May 2026 timetable

[nw1]

I'm always amazed how much they squeezed out of this line in the peak back in the day.

They managed 7tph towards Ascot in 1982, mostly via the mainline but a couple via Hounslow - plus 2tph Windsor (for whatever reason, Windsor never seems to see peak extras) and 4tph stopping services via Mortlake (actually 6tph, but 2tph departed immediately behind another service).

The difference perhaps was the Hounslow Loop only got 2tph. Mind you it's 4-track before it diverges, so presumably they could have run the 1982 timetable with a couple of extra 2tph on the loop.

The stopping patterns for the longer-distance (Ascot and beyond) services were somewhat erratic with a lot of skip-stopping, presumably to maximise the number of possible services.

Departures on the Windsor line between 1700 and 1800 in 1982:

1705 Guildford via Hounslow and Ascot, fast to Staines, then slow
1707 Hounslow loop, out via Hounslow
1712 Windsor
1716 Kingston loop, out via Twickenham
1720 Reading limited stop, Wokingham in 52 mins
1722 Guildford via Ascot, stopping
1727 Shepperton
1730 Hounslow loop, out via Richmond
1734 Reading via Hounslow, fairly limited stop, Wokingham in 54 mins
1736 Camberley, skip-stop pattern, unusually skips Ascot
1737 Hounslow loop, out via Hounslow
1742 Windsor
1746 Kingston loop, out via Twickenham
1750 Aldershot, limited stop
1752 Reading, stopping, 1hr01 to Wokingham
1757 Shepperton
1759 Hounslow loop, out via Richmond

 

[Phillipimo]

I'm always amazed how much they squeezed out of this line in the peak back in the day.

Departures on the Windsor line between 1700 and 1800 in 1982:

1705 Guildford via Hounslow and Ascot, fast to Staines, then slow
1707 Hounslow loop, out via Hounslow
1712 Windsor
1716 Kingston loop, out via Twickenham
1720 Reading limited stop, Wokingham in 52 mins
1722 Guildford via Ascot, stopping
1727 Shepperton
1730 Hounslow loop, out via Richmond
1734 Reading via Hounslow, fairly limited stop, Wokingham in 54 mins
1736 Camberley, skip-stop pattern, unusually skips Ascot
1737 Hounslow loop, out via Hounslow
1742 Windsor
1746 Kingston loop, out via Twickenham
1750 Aldershot, limited stop
1752 Reading, stopping, 1hr01 to Wokingham
1757 Shepperton
1759 Hounslow loop, out via Richmond

Sorry I realise this is odd topic for May 2026, but the current peak timetable still has 16tph, one less than 1982.

1700 Kingston Loop
1703 Windsor
1707 Hounslow via Brentford
1713 Aldershot
1715 Hounslow via Richmond
1720 Reading
1722 Weybridge via Brentford
1730 Kingston Loop
1733 Windsor
1737 Hounslow via Brentford
1743 Shepperton
1745 Hounslow via Richmond
1750 Reading
1752 Weybridge via Brentford

 

[nw1]

Sorry I realise this is odd topic for May 2026, but the current peak timetable still has 16tph, one less than 1982.

1700 Kingston Loop
1703 Windsor
1707 Hounslow via Brentford
1713 Aldershot
1715 Hounslow via Richmond
1720 Reading
1722 Weybridge via Brentford
1730 Kingston Loop
1733 Windsor
1737 Hounslow via Brentford
1743 Shepperton
1745 Hounslow via Richmond
1750 Reading
1752 Weybridge via Brentford

The above appears to be 14tph.

The big cuts do appear to be towards Ascot and Reading. Windsor is the same, there is one less Mortlake stopper (one Shepperton has been lost), but Hounslow services have increased to 4tph.

Then: 7tph towards Ascot; 6tph Mortlake stoppers; 2tph Windsor; 2tph Hounslow loop
Now: 3tph towards Ascot (two very closely spaced); 5tph Mortlake stoppers; 2tph Windsor; 4tph Hounslow loop

That said, due to the quad-tracking you ought to (presumably) be able to get extra services towards Reading in addition to 4tph via Hounslow, as the two do not conflict. In 1982 there were 13tph in the peak down the 2-track section through Richmond, now there are just 10. Looks like there's effectively just 2tph towards Ascot and Reading in the peak, as the additional 1713 Aldershot is very close to the 1720 Reading.

