mike57
Established Member
Suggestions must use existing resources, and explain the advantages/disadvantages and the thinking behind it.
I will start off with:
1 TPH(train per hour) to/from Newcastle, Middlesbrough, Scarborough and Hull, giving 4 TPH Leeds-Manchester with a stop at Huddersfield.
1 TPH Liverpool, 2 TPH Man Air, and 1 TPH Man Ox Rd.
Every 3rd service will be 'semi fast' calling additionally at Garforth, Dewsbury and Stalybridge. This distributes the trains with more stops between the routes. Use spare units to augment as many services as possible to 6 carriages, probably concentrating them on the semi fasts as these are likely to get busy.
Then run an all stations Leeds > Manchester service with a possible break at Huddersfield 1 TPH.
To me the extra Newcastle service is taking units from the core route, there are already 2 VTEC and 2 XC services per hour between York and Newcastle so the additional capacity delivered by an extra 3 carriages of non 125mph stock isn't worth the loss of units from the core route.
By distributing the semi fasts between the routes you are offering direct connections through the day to leisure passengers who don't want to change, whilst not lumbering one route with a worse service.
I also don't believe there is demand for 2 express services per hour to Liverpool via Chat Moss, but if there is run an electric service Man Vic > Liv as I think there are more available electric units. Certainly pre May 20th when I saw the Northern semi fasts go through Man Ox Rd they were never that busy. By running a service into Man Ox Rd you give connections to places like Warrington if its timed correctly. (Or even reintroduce the Liverpool via Warrington route by a reversal at Man Ox Rd, but maybe thats a complication that isn't needed at present)
The down side will be that you loose the benefits of a clock face time table, but regular users will soon learn the times, and everyone else probably just checks times on their phone anyway. Less but longer trains should deliver a more reliable service. You wont get more capacity unless you have more units, but at least the delivered capacity will be reliable and will offer a range of journey opportunities whilst concentrating resources onto the core route which is Manchester > Leeds > York.
When new rolling stock is available don't make the mistake of running lots of shorter trains.
And finally have a published emergency timetables which will be used in times of disruption (e.g. weather related), this would probably run Hull, M'boro and Scarborough as shuttles and terminate Newcastle services at Darlington at the eastern end and terminate one Man Airport service at Man Ox Rd or Man Vic. at the western end.
I will start off with:
1 TPH(train per hour) to/from Newcastle, Middlesbrough, Scarborough and Hull, giving 4 TPH Leeds-Manchester with a stop at Huddersfield.
1 TPH Liverpool, 2 TPH Man Air, and 1 TPH Man Ox Rd.
Every 3rd service will be 'semi fast' calling additionally at Garforth, Dewsbury and Stalybridge. This distributes the trains with more stops between the routes. Use spare units to augment as many services as possible to 6 carriages, probably concentrating them on the semi fasts as these are likely to get busy.
Then run an all stations Leeds > Manchester service with a possible break at Huddersfield 1 TPH.
To me the extra Newcastle service is taking units from the core route, there are already 2 VTEC and 2 XC services per hour between York and Newcastle so the additional capacity delivered by an extra 3 carriages of non 125mph stock isn't worth the loss of units from the core route.
By distributing the semi fasts between the routes you are offering direct connections through the day to leisure passengers who don't want to change, whilst not lumbering one route with a worse service.
I also don't believe there is demand for 2 express services per hour to Liverpool via Chat Moss, but if there is run an electric service Man Vic > Liv as I think there are more available electric units. Certainly pre May 20th when I saw the Northern semi fasts go through Man Ox Rd they were never that busy. By running a service into Man Ox Rd you give connections to places like Warrington if its timed correctly. (Or even reintroduce the Liverpool via Warrington route by a reversal at Man Ox Rd, but maybe thats a complication that isn't needed at present)
The down side will be that you loose the benefits of a clock face time table, but regular users will soon learn the times, and everyone else probably just checks times on their phone anyway. Less but longer trains should deliver a more reliable service. You wont get more capacity unless you have more units, but at least the delivered capacity will be reliable and will offer a range of journey opportunities whilst concentrating resources onto the core route which is Manchester > Leeds > York.
When new rolling stock is available don't make the mistake of running lots of shorter trains.
And finally have a published emergency timetables which will be used in times of disruption (e.g. weather related), this would probably run Hull, M'boro and Scarborough as shuttles and terminate Newcastle services at Darlington at the eastern end and terminate one Man Airport service at Man Ox Rd or Man Vic. at the western end.
