46, or 47 from Central Station/Metrocentre back to the Gill.
Tomorrow's adventure - Sheffield, Barnsley, Huddersfield, and Harrogate!
(29 May 2014, 7:34 pm)Andreos Constantopolous Sometimes is a HST working if my timings are right.
Did it continue onto Glasgow or was it the double Voyager upto Dundee?
(29 May 2014, 7:34 pm)Andreos Constantopolous Sometimes is a HST working if my timings are right.
Did it continue onto Glasgow or was it the double Voyager upto Dundee?
(29 May 2014, 8:27 pm)AdamY No, it terminated at Newcastle. However, there was an East Coast train which terminated at Glasgow approx 9 minutes beforehand. It was your typical Cross-Country allocation - Class 220 (Voyager) I believe.
(29 May 2014, 8:27 pm)AdamY No, it terminated at Newcastle. However, there was an East Coast train which terminated at Glasgow approx 9 minutes beforehand. It was your typical Cross-Country allocation - Class 220 (Voyager) I believe.
(29 May 2014, 8:43 pm)Andreos Constantopolous Getting mixed up. The Crosscountry to Glasgow is an hour later.
Sometimes get lucky with a HST set.
(29 May 2014, 8:43 pm)Andreos Constantopolous Getting mixed up. The Crosscountry to Glasgow is an hour later.
Sometimes get lucky with a HST set.
Second day of using my North East 4 in 8 Day Rover.
After a speedy journey into town on the 08:46 46 from Rowlands Gill, my first train of the day is train of the day is 09:35 Cross-Country service from Newcastle to Sheffield. The train continues to Southampton Central after that.
(30 May 2014, 8:33 am)AdamY Second day of using my North East 4 in 8 Day Rover.
After a speedy journey into town on the 08:46 46 from Rowlands Gill, my first train of the day is train of the day is 09:35 Cross-Country service from Newcastle to Sheffield. The train continues to Southampton Central after that.
(30 May 2014, 8:33 am)AdamY Second day of using my North East 4 in 8 Day Rover.
After a speedy journey into town on the 08:46 46 from Rowlands Gill, my first train of the day is train of the day is 09:35 Cross-Country service from Newcastle to Sheffield. The train continues to Southampton Central after that.
(30 May 2014, 11:09 am)Andreos Constantopolous No idea what the whole story is, but there appears to be a derailment in the Doncaster area. Good luck if you are still down that way!
(30 May 2014, 11:09 am)Andreos Constantopolous No idea what the whole story is, but there appears to be a derailment in the Doncaster area. Good luck if you are still down that way!
(30 May 2014, 12:31 pm)AdamY Only found out about it 5 mins ago upon entering Sheffield station. I'm now on a train to Leeds (13:18 via Barnsley) which was delayed by 5 mins, but because I have no real plan and I'm doing everything ad-hoc, it didn't affect me much.
It was a goods train according to this article I've found:
http://www.southyorkshiretimes.co.uk/new...-1-5949622
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Service Manager, Coatham Connect
(30 May 2014, 12:31 pm)AdamY Only found out about it 5 mins ago upon entering Sheffield station. I'm now on a train to Leeds (13:18 via Barnsley) which was delayed by 5 mins, but because I have no real plan and I'm doing everything ad-hoc, it didn't affect me much.
It was a goods train according to this article I've found:
http://www.southyorkshiretimes.co.uk/new...-1-5949622
Forum Moderator | Let us know if you have any issues
Service Manager, Coatham Connect
One thing I've noticed when travelling around Yorkshire is how well bus and rail services are integrated through the building of interchanges. They all seem to be busy too unlike Prudhoe, Hexham and Hartlepool. Take away the Tyne & Wear Metro (and Hartlepool), I can't really think of any major town in the North East which places bus stations adjacent to rail stations. Of course, geography and location will play some role, but are there any other reasons?
(30 May 2014, 12:53 pm)AdamY One thing I've noticed when travelling around Yorkshire is how well bus and rail services are integrated through the building of interchanges. They all seem to be busy too unlike Prudhoe, Hexham and Hartlepool. Take away the Tyne & Wear Metro (and Hartlepool), I can't really think of any major town in the North East which places bus stations adjacent to rail stations. Of course, geography and location will play some role, but are there any other reasons?
