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Not necessarily freight... But any clue as to why the RHTT from Doncaster to Peterborough GBRf via Lincoln and Boston has been activated? Thought it was more September onwards. Been cancelled every week since winter I believe. Probably a test run, mistake or something to do with staffing?
I've also attached the ballast train at Boston the other night.
Not necessarily freight... But any clue as to why the RHTT from Doncaster to Peterborough GBRf via Lincoln and Boston has been activated? Thought it was more September onwards. Been cancelled every week since winter I believe. Probably a test run, mistake or something to do with staffing?
I've also attached the ballast train at Boston the other night.
Pretty much every train that is not a runs as required will get activated, you can normally tell when they dont run, as you can see it was activated exactly 1 hour before it was supposed to leave, RHTT seem to be 1 hour, freight are 3 hours, so if a freight is activated exactly 3 hours before its supposed to leave and its not a runs as required, there is a high possibility it doesnt run, im not sure why they activate them, someone probably can give an answer to that
Pretty much every train that is not a runs as required will get activated, you can normally tell when they dont run, as you can see it was activated exactly 1 hour before it was supposed to leave, RHTT seem to be 1 hour, freight are 3 hours, so if a freight is activated exactly 3 hours before its supposed to leave and its not a runs as required, there is a high possibility it doesnt run, im not sure why they activate them, someone probably can give an answer to that
Pretty much every train that is not a runs as required will get activated, you can normally tell when they dont run, as you can see it was activated exactly 1 hour before it was supposed to leave, RHTT seem to be 1 hour, freight are 3 hours, so if a freight is activated exactly 3 hours before its supposed to leave and its not a runs as required, there is a high possibility it doesnt run, im not sure why they activate them, someone probably can give an answer to that
Pretty much every train that is not a runs as required will get activated, you can normally tell when they dont run, as you can see it was activated exactly 1 hour before it was supposed to leave, RHTT seem to be 1 hour, freight are 3 hours, so if a freight is activated exactly 3 hours before its supposed to leave and its not a runs as required, there is a high possibility it doesnt run, im not sure why they activate them, someone probably can give an answer to that
Real-time train running information for 6D22 1539 departure from Bristol East Depot to Penmaenmawr Quarry (Fhh) on 03/05/2026. From Realtime Trains, an independent source of train running info for Great Britain.
www.realtimetrains.co.uk
Bristol East to Penmaenmawr, seems to be empties so probably just stock moving around to where it’s needed?
Yes, 60046 with JNA wagons which had been stabled after arriving from Quainton on 6V37 on 27th April.
Looks like it will stay stay at Penmaenmawr over the bank holiday and load for Tuesday's 6A26 19:28 to Willesden DCR (traffic which will likely continue as 6M23 to Quainton the following morning)
== Doublepost prevention - post automatically merged: ==
Schedules are set up as "auto-call" or "manual call" in TRUST, where "call" basically means "activate" i.e. it makes the schedule "live" in TRUST and systems like RTT that are fed from it.
Train 233J42C runs SO from 20/12/25 to 16/05/26 - Auto-Call
Train 233J42C runs MWFO from 15/12/25 to 15/05/26 - Manual-Call
There was a previous thread which ended up digging into this issue, and zwk500 explained it as follows:
A Schedule is 'Auto-call' in TRUST unless it is marked with a Q (Runs as required) or Y (runs to/from terminals as required) Operating characteristic, in which case it will be Manual-Call. Some near-permanent runners are Y paths (the alternate terminal is rarely used) and therefore are manual call. https://www.railforums.co.uk/threads/6e82-rectory-jn-lindsey.245312/post-6127399
Traditionally, a "Q" path from the point of view of the freight operator is one where resources (loco and traincrew) will not normally be allocated, and any day when a Q path runs will require someone to intervene to allocate these resources (manually issue traincrew diagrams and so on). Other freight trains that are regular runners in the WTT (such as intermodal services that usually run every day) typically appear in the plan with an "R" which means the train runs as booked. The planning systems would generate the WTT traincrew diagrams automatically and the rostering process would allocate drivers to these "turns" unless someone intervenes to cancel this process beforehand (in which case the R would be changed to a C on the plan, to indicate action is required to cancel it for that day). There might be a "link" where drivers rotate onto regular jobs unless they get cancelled. I'm not sure exactly how the rostering side of things works, but in principle with a Q path resources need to be allocated manually whenever it runs, and with a regular runner (non Q-path) you only need to intervene if it isn't running (also if the schedule is retimed, rerouted etc...). If a Q path isn't running, it shows as a dashed line on the plan for that day - it doesn't show as C because it wasn't planned to run in the first place and requires no action.
For GBRF, in terms of resourcing, the RHTT schedules like 3J42 will be treated as unused Q paths except during the autumn season when they are running. But within the WTT, in terms of access of access rights and so on, what technically is or isn't a Q path may differ slightly from how the trains are resourced by the operator.
