Green park station/south Reading station

[Upper West Ginger]

"Under the current timetable.....are not able to achieve the necessary acceleration in the short distance between Green Park and Reading Station"

Of course the timetable can only change if you change the type of train on the line, what a load of b*ll*x. This man has no idea what he's talking about.

In many instances it is possible to open a new station without having to change the type of train being used.
In this instance the journey time from Reading to Basingstoke with 3 intermediate stops is about 25 minutes, which allows 5 minutes for the train to unload and reload at the end of the line before returning, giving a regular-interval service every 30 minutes.
So in this specific case, adding an stop at Green Park would bust the timetable if you rely on using the existing diesel trains.
Electric trains accelerate more quickly, so the time loss caused by the Green Park stop can be recouped by the faster acceleration from each of the intermediate stops, thus still maintaining the 25 minutes end-to-end journey time.

[bobby m's syrup]

As a former guard, let me jump in here. The Basingstoke service is in the hands of the 2 Class 150/0 3 car units. Built in 1984, these are now employed as a short to medium term, pre electrification solution for chronic rolling stock shortages. With a smart crew, station stops can be minimalised, but acceleration is woeful.Timetabling is an immensely complex business, particularly as there are express services on this route, but one quick fix could be to cut out calls at Reading West on some day time services and to introduce a minute or two of slack into the off peak timetable. Another would be to purloin two of the faster 158 units, now in service in the West of England, although these are not configured for suburban work and are rarer than rocking horse poo. Electrification is the only real answer as these trains are massively more efficient and can easily cope with the extra stop. The sparks effect could also see direct electric services, with dual voltage traction, from say Bournemouth to Paddington or northwards to Oxford. Not to electrify would be a wasteful and retrograde attempt at penny pinching.

[Sutekh]

As a former guard, let me jump in here. The Basingstoke service is in the hands of the 2 Class 150/0 3 car units. Built in 1984, these are now employed as a short to medium term, pre electrification solution for chronic rolling stock shortages. With a smart crew, station stops can be minimalised, but acceleration is woeful.Timetabling is an immensely complex business, particularly as there are express services on this route, but one quick fix could be to cut out calls at Reading West on some day time services and to introduce a minute or two of slack into the off peak timetable. Another would be to purloin two of the faster 158 units, now in service in the West of England, although these are not configured for suburban work and are rarer than rocking horse poo. Electrification is the only real answer as these trains are massively more efficient and can easily cope with the extra stop. The sparks effect could also see direct electric services, with dual voltage traction, from say Bournemouth to Paddington or northwards to Oxford. Not to electrify would be a wasteful and retrograde attempt at penny pinching.

Isn't the UK rail network a thing of wonder to behold. How long have electric train services been around now....

But don't worry 'cos the government/network rail are going to splurge billions on hs2 to shave 20 minutes off getting to a dump like Birmingham rather than spend it on improving the local suburban routes and rolling stock around London and the home counties to make commuter travel at least barely tolerable.

[Forbury Lion]

As a former guard, let me jump in here. The Basingstoke service is in the hands of the 2 Class 150/0 3 car units. Built in 1984, these are now employed as a short to medium term, pre electrification solution for chronic rolling stock shortages. With a smart crew, station stops can be minimalised, but acceleration is woeful.Timetabling is an immensely complex business, particularly as there are express services on this route, but one quick fix could be to cut out calls at Reading West on some day time services and to introduce a minute or two of slack into the off peak timetable. Another would be to purloin two of the faster 158 units, now in service in the West of England, although these are not configured for suburban work and are rarer than rocking horse poo. Electrification is the only real answer as these trains are massively more efficient and can easily cope with the extra stop. The sparks effect could also see direct electric services, with dual voltage traction, from say Bournemouth to Paddington or northwards to Oxford. Not to electrify would be a wasteful and retrograde attempt at penny pinching.

It's not unimaginable that a couple of faster 165/166 Turbo's from the Paddington line could be cascaded onto the Basingstoke lines after Electrification takes place, I know the plan is to send them all down Bristol way but there could be a surplus.

As it stands, I don't understand why they have a 165 on the Windsor branch going backwards and forwards between Slough and Windsor all day with no other traffic on the line and similar on the Marlow to Bourne End part of the Marlow Branch, Why not put the 150's there out of harms way and use the faster 165's on the Basingstoke line?

[bobby m's syrup]

The Bourne End branch is limited to two coach operation due to the configuration of Bourne End station. The 3 car 150/0s provide 239 seats for a 3 coach unit. This gives the flexibility to strengthen weekend peak services in Devon and Cornwall, so no chance of a split. A return to full time Turbo operation on the RDG-BSK service would be a partial solution, as they are more powerful than the 150s, Another would be to acquire a pair of Class 160 Express Turbos from Chiltern Railways, but that is unlikely in the extreme. A bodge can and will be effected should electrification not be completed, but the strategic potential of this line will never be fully realised without a wire up.

