In message , at 15:47:21
on Mon, 1 Aug 2011, remarked:
Meanwhile Colin doesn't think that one of the two 12car Horsham
trains off-peak will stop at the Cambridge rural stations (which
something must), nor indeed could does he think they could be
described as "semi-fast".

The semi-fast description isn't just related to stops at stations between
Royston and Cambridge. It also relates to a larger number of stops between
Stevenage and Hatfield plus Potters Bar.

So you'd prefer we concluded that their use of the expression
"semi-fast" is a little exaggerated for your liking?
--
Roland Perry

In message , at 15:47:21
on Mon, 1 Aug 2011, remarked:
More trains now call at Royston and/or Letchworth and end-to-end times
are almost never as quick as 45 minutes any more.

And after all that fuss in what, 2001, about chopping a minute off
the end to end time, by upgrading Cambridge-Royston.

The Cambridge-Royston power supply has been upgraded twice since
electrification.

It was the track they upgraded, to increase the speed. It was closed for
a week during (iirc) August, when it was expected to have less
passengers.

At first nothing more than a four car EMU could use it,
then up to 8 cars and now 12 cars. I think the odd loco can now be
accommodated but I could be wrong.

Locos can go as far as Chesterton sidings, I think.
--
Roland Perry

In article , (Roland Perry)
wrote:

In message , at
15:47:21 on Mon, 1 Aug 2011, remarked:
Meanwhile Colin doesn't think that one of the two 12car Horsham
trains off-peak will stop at the Cambridge rural stations (which
something must), nor indeed could does he think they could be
described as "semi-fast".

The semi-fast description isn't just related to stops at stations between
Royston and Cambridge. It also relates to a larger number of stops
between Stevenage and Hatfield plus Potters Bar.

So you'd prefer we concluded that their use of the expression
"semi-fast" is a little exaggerated for your liking?

It's between slow and fast. Is that a problem for you?

--
Colin Rosenstiel

In article , (Roland Perry)
wrote:

In message , at
15:47:21 on Mon, 1 Aug 2011, remarked:
More trains now call at Royston and/or Letchworth and end-to-end times
are almost never as quick as 45 minutes any more.

And after all that fuss in what, 2001, about chopping a minute off
the end to end time, by upgrading Cambridge-Royston.

The Cambridge-Royston power supply has been upgraded twice since
electrification.

It was the track they upgraded, to increase the speed. It was closed
for a week during (iirc) August, when it was expected to have less
passengers.

Was that meant to be an attempt at contradiction or just an irrelevant
remark?

At first nothing more than a four car EMU could use it,
then up to 8 cars and now 12 cars. I think the odd loco can now be
accommodated but I could be wrong.

Locos can go as far as Chesterton sidings, I think.

Now, I agree. Not when Royston-Shepreth Branch Junction was first
electrified, though.

--
Colin Rosenstiel

In message , at 18:08:16
on Mon, 1 Aug 2011, remarked:
In article , (Roland Perry)
wrote:

In message , at
15:47:21 on Mon, 1 Aug 2011, remarked:
More trains now call at Royston and/or Letchworth and end-to-end times
are almost never as quick as 45 minutes any more.

And after all that fuss in what, 2001, about chopping a minute off
the end to end time, by upgrading Cambridge-Royston.

The Cambridge-Royston power supply has been upgraded twice since
electrification.

It was the track they upgraded, to increase the speed. It was closed
for a week during (iirc) August, when it was expected to have less
passengers.

Was that meant to be an attempt at contradiction or just an irrelevant
remark?

That's what I was wondering when you mentioned electrification!

--
Roland Perry

In message , at 18:08:16
on Mon, 1 Aug 2011, remarked:
Meanwhile Colin doesn't think that one of the two 12car Horsham
trains off-peak will stop at the Cambridge rural stations (which
something must), nor indeed could does he think they could be
described as "semi-fast".

The semi-fast description isn't just related to stops at stations between
Royston and Cambridge. It also relates to a larger number of stops
between Stevenage and Hatfield plus Potters Bar.

So you'd prefer we concluded that their use of the expression
"semi-fast" is a little exaggerated for your liking?

It's between slow and fast. Is that a problem for you?

No; that describes both the xx:26 and xx:55
--
Roland Perry

In article , (Roland Perry)
wrote:

In message , at
18:08:16 on Mon, 1 Aug 2011, remarked:
Meanwhile Colin doesn't think that one of the two 12car Horsham
trains off-peak will stop at the Cambridge rural stations (which
something must), nor indeed could does he think they could be
described as "semi-fast".

The semi-fast description isn't just related to stops at stations
between Royston and Cambridge. It also relates to a larger number of
stops between Stevenage and Hatfield plus Potters Bar.

So you'd prefer we concluded that their use of the expression
"semi-fast" is a little exaggerated for your liking?

It's between slow and fast. Is that a problem for you?

No; that describes both the xx:26 and xx:55

You say. I don't agree. You seem to be ignoring the difference between 6 and
all 15 intermediate stops on the outers. I don't regard that as of no
account at all.

--
Colin Rosenstiel

In message , at 03:31:19
on Tue, 2 Aug 2011, remarked:
It's between slow and fast. Is that a problem for you?

No; that describes both the xx:26 and xx:55

You say. I don't agree. You seem to be ignoring the difference between 6 and
all 15 intermediate stops on the outers. I don't regard that as of no
account at all.

It isn't "of no account", but neither does it place the service firmly
into the "slow" category.

And you still have to account for where the 2tph to Horsham are coming
from.
--
Roland Perry

"Roland Perry" wrote in message
...
In message , at 09