Peak Ascot/Readings have been cut steadily though the years, IIRC. In 1985 it moved to a 6tph service (admittedly with a simpler pattern, every 10 mins at 1700, 1710 etc, and alternating cleanly between Reading and Aldershot/Guildford) which remained until the early 90s recession when IIRC it dropped to 4tph in the peak. I think it remained that way almost until Covid, but 2019 improvements saw an additional Aldershot via Hounslow.

In 1967 it was even busier, a massive 19tph on the Windsor lines:

1700 Weybridge/Windsor
1702 Teddington
1709 Hounslow via Twickenham
1713 Reading/Camberley (Brentford)
1715 Weybridge/Windsor
1720 Hounslow via Brentford
1723 Shepperton
1726 Teddington
1728 Reading/Guildford
1730 Weybridge/Windsor
1732 Teddington
1739 Hounslow via Twickenham
1743 Reading/Camberley
1745 Weybridge
1748 Windsor via Brentford
1750 Hounslow via Brentford
1753 Shepperton
1756 Teddington
1758 Reading/Guildford

So 4tph towards Ascot; 4tph Windsor and/or Weybridge; 3tph on the loop (two closely spaced) plus one Reading routed that way, and 8tph Mortlake stoppers. 15tph through Richmond. Based on 1967 and 1982 patterns, it does suggest they could send more trains down that way through the peak without cutting any existing services.

 

[VT 390]

Interesting LNER changes in May 2026...

14:03 London to Aberdeen timetable now terminates at Edinburgh and so does the 14:52 from Aberdeen.

A new 19:25 to London Kings Cross is introduced which presumably is formed after the 14:03 from London.

The 18:36 from Edinburgh to Aberdeen (formed after the 14:52 from Aberdeen) no longer comes from London.

Passengers for Haymarket - Dundee / Aberdeen will no doubt be unhappy at the near 10-minute connection onto the LNER service to Aberdeen at Edinburgh!

I don't think this is part of the May 2026 timetable change.
These changes only appear as short term plan services in May/June, if you look further ahead in to July/August both services operate direct London to Aberdeen and Aberdeen to London services.

 

[Peter A]

Interesting LNER changes in May 2026...

14:03 London to Aberdeen timetable now terminates at Edinburgh and so does the 14:52 from Aberdeen.

A new 19:25 to London Kings Cross is introduced which presumably is formed after the 14:03 from London.

The 18:36 from Edinburgh to Aberdeen (formed after the 14:52 from Aberdeen) no longer comes from London.

Passengers for Haymarket - Dundee / Aberdeen will no doubt be unhappy at the near 10-minute connection onto the LNER service to Aberdeen at Edinburgh!

These are only in as short-term changes to the timetable in the first couple months - if you look in say July then the Aberdeen services are unchanged - the 19:25 extending from Doncaster to Kings Cross (KGX) is still in there tho - pretty sure that was one of the changes that was to be implemented in a phased manner, along with the 14:40 from KGX to Harrogate and 18:33 Harrogate to KGX which now appear un-cancelled in the May timetable.

Seems to me like operationally they need to swap out an 800 to stay on Aberdeens to allow an 801 to go back to KGX, perhaps in order to achieve those extra services in the timetable. I wonder if this STP will continue to be extended for the forseeable or if an alternative solution will be found (like letting a 91 up to Newcastle as was originally proposed).

 

[tram21]

Unsure if this has been mentioned, but small EMR improvement:

Sunday morning trains from Nottingham to London will now call at Beeston consistently. Previously there was a gap where trains between 9am-11am didn't call there for an unknown reason.

 

[JonathanH]

Based on 1967 and 1982 patterns, it does suggest they could send more trains down that way through the peak without cutting any existing services.

The priority on the Windsor Lines since the 2004 timetable recast has shifted towards providing capacity at the stations on the London side of Staines, not the longer distance stations. That continues to this day, and the May 2026 timetable.

There is occasionally some calls for faster services from further out at stations on the South Western Railways network, but clearly there are some constraints about offering that. The Reading line timetable used to be very unreliable in the early 2000s before the 2004 changes.

On another SWR route, the MP for Dorking and Horley has filmed short pieces for Facebook where he asks an SWR official about faster services on the Dorking route. https://www.facebook.com/share/r/1AcFZRPM87/. The SWR official grimaces and says they will look at it, obviously thinking to themselves that it isn't going to happen.