[Upper West Ginger]

The 166 Turbos have a higher maximum speed, but being geared for that, their acceleration is no better (and possibly slightly worse) than the 150 units already in use.
I'm not sure any DMU would cope with the extra stop and still maintain the timetable.
Withdrawal of Reading West stops on the Basingstoke services (maybe balanced by adding in more stops on Newbury services) may be the answer.

[3points]

Does it really matter if it takes a little longer to get to Basingstoke ?

This is likely to be a dumb comment, but on match days couldn't they just run a shuttle service between reading station and Green Park rather than fit in with the normal timetables? And also stick a double length train on the route so it can carry more passengers?

[Platypuss]

This is likely to be a dumb comment, but on match days couldn't they just run a shuttle service between reading station and Green Park rather than fit in with the normal timetables?

How would you be able to run any services between Reading and Basingstoke if you did that?

[Upper West Ginger]

They are simply building station platforms alongside the existing tracks, not adding any new (expensive) points and signals. So there is no facility for a train to reverse direction at Green Park station. If it arrives from Reading it has to continue towards Basingstoke.

The local train service shares the tracks with long distance cross-country and freight services, and is a regular interval service with a train every 30 minutes. Trying to run a train every 34 minutes would wreck the timetable.

[paultheroyal]

Does it really matter if it takes a little longer to get to Basingstoke ?

This is likely to be a dumb comment, but on match days couldn't they just run a shuttle service between reading station and Green Park rather than fit in with the normal timetables? And also stick a double length train on the route so it can carry more passengers?

You have answered your own question...

[Angry Shed Sex]

Look guys these are all just plans. TPFKA Dirk Gently has told us that this won't happen. And you don’t spend 18+ months researching such matters, developing sources and sharing information with others in football doing the same and without finding out all sorts of interesting things. He's unashamedly ITK (and proud of it) so we just have to assume that this isn't going to go ahead.

You'll all look very silly when Dirk (may he RIP for evermore) is proved right once again.

I'm prepared to bet it will happen.

Though not with Dirk, he wouldn't pay up.

May I just take a moment to doff my cap to the previous two posters.

CEASE AND DESIST

[bobby1413]

This is likely to be a dumb comment, but on match days couldn't they just run a shuttle service between reading station and Green Park rather than fit in with the normal timetables?

How would you be able to run any services between Reading and Basingstoke if you did that?

Couldn't you have a dedicated line for that?

So three lines:

1) reading to Basingstoke
2) Basingstoke to reading
3) shuttle line

Then you could have a train just pinging back and forth.

[Upper West Ginger]

Couldn't you have a dedicated line for that?

So three lines:

1) reading to Basingstoke
2) Basingstoke to reading
3) shuttle line

Then you could have a train just pinging back and forth.

Theoretically yes, but the cost of the land for the extra line + cost of extra track + cost of extra signalling + cost of larger station + cost of extra trains would make it unaffordable. Remember these facilities would only get used about 40 days per annum. For the other 325 days they would lie idle.

[ZacNaloen]

Couldn't you have a dedicated line for that?

So three lines:

1) reading to Basingstoke
2) Basingstoke to reading
3) shuttle line

Then you could have a train just pinging back and forth.

Theoretically yes, but the cost of the land for the extra line + cost of extra track + cost of extra signalling + cost of larger station + cost of extra trains would make it unaffordable. Remember these facilities would only get used about 40 days per annum. For the other 325 days they would lie idle.

I want to see it happen.

[St Pauli]

The case for the Reading FC monorail gets stronger...

[bobby1413]

Couldn't you have a dedicated line for that?

So three lines:

1) reading to Basingstoke
2) Basingstoke to reading
3) shuttle line

Then you could have a train just pinging back and forth.

Theoretically yes, but the cost of the land for the extra line + cost of extra track + cost of extra signalling + cost of larger station + cost of extra trains would make it unaffordable. Remember these facilities would only get used about 40 days per annum. For the other 325 days they would lie idle.

I want to see it happen.

Wow... that would be amazing, please Mr and Mrs Thai person, please make this

[WoodleyRoyal]

just build a cable car from Reading Train Station to the ground.

Like they have in lisbon, gibraltar, london barcelona, rio, or NY...

[Brum Royal]

This would also increase tourism into Reading town centre as more fans (certainly away fans) would want to go to games for the novelty of the transport to the ground.

[floyd__streete]

The case for the Reading FC monorail gets stronger...

Having a monorail sure put Brockway, Ogdenville, and North Haverbrook on the map.

[Forbury Lion]

The case for the Reading FC monorail gets stronger...

There's already a tube station at Green Park, admittedly it's a very very very long walk from the station to Green Park.

A tube network around Reading would be great, however vastly expensive & unlikely to every pay for itself. We need a crazy multi billionaire to go all Sim City on the town.