(30 May 2014, 12:53 pm)AdamY One thing I've noticed when travelling around Yorkshire is how well bus and rail services are integrated through the building of interchanges. They all seem to be busy too unlike Prudhoe, Hexham and Hartlepool. Take away the Tyne & Wear Metro (and Hartlepool), I can't really think of any major town in the North East which places bus stations adjacent to rail stations. Of course, geography and location will play some role, but are there any other reasons?
I’d guess that in many parts of Yorkshire they have either more frequent trains, more frequent buses, or both.
I think the success of interchanges comes down to frequency of service. In my opinion, you need either a train service of every 20 minutes or better, OR a bus service of every 20 minutes or better, for interchange to work – otherwise, the chances of buses meeting trains becomes too remote. So Hexham, for instance, with two trains an hour towards Newcastle, hasn’t got a high enough train service for interchange to work well, and has only two buses an hour (one each on 687 and 688, plus peak time 683s). If there were three trains an hour towards Newcastle, you’d have more chance of a bus connection working; equally, if the trains remained the same and the buses were every 20 minutes, it might work, too. What you can’t do, though, is have buses ‘laying over’ at railway stations, because the bus would have to arrive about seven minutes before the train was due to depart and depart about three minutes after the train arrived – those ten minutes (which would more likely have to be 12 if the train was late) would make the bus operation (especially in a small town) too expensive.
Resolving the problem, then, becomes one of ‘step change’ – the step required to make a change is huge. To use Hexham as an example, to really make a difference you’d need a train every 20 minutes, probably using electric stock to get better acceleration and shorter journey times to compete with the car; but the investment required to make this step change is enormous; but without it, bus/train interchange is unlikely to be attractive.
For me, an elegant solution is to extend the 25Kv electrification to our regional railways, with fast, frequent trains linking Hexham, Morpeth, Ashington, Sunderland and Durham (and beyond – Hartlepool, Middlesbrough, Darlington and Carlisle too!). I’m sure we could have lots of fun on here working out viable service patterns. But with three tph at Hexham, Ashington and Morpeth (for example), interchange there would become a no-brainer.
And if people still insisted on driving into the city centres – slap them with a congestion charge!
(30 May 2014, 2:00 pm)eezypeazy I’d guess that in many parts of Yorkshire they have either more frequent trains, more frequent buses, or both.
I think the success of interchanges comes down to frequency of service. In my opinion, you need either a train service of every 20 minutes or better, OR a bus service of every 20 minutes or better, for interchange to work – otherwise, the chances of buses meeting trains becomes too remote. So Hexham, for instance, with two trains an hour towards Newcastle, hasn’t got a high enough train service for interchange to work well, and has only two buses an hour (one each on 687 and 688, plus peak time 683s). If there were three trains an hour towards Newcastle, you’d have more chance of a bus connection working; equally, if the trains remained the same and the buses were every 20 minutes, it might work, too. What you can’t do, though, is have buses ‘laying over’ at railway stations, because the bus would have to arrive about seven minutes before the train was due to depart and depart about three minutes after the train arrived – those ten minutes (which would more likely have to be 12 if the train was late) would make the bus operation (especially in a small town) too expensive.
Resolving the problem, then, becomes one of ‘step change’ – the step required to make a change is huge. To use Hexham as an example, to really make a difference you’d need a train every 20 minutes, probably using electric stock to get better acceleration and shorter journey times to compete with the car; but the investment required to make this step change is enormous; but without it, bus/train interchange is unlikely to be attractive.
For me, an elegant solution is to extend the 25Kv electrification to our regional railways, with fast, frequent trains linking Hexham, Morpeth, Ashington, Sunderland and Durham (and beyond – Hartlepool, Middlesbrough, Darlington and Carlisle too!). I’m sure we could have lots of fun on here working out viable service patterns. But with three tph at Hexham, Ashington and Morpeth (for example), interchange there would become a no-brainer.
And if people still insisted on driving into the city centres – slap them with a congestion charge!
(30 May 2014, 2:00 pm)eezypeazy I’d guess that in many parts of Yorkshire they have either more frequent trains, more frequent buses, or both.