 

[Ian Hardy]

The priority on the Windsor Lines since the 2004 timetable recast has shifted towards providing capacity at the stations on the London side of Staines, not the longer distance stations. That continues to this day, and the May 2026 timetable.

There is occasionally some calls for faster services from further out at stations on the South Western Railways network, but clearly there are some constraints about offering that. The Reading line timetable used to be very unreliable in the early 2000s before the 2004 changes.

On another SWR route, the MP for Dorking and Horley has filmed short pieces for Facebook where he asks an SWR official about faster services on the Dorking route. https://www.facebook.com/share/r/1AcFZRPM87/. The SWR official grimaces and says they will look at it, obviously thinking to themselves that it isn't going to happen.

Until Crossrail 2 removes the SWR inner suburban services from Waterloo and diverts them into a tunnel under Central London, nothing will be able to change with SWR concentrating on providing capacity in the London area and there is space at Waterloo for anything additonal services.
Don't forget that the inner suburban area is where the majority of people have returned to the office, unlike in the shire counties where working from home seems to be the norm and going into the office is only done when required / instructed.

 

[berneyarms]

On another SWR route, the MP for Dorking and Horley has filmed short pieces for Facebook where he asks an SWR official about faster services on the Dorking route. https://www.facebook.com/share/r/1AcFZRPM87/. The SWR official grimaces and says they will look at it, obviously thinking to themselves that it isn't going to happen.

For one it's the SWR Managing Director - hardly just "an official".
And he doesn't really grimace - he gave a straight answer about looking at what can be delivered once all of the Arterios are in service.

 

[Segedunum]

These are only in as short-term changes to the timetable in the first couple months - if you look in say July then the Aberdeen services are unchanged - the 19:25 extending from Doncaster to Kings Cross (KGX) is still in there tho - pretty sure that was one of the changes that was to be implemented in a phased manner, along with the 14:40 from KGX to Harrogate and 18:33 Harrogate to KGX which now appear un-cancelled in the May timetable.

Seems to me like operationally they need to swap out an 800 to stay on Aberdeens to allow an 801 to go back to KGX, perhaps in order to achieve those extra services in the timetable. I wonder if this STP will continue to be extended for the forseeable or if an alternative solution will be found (like letting a 91 up to Newcastle as was originally proposed).

During this period, the nine-car 800s are scheduled to have modifications made for ETCS going live on the East Coast Mainline. This means losing a diagram.

A spare electric set is brought in to maintain the Edinburgh-London portions of the service while the 800 terminates, nips into Craigentinny and back and picks up the return back to Aberdeen. This maintains capacity for Aberdeen, even if it does mean that the connection at Edinburgh is broken.

Once all the nine-car 800s are done, the Aberdeens will return to normal. It's unrelated to the full introduction of the December timetable.

 

[MasterPhillips]

Quite happy to take the 2 minute time penalty if it means not staggering across Clapham Jn with a suitcase!

Thats fair enough, it just seems the Waterloo to Reading line continues to get slower and slower. For example Longcross was added to all trains a few years ago, now Vauxhall too.

== Doublepost prevention - post automatically merged: 21 Feb 2026 ==

Sorry I realise this is odd topic for May 2026, but the current peak timetable still has 16tph, one less than 1982.

1700 Kingston Loop
1703 Windsor
1707 Hounslow via Brentford
1713 Aldershot
1715 Hounslow via Richmond
1720 Reading
1722 Weybridge via Brentford
1730 Kingston Loop
1733 Windsor
1737 Hounslow via Brentford
1743 Shepperton
1745 Hounslow via Richmond
1750 Reading
1752 Weybridge via Brentford

It’s amazing how similar the departure times are compared to today, 44 years later!

 

[Ian Hardy]

Thats fair enough, it just seems the Waterloo to Reading line continues to get slower and slower. For example Longcross was added to all trains a few years ago, now Vauxhall too.

== Doublepost prevention - post automatically merged: 21 Feb 2026 ==



It’s amazing how similar the departure times are compared to today, 44 years later!

They got in right in 1982.

 

[SWT_USER]

Ridiculous that the Hounslow rounders aren't back off peak yet.

No doubt SWR will still claim no one is traveling post COVID. Not that they would know as there is never any revenue protection on that route

 

[cle]

The priority on the Windsor Lines since the 2004 timetable recast has shifted towards providing capacity at the stations on the London side of Staines, not the longer distance stations. That continues to this day, and the May 2026 timetable.