As another example, 6V92 (10:34 Corby - Margam steel empties) has an SX (Saturday's excepted, i.e. Mon to Fri) WTT path which is auto-call. It's a regular runner, and ran on Mon / Tue / Thu / Fri last week, but the train plan used internally for traincrew diagramming etc shows it as a Q path Wed and Fri, and it gets treated as an additional "runs as required" working if it runs on those days. So the schedule would have automatically activated on Wednesday despite not being planned to run, and would need to be cancelled manually in TRUST. Setting it up as an SX auto-call path makes more sense than having separate MTThO and WFO schedules for the same timings, and presumably matches up with whatever access rights were bid for, while treating it for internal traincrew diagramming purposes as a Q path on WFO saves time by not having to manually cancel the resources for a train that is less likely to run on those days.
In a perfect world you would feed in the weekly plan to TRUST and it would automatically "flip" the schedules between auto-call and manual call to match what's planned to run for just that week, but that's not possible, so some trains need activating (calling) manually while others need cancelling manually after they have already been "auto-called" in TRUST. It would be possible for Network Rail to manually alter schedules to show cancelled for specific dates (which prevents the schedule being activated either manually or automatically, similar to how planned cancellations are done when trains can't run due to engineering work) but this would create extra work, and cancelling every WTT freight schedule in advance that's not planned to run would be inconvenient in cases where they end up being needed for short notice additional workings.
This topic crops up every now and then, and auto-call freight non-runners often cause confusion or disappointment when viewed in RTT, so I thought it was worth going into more detail about why this happens...
I see a spoil train ran from Willesden to Cliffe in addition to Barrington and New Bilton yesterday.
I don't recall it being mentioned in this thread, but also of interest in the past couple of months have been spoil workings from Euston station to Forders Sidings (Stewartby). The loading point is in Euston station itself, in connection with HS2 work around Euston - there's a YouTube video by Rail Focus and Network News titled "HS2 Euston BIG Update 2026" which explains the work being done (not TBM tunnelling but other HS2 work in the Euston / Camden area). Not sure if these trains are still ongoing or just ran for a few weeks, the 6B65 11:21 Euston - Forders doesn't look to have run in the past couple of weeks anyway.
The Acton - Burton flow passed to DB. Back in 2021 the spoil was noted as coming from Atlas Road (close to Willesden Euro / Old Oak Common) and Victoria Road (apparently an HS2 "crossover box" site near North Acton) so does appear to have been HS2 related.
FCC have their ongoing spoil flows from Neasden (to Forders and Tinsley) and Cricklewood to Burton, with trains being staged at Acton. I'm not sure if these have any HS2 involvement - they do list HS2 as a project they've been involved in, but also handle spoil from general construction activities and other projects. The FCC website lists rail hubs at Stratford [Bow East], Barking, Cricklewood and Wembley [Neasden]. Regular spoil loading at their Barking terminal ceased at the end of 2023 (although a couple of trains ran to clear the remaining stockpile in October 2024) and the last spoil train out of Bow East was to Tinsley on 25/09/25.
Also Day Aggregates have started moving spoil in recent months from Stewarts Lane to Forders and Burton. These trains usually run as 6O99 empties from Acton and 6V35 return.
Reports tonight of lots of civil works underway at Seaforth with heavy plant and portacabins in situ at the entrance to the existing railhead. Is this finally the start of the Seaforth railhead being extended. The works come as Maritime Transport Ltd, owned by MSC announce a multiyear contract to transport containers across the UK.
As a bit of background retailer B&M has recently opened a major warehouse at Ellesmere Port and stated a few years ago that they would eventually move to a situation where 70% of their imports would be shipped to the Port of Liverpool. MSC is one of their main carriers, and has recently switched their schedules so that all Liverpool cargo from Asia is now carried on the Lion Service to Le Havre from where it's transhipped to Liverpool on either their Antwerp feeder service or the Montreal Express service. Prior to the call at Le Havre, the Lion service calls at Sines in Portgual which is now the transhipment port for Liverpool bound cargo from the Indian Subcontinent which unlike the rest of North Europe is shipped on the Himarlaya Express service which is basically designed to service the Meditteranean trade. MSC's established NWC UK to/from Greece & Turkiye service currently calls at Sines before Liverpool and therefore presently handles the Liverpool bound Indian origin cargo, but it's clear that the ultimate goal is to combine the two volujmes at Sines on to the Lion service and thus generate sufficient volume to sustain direct weekly calls from Asia, which in turn would require an increase in the rail capacity at the Seaforth railhead.
