Is there an optimal timetable separation for smaller stations?

[greataj]

In regard to stations particularly that get an hourly service in each direction, is there an optimal spread between calling trains?

For instance, Great Chesterford on the WAML has it's off peak service pattern with southbound trains typically calling at XX:34, with northbound services almost simultaneously at XX:35, then nothing calling again for the next 59 minutes. Take Elsenham further down the same line which has the same service provision but calls for each direction broadly split 30 minutes apart.

It's of course inevitable this will happen along any particular route. I get that in some cases, particularly on single track routes where a station provides a passing loop, trains are deliberately timed to call in each direction simultaneously.

But with the example of Great Chesterford, other than the perception that both platforms are well utilised for a short period and then turns into a ghost town for 50 minutes of every hour, is there any evidence to suggest this can actually impact any way from a performance point of view?

 

[The Planner]

In regard to stations particularly that get an hourly service in each direction, is there an optimal spread between calling trains?

For instance, Great Chesterford on the WAML has it's off peak service pattern with southbound trains typically calling at XX:34, with northbound services almost simultaneously at XX:35, then nothing calling again for the next 59 minutes. Take Elsenham further down the same line which has the same service provision but calls for each direction broadly split 30 minutes apart.

It's of course inevitable this will happen along any particular route. I get that in some cases, particularly on single track routes where a station provides a passing loop, trains are deliberately timed to call in each direction simultaneously.

But with the example of Great Chesterford, other than the perception that both platforms are well utilised for a short period and then turns into a ghost town for 50 minutes of every hour, is there any evidence to suggest this can actually impact any way from a performance point of view?

It is what it is, if the timetable is compliant and has no known obvious underlying performance related issues then it doesn't make a difference. It is like people assuming a clock face timetable is having trains on the hour or at a quarter past etc, a clock face timetable is one that repeats itself.

 

[quantinghome]

In regard to stations particularly that get an hourly service in each direction, is there an optimal spread between calling trains?

For instance, Great Chesterford on the WAML has it's off peak service pattern with southbound trains typically calling at XX:34, with northbound services almost simultaneously at XX:35, then nothing calling again for the next 59 minutes. Take Elsenham further down the same line which has the same service provision but calls for each direction broadly split 30 minutes apart.

It's of course inevitable this will happen along any particular route. I get that in some cases, particularly on single track routes where a station provides a passing loop, trains are deliberately timed to call in each direction simultaneously.

But with the example of Great Chesterford, other than the perception that both platforms are well utilised for a short period and then turns into a ghost town for 50 minutes of every hour, is there any evidence to suggest this can actually impact any way from a performance point of view?

I can't imagine why it would have any effect. And the services would have to pass somewhere.

 

[edwin_m]

There would be some impact on closure times for any level crossing at the station, as well as a possible safety issue if people have to cross the line to catch the train when there is also one approaching in the other direction, as happened at Elsenham a few years ago. But that depends at least as much on when the non-stopping trains pass through.

There will be extra local demand on the electricity supply if electric trains accelerate away from the station in both directions at the same time. That won't be an issue for 25kV and is very unlikely to be for third rail.

The only other impact I can think of is possible need for more ticketing facilities if people going in both directions are buying tickets at the same time. Again unlikely to be an issue, particularly for commuter routes where nearly everyone departs towards the big city, and I very much doubt TOCs consider it when deciding what to provide.

 

[stevieinselby]

One potential advantage of having up and down trains cross within a few minutes of each other is that it enables buses to the surrounding area to more easily provide a good connection with trains.

At smaller stations, I can't imagine there would be huge problems with queues of passengers wanting to get tickets at the same time or a long line of cars struggling to get out of the station car park all at once. Indeed, in some European countries, the whole system is designed on that kind of "pulse" principle, where every hour all routes arrive and depart within a few minutes of each other, to allow connections in all directions, and then you have 50 minutes of silence.