There is occasionally some calls for faster services from further out at stations on the South Western Railways network, but clearly there are some constraints about offering that. The Reading line timetable used to be very unreliable in the early 2000s before the 2004 changes.

On another SWR route, the MP for Dorking and Horley has filmed short pieces for Facebook where he asks an SWR official about faster services on the Dorking route. https://www.facebook.com/share/r/1AcFZRPM87/. The SWR official grimaces and says they will look at it, obviously thinking to themselves that it isn't going to happen.

What is that extra inner capacity?

4tph Windsor was culled, as was 4tph via Hounslow - or the Readings which called at Hounslow itself?

I’m sorry but that’s apologism, there is a lot of clear historical evidence that this line’s service is the worst it’s been in reasonable living memory.

 

[trainmania100]

Okehampton Interchange now has CRS code OKI and appears in the May 2026 timetable.
It does show as unadvertised stop suggesting that it may not actually stop there as the station isn't open yet.

Eg;

Trains at Okehampton Interchange on 01/06/2026 | Rail Record

Live Train Times for Okehampton Interchange - Search passenger and freight services at Okehampton Interchange

live.rail-record.co.uk

 

[DMckduck]

Ridiculous that the Hounslow rounders aren't back off peak yet.

No doubt SWR will still claim no one is traveling post COVID. Not that they would know as there is never any revenue protection on that route

Its because of crew levels, not passenger numbers.

I'm not sure on specific requirements, but re-introducing the rounders to all day would require loads more crew and diagrams.

Considering driver overtime is still used daily at most depots, guard staffing levels also aren't at the required levels.

You can blame the COVID recruitment freeze, it's not known whether driver recruitment can train fast enough to fill the current gaps, whilst also covering the incoming retirement wave.

 

[Sad Sprinter]

Its because of crew levels, not passenger numbers.

I'm not sure on specific requirements, but re-introducing the rounders to all day would require loads more crew and diagrams.

Considering driver overtime is still used daily at most depots, guard staffing levels also aren't at the required levels.

You can blame the COVID recruitment freeze, it's not known whether driver recruitment can train fast enough to fill the current gaps, whilst also covering the incoming retirement wave.

So we’re stuck with c*appy services for the foreseeable future?

 

[dk1]

So we’re stuck with c*appy services for the foreseeable future?

At least until December or possibly May 27.

 

[nw1]

What is that extra inner capacity?

4tph Windsor was culled, as was 4tph via Hounslow - or the Readings which called at Hounslow itself?

I’m sorry but that’s apologism, there is a lot of clear historical evidence that this line’s service is the worst it’s been in reasonable living memory.

If I remember right the 2019 timetable featured 4tph to Reading in the peak at 05, 20, 35, 50 (rather than 3tph Reading and 1tph Aldershot pre-2019) and in addition there was an extra via-Hounslow path at xx24 and xx54 which alternated between Windsor and Aldershot (thus providing the former with peak extras for the first time since before 1982)?

From historic peak timetables it does seem that you can provide both intensive service in the inner area and frequent service out to Ascot and beyond. Seems it is theoretically possible (happened in 1967) to get a 15-min-interval service to Windsor in the peak, in addition to a 15-minute-interval service to Reading and 6tph stoppers via Mortlake. That said, I have noted the reason given that there is a lack of drivers meaning it isn't possible in practice for the moment.

I do remember that on both the main and the Windsor side, the May 2019 timetable was a big step up, the biggest improvement for years. Interesting traction-wise also as the plan was to get the 442s to do the Direct fasts. Then the initial GWR timetable of Dec 2019 was also very exciting. On the railways, Covid wrecked so many things...

 

[Harpo]

Alternatively…..

On the railways, Covid DfT wrecked so many things...

 

[Cowley]

If I remember right the 2019 timetable featured 4tph to Reading in the peak at 05, 20, 35, 50 (rather than 3tph Reading and 1tph Aldershot pre-2019) and in addition there was an extra via-Hounslow path at xx24 and xx54 which alternated between Windsor and Aldershot (thus providing the former with peak extras for the first time since before 1982)?

From historic peak timetables it does seem that you can provide both intensive service in the inner area and frequent service out to Ascot and beyond. Seems it is theoretically possible (happened in 1967) to get a 15-min-interval service to Windsor in the peak, in addition to a 15-minute-interval service to Reading and 6tph stoppers via Mortlake. That said, I have noted the reason given that there is a lack of drivers meaning it isn't possible in practice for the moment.