I think the success of interchanges comes down to frequency of service. In my opinion, you need either a train service of every 20 minutes or better, OR a bus service of every 20 minutes or better, for interchange to work – otherwise, the chances of buses meeting trains becomes too remote. So Hexham, for instance, with two trains an hour towards Newcastle, hasn’t got a high enough train service for interchange to work well, and has only two buses an hour (one each on 687 and 688, plus peak time 683s). If there were three trains an hour towards Newcastle, you’d have more chance of a bus connection working; equally, if the trains remained the same and the buses were every 20 minutes, it might work, too. What you can’t do, though, is have buses ‘laying over’ at railway stations, because the bus would have to arrive about seven minutes before the train was due to depart and depart about three minutes after the train arrived – those ten minutes (which would more likely have to be 12 if the train was late) would make the bus operation (especially in a small town) too expensive.
Resolving the problem, then, becomes one of ‘step change’ – the step required to make a change is huge. To use Hexham as an example, to really make a difference you’d need a train every 20 minutes, probably using electric stock to get better acceleration and shorter journey times to compete with the car; but the investment required to make this step change is enormous; but without it, bus/train interchange is unlikely to be attractive.
For me, an elegant solution is to extend the 25Kv electrification to our regional railways, with fast, frequent trains linking Hexham, Morpeth, Ashington, Sunderland and Durham (and beyond – Hartlepool, Middlesbrough, Darlington and Carlisle too!). I’m sure we could have lots of fun on here working out viable service patterns. But with three tph at Hexham, Ashington and Morpeth (for example), interchange there would become a no-brainer.
And if people still insisted on driving into the city centres – slap them with a congestion charge!
I don't think the 'fragmented market' has anything to do with it, really. It's the cost of the 'step change' that provides the limiting factor. Sticking with Hexham as an example, adding an extra train an hour would need the line to be resignalled to provide the train path (even if the line wasn't to be electrified); but 3 tph would be a much more attractive service than two tph. Even if the entire public transport system was nationalised, there'd still be a huge investment cost; or, if the railways had been fully privatised (rather than this 'half way house' we have at the moment), then the private sector might have been incentivised to provide the necessary capital. Sadly, 'micro-management' of the railways by the DfT seems to produce the worst of both worlds...
(30 May 2014, 2:36 pm)eezypeazy I don't think the 'fragmented market' has anything to do with it, really. It's the cost of the 'step change' that provides the limiting factor. Sticking with Hexham as an example, adding an extra train an hour would need the line to be resignalled to provide the train path (even if the line wasn't to be electrified); but 3 tph would be a much more attractive service than two tph. Even if the entire public transport system was nationalised, there'd still be a huge investment cost; or, if the railways had been fully privatised (rather than this 'half way house' we have at the moment), then the private sector might have been incentivised to provide the necessary capital. Sadly, 'micro-management' of the railways by the DfT seems to produce the worst of both worlds...
(30 May 2014, 2:36 pm)eezypeazy I don't think the 'fragmented market' has anything to do with it, really. It's the cost of the 'step change' that provides the limiting factor. Sticking with Hexham as an example, adding an extra train an hour would need the line to be resignalled to provide the train path (even if the line wasn't to be electrified); but 3 tph would be a much more attractive service than two tph. Even if the entire public transport system was nationalised, there'd still be a huge investment cost; or, if the railways had been fully privatised (rather than this 'half way house' we have at the moment), then the private sector might have been incentivised to provide the necessary capital. Sadly, 'micro-management' of the railways by the DfT seems to produce the worst of both worlds...
My third and fourth trains of the day (30/5/14):
3) 14:49 Northern Rail service between Leeds and Carlisle. This service was delayed on route requiring around a 30 minute wait at Settle. The talk on the train was that the delay was caused by a logging train overshooting points and missing its siding - a reversal was apparently required.
4) 18:37 Northern Rail service between Carlisle and Metrocentre. No delays so far!
Not a delay but a little bit of drama on the train back from Carlisle. The conductor had to forcibly open the toilet door after the occupant refused to come out. Looking at the clip of him, I suspect he was busy constructing a joint. I hope he has the decency to pass it round
More signal boxes to go
http://www.globalrailnews.com/2014/05/29...feedburner&utm_medium=feed&utm_campaign=Feed%3A+Railco+%28rail.co%29
(30 May 2014, 8:10 pm)citaro5284 More signal boxes to go
http://www.globalrailnews.com/2014/05/29...feedburner&utm_medium=feed&utm_campaign=Feed%3A+Railco+%28rail.co%29
(30 May 2014, 8:10 pm)citaro5284 More signal boxes to go
http://www.globalrailnews.com/2014/05/29...feedburner&utm_medium=feed&utm_campaign=Feed%3A+Railco+%28rail.co%29