Reports tonight of lots of civil works underway at Seaforth with heavy plant and portacabins in situ at the entrance to the existing railhead. Is this finally the start of the Seaforth railhead being extended. The works come as Maritime Transport Ltd, owned by MSC announce a multiyear contract to transport containers across the UK.
As a bit of background retailer B&M has recently opened a major warehouse at Ellesmere Port and stated a few years ago that they would eventually move to a situation where 70% of their imports would be shipped to the Port of Liverpool. MSC is one of their main carriers, and has recently switched their schedules so that all Liverpool cargo from Asia is now carried on the Lion Service to Le Havre from where it's transhipped to Liverpool on either their Antwerp feeder service or the Montreal Express service. Prior to the call at Le Havre, the Lion service calls at Sines in Portgual which is now the transhipment port for Liverpool bound cargo from the Indian Subcontinent which unlike the rest of North Europe is shipped on the Himarlaya Express service which is basically designed to service the Meditteranean trade. MSC's established NWC UK to/from Greece & Turkiye service currently calls at Sines before Liverpool and therefore presently handles the Liverpool bound Indian origin cargo, but it's clear that the ultimate goal is to combine the two volujmes at Sines on to the Lion service and thus generate sufficient volume to sustain direct weekly calls from Asia, which in turn would require an increase in the rail capacity at the Seaforth railhead.
Reports tonight of lots of civil works underway at Seaforth with heavy plant and portacabins in situ at the entrance to the existing railhead. Is this finally the start of the Seaforth railhead being extended. The works come as Maritime Transport Ltd, owned by MSC announce a multiyear contract to transport containers across the UK.
As a bit of background retailer B&M has recently opened a major warehouse at Ellesmere Port and stated a few years ago that they would eventually move to a situation where 70% of their imports would be shipped to the Port of Liverpool. MSC is one of their main carriers, and has recently switched their schedules so that all Liverpool cargo from Asia is now carried on the Lion Service to Le Havre from where it's transhipped to Liverpool on either their Antwerp feeder service or the Montreal Express service. Prior to the call at Le Havre, the Lion service calls at Sines in Portgual which is now the transhipment port for Liverpool bound cargo from the Indian Subcontinent which unlike the rest of North Europe is shipped on the Himarlaya Express service which is basically designed to service the Meditteranean trade. MSC's established NWC UK to/from Greece & Turkiye service currently calls at Sines before Liverpool and therefore presently handles the Liverpool bound Indian origin cargo, but it's clear that the ultimate goal is to combine the two volujmes at Sines on to the Lion service and thus generate sufficient volume to sustain direct weekly calls from Asia, which in turn would require an increase in the rail capacity at the Seaforth railhead.
I replied to your post on FB. Sorry to quash your optimism. But all the plant work down at Seaforth has nothing to do with this. This is just the road surface being replaced and drainage work. The crossing at the end of the railhead is also being upgraded and generally tidied up. The plan to re-align the road and railhead at Seaforth is, as far as i'm aware still on the back burner for the time being.
Sadly container traffic these days is only confined to the Mossend - Seaforth service operated by DBC. GBRf haven't run their Hams Hall service since the back end of 2025. The announcement on their website is likely to be a renewed contract with Maritime and doesn't appear to mention anything about Seaforth specifically.
I replied to your post on FB. Sorry to quash your optimism. But all the plant work down at Seaforth has nothing to do with this. This is just the road surface being replaced and drainage work. The crossing at the end of the railhead is also being upgraded and generally tidied up. The plan to re-align the road and railhead at Seaforth is, as far as i'm aware still on the back burner for the time being.
Sadly container traffic these days is only confined to the Mossend - Seaforth service operated by DBC. GBRf haven't run their Hams Hall service since the back end of 2025. The announcement on their website is likely to be a renewed contract with Maritime and doesn't appear to mention anything about Seaforth specifically.
Thanks for the update and clarification. That plan to re-align the road and extend the railhead received planning consent in October 2023 and at the same time there were plans to convert T1 to rail mounted gantry operation like T2, but I've since learnt that there was at least a three year delay on delivery for the new gantries.
I know that GBRf’s Felixstowe to Ditton workings are for CMA CGM and that the latter has completed the purchase of Freightliner Intermodal. Does this put the GBRf working in doubt as CMA CGM would be looking to use their own company?
I know that GBRf’s Felixstowe to Ditton workings are for CMA CGM and that the latter has completed the purchase of Freightliner Intermodal. Does this put the GBRf working in doubt as CMA CGM would be looking to use their own company?
Any info on the many freight liner bogie flats that have been stored out of use ( some there for a few years now) in the Former Bristol West Depot Contr. terminal plse ?
i noticed last week that a few in the main sdgs had been uncoupled and spaced out and had recent black paint on them.
This is a new one appearing on the timetable, Portbury to Northampton Gateway GBRF. Any ideas? I don’t think it’s a historic path that’s reappeared as they sometimes do.