I do remember that on both the main and the Windsor side, the May 2019 timetable was a big step up, the biggest improvement for years. Interesting traction-wise also as the plan was to get the 442s to do the Direct fasts. Then the initial GWR timetable of Dec 2019 was also very exciting. On the railways, Covid wrecked so many things...

Happy for this to provide a bit of context, but if we could keep it on the current situation going forward that would be appreciated.

 

[Scotrail88]

Gone very quiet here

Has the timetable comparisons site been update and any further news

 

[Kite159]

One small retiming I've noticed is the 09:02 Euston to Holyhead service is changed to 08:58 Euston to Holyhead (Public timetable 08:58, working timetable 09:00). Which means those using offpeak tickets with restriction code 'VN' (not valid pre 08:59 Monday to Thursday) will no longer be able to use that train.

So most likely the 09:33 Manchester train will get even busier as it will carry more passengers for North Wales stations who would have previously used the 09:02 Holyhead to avoid the eye watering expensive anytime fares) as that train connects to a Chester train at Crewe.

 

[Harpo]

One small retiming I've noticed is the 09:02 Euston to Holyhead service is changed to 08:58 Euston to Holyhead (Public timetable 08:58, working timetable 09:00). Which means those using offpeak tickets with restriction code 'VN' (not valid pre 08:59 Monday to Thursday) will no longer be able to use that train.

So most likely the 09:33 Manchester train will get even busier as it will carry more passengers for North Wales stations who would have previously used the 09:02 Holyhead to avoid the eye watering expensive anytime fares) as that train connects to a Chester train at Crewe.

A consequence of being a 5 car train on the ‘full to capacity’ WCML??

 

[WTT Gremlin]

One small retiming I've noticed is the 09:02 Euston to Holyhead service is changed to 08:58 Euston to Holyhead (Public timetable 08:58, working timetable 09:00). Which means those using offpeak tickets with restriction code 'VN' (not valid pre 08:59 Monday to Thursday) will no longer be able to use that train.

So most likely the 09:33 Manchester train will get even busier as it will carry more passengers for North Wales stations who would have previously used the 09:02 Holyhead to avoid the eye watering expensive anytime fares) as that train connects to a Chester train at Crewe.

Would you be able to explain the specifics of that version of off-peak as I didn't know there were multiple times when peak fares ended? Currently the Avanti website says Peak is until 09:25 Mon-Thurs.

 

[nw1]

Not sure I understand why an 0858 to Holyhead would be busy enough to restrict travel to peak fares anyway. Aside from the May half term and school summer holidays, I'd be surprised if it were that busy that time of day.
It's travelling away from London, and not serving any large cities that might attract business-oriented day travel.

Seems to be part of the growing symptom that an increasing proportion of the day is treated as "peak", rather than just the traditional (on InterCity routes) before-10am or so to London and 4-7pm out of London.

 

[jfollows]

Would you be able to explain the specifics of that version of off-peak as I didn't know there were multiple times when peak fares ended? Currently the Avanti website says Peak is until 09:25 Mon-Thurs.

Peak/off-peak fares are defined by the ticket restriction code, not by a specific time.
In this case, https://www.nationalrail.co.uk/ticket-types/validity/vn/

Restrictions​

Applicable Days​

Monday to Friday
Mondays to Fridays

Outward Travel​

Not valid on trains timed to depart:

• London Euston after 04:29 until 08:59 (Restrictions do not apply on Fridays)
• Milton Keynes Central after 04:29 until 09:05;(Restrictions do not apply on Fridays)
• Watford Junction after 04:29 until 09:00;(Restrictions do not apply on Fridays)
• Reading before 08:35 and after 17:10 until 19:01;
• London Marylebone after 04:29 until 09:05;
• London Paddington before 08:10 and after 16:40 until 19:01;

Break of journey is not permitted.
For travel on CrossCountry services use 2V.

Return Travel​

Not valid on trains timed to arrive:

• London Euston after 04:29 until 10:00;(Restrictions do not apply on Fridays)
• Milton Keynes Central after 04:29 until 10:00;(Restrictions do not apply on Fridays)
• Watford Junction after 04:29 until 10:20;(Restrictions do not apply on Fridays)
• Reading before 09:40;
• London Marylebone after 04:29 until 10:25;
• London Paddington before 10:10;

For travel on CrossCountry services use 2V.