Real-time train running information for 4M00 0930 departure from Portbury Auto Terminal Gbf to Northampton Gateway Gbrf on 18/05/2026. From Realtime Trains, an independent source of train running info for Great Britain.
www.realtimetrains.co.uk
There is no corresponding inbound service as yet, which makes me more inclined to think it’s not genuine.
This is a new one appearing on the timetable, Portbury to Northampton Gateway GBRF. Any ideas? I don’t think it’s a historic path that’s reappeared as they sometimes do.
Real-time train running information for 4M00 0930 departure from Portbury Auto Terminal Gbf to Northampton Gateway Gbrf on 18/05/2026. From Realtime Trains, an independent source of train running info for Great Britain.
www.realtimetrains.co.uk
There is no corresponding inbound service as yet, which makes me more inclined to think it’s not genuine.
I have noticed from 15th may there is a bunch of old and new paths being added that have no return trip, an example is looking at 4L16 and Tinsley Yard GBRF, im pretty sure this one is a new path but im not sure why it would be needed
Any info on the many freight liner bogie flats that have been stored out of use ( some there for a few years now) in the Former Bristol West Depot Contr. terminal plse ?
i noticed last week that a few in the main sdgs had been uncoupled and spaced out and had recent black paint on them.
Usually when they space the wagons out like that it's to allow access for maintenance.
There was a 4V54 Southampton Maritime - Bristol on 30/03/26 which brought in 14 more FSA / FTA wagons.
The others in there are 18 FSA / FTA which arrived on a 4Z91 Southampton Maritime - Bristol on 26/07/23, and 9 FLA + 1 KFA which arrived from Basford Hall on 01/12/23 as a 4Z27.
There were also some other flats which arrived on 24/07/23 from Southampton Maritime, but these appear to have left the site since then - a YouTube video titled "Bristol Freightliner Railport; 70016 collects stored container flats" shows 70016 collecting a short rake of Freightliner flats for movement to Basford Hall as a 4M20 on 13/10/23.
So possibly a mixture of storage and maintenance taking place on site.
Usually when they space the wagons out like that it's to allow access for maintenance.
There was a 4V54 Southampton Maritime - Bristol on 30/03/26 which brought in 14 more FSA / FTA wagons.
The others in there are 18 FSA / FTA which arrived on a 4Z91 Southampton Maritime - Bristol on 26/07/23, and 9 FLA + 1 KFA which arrived from Basford Hall on 01/12/23 as a 4Z27.
There were also some other flats which arrived on 24/07/23 from Southampton Maritime, but these appear to have left the site since then - a YouTube video titled "Bristol Freightliner Railport; 70016 collects stored container flats" shows 70016 collecting a short rake of Freightliner flats for movement to Basford Hall as a 4M20 on 13/10/23.
So possibly a mixture of storage and maintenance taking place on site.
incidentally I noticed a week ago in Westbury Down Yd about 4 or 5 Immerys bulk clay bogie hoppers, presumably rather stranded there now, since the surviving Cornish Clay by rail traffic has been taken over from DBS by GBRf who no longer run the weekly Cliffe Vale and return train via Westbury ..so where is mtce of this Wagon Pool now done I wonder ?
incidentally I noticed a week ago in Westbury Down Yd about 4 or 5 Immerys bulk clay bogie hoppers, presumably rather stranded there now, since the surviving Cornish Clay by rail traffic has been taken over from DBS by GBRf who no longer run the weekly Cliffe Vale and return train via Westbury ..so where is mtce of this Wagon Pool now done I wonder ?
This is a new one appearing on the timetable, Portbury to Northampton Gateway GBRF. Any ideas? I don’t think it’s a historic path that’s reappeared as they sometimes do.
Real-time train running information for 4M00 0930 departure from Portbury Auto Terminal Gbf to Northampton Gateway Gbrf on 18/05/2026. From Realtime Trains, an independent source of train running info for Great Britain.
www.realtimetrains.co.uk
There is no corresponding inbound service as yet, which makes me more inclined to think it’s not genuine.
I thought the same thing, it seems like a route that should've had more traction (excuse the pun) over the years as there is no service apart from the TATA Steel imports.
I thought the same thing, it seems like a route that should've had more traction (excuse the pun) over the years as there is no service apart from the TATA Steel imports.
There was a report on one of the local groups about intermodal trucks accumulating near the auto terminal, so may be something in it, but still no inbound paths on the system.
I’d like it if it was a class 99 working, but it’s pathed through Oxford so not likely to be under the wires long enough to make that worthwhile.
There was a report on one of the local groups about intermodal trucks accumulating near the auto terminal, so may be something in it, but still no inbound paths on the system.
I’d like it if it was a class 99 working, but it’s pathed through Oxford so not likely to be under the wires long enough to make that worthwhile.
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