Seasonal Variations​

• Peak Restrictions will be lifted from Friday 19th Dec through to Friday 2nd Jan

For Chester and for Wilmslow, for example, the code is 9I.

== Doublepost prevention - post automatically merged: 12 Mar 2026 ==

Avanti provides more details, see attachment from https://www.avantiwestcoast.co.uk/tickets-and-savings/ticket-types/off-peak-tickets

 

[Robert Carroll]

If I remember right the 2019 timetable featured 4tph to Reading in the peak at 05, 20, 35, 50 (rather than 3tph Reading and 1tph Aldershot pre-2019) and in addition there was an extra via-Hounslow path at xx24 and xx54 which alternated between Windsor and Aldershot (thus providing the former with peak extras for the first time since before 1982)?

From historic peak timetables it does seem that you can provide both intensive service in the inner area and frequent service out to Ascot and beyond. Seems it is theoretically possible (happened in 1967) to get a 15-min-interval service to Windsor in the peak, in addition to a 15-minute-interval service to Reading and 6tph stoppers via Mortlake. That said, I have noted the reason given that there is a lack of drivers meaning it isn't possible in practice for the moment.

I do remember that on both the main and the Windsor side, the May 2019 timetable was a big step up, the biggest improvement for years. Interesting traction-wise also as the plan was to get the 442s to do the Direct fasts. Then the initial GWR timetable of Dec 2019 was also very exciting. On the railways, Covid wrecked so many things...

I think in 1967, the Hounslow Loop service was only 2tph in the peaks, whereas it is 4tph now I believe. That would have meant more paths for fasts via Hounslow.

 

[nw1]

I think that would be an exaggeration.

What Cambridge gets is the 1tph as before on both routes, but additional trains at peak Cambridge commuting times:

0717 Ipswich-Cambridge (between 0656 and 0819 trains)
0808 Norwich-Cambridge (between 0726 and 0827 trains)
1705 Cambridge-Ipswich (between 1648 and 1744 trains)
1710 Cambridge-Norwich (between 1626 and 1730 trains)

Sorry this reply is late but just going over old posts.

Anyway - it's refreshing to see the concept of the peak extra isn't dead, and from non-London locations too.

I also see GA have been more proactive than most in restoring peak extras out of Liverpool Street.

Now if only SWR and Southern could take a leaf out of GA's book.... sadly I live in a part of the country which seems to have seen one the slowest post-Covid service recoveries.

== Doublepost prevention - post automatically merged: 15 Mar 2026 ==

I think in 1967, the Hounslow Loop service was only 2tph in the peaks, whereas it is 4tph now I believe. That would have meant more paths for fasts via Hounslow.

Ah ok. Nonetheless it's interesting what they squeezed in then, as it appeared most went via Richmond if the Waterloo CWN is correct, but it's something for another thread!

 

[mikestone1952]

Cross Country track access application has appeared recently
https://sacuksprodnrdigital0001.blob.core.windows.net/sale-of-access-rights/Consultations/Current Track Access Consultations/13.03.2026 - CrossCountry Trains - Section 22 - 45th SA - Closes 13.04.2026/XC 45th Supplemental Form P - Consultation.pdf
although actually signed on 04-02-26, differing slightly from what RTT has and with no mention of the Banbury non-stopping and lots of stuff about level crossings north of Oxford affecting competing with future open access aspirations, and presumably the reason some new trains initially in RTT having already been removed.

Level Crossing risks have been highlighted at Holmes (Rotherham), East Mids, and Oxford.
However, East Mids have concerns around the impact of the small incremental changes that occur
over time and the cumulative impact that they bring on already high-risk crossings.
Network Rail is currently unable to support the sale of further access rights across Sandy Lane,
Yarnton Lane and Tackley Level Crossings (north of Oxford LX’s) above the quantum modelled in
December 2019. This application does not take us above this. However, there was originally an uplift
planned at Oxford due to additional Reading-York paths, but this is no longer going ahead for May’26.
There are aspirations from open access operators that directly compete with the XC application
including Grand Central’s aspiration for Newcastle to Brighton for Dec 26. There will only be capacity
for either the Grand Central service or the XC services over these crossings.
Network Rail would require all three level crossings (LX’s) to either be closed or sufficient
mitigations deployed to address the risk before being in a position to support additional contingent
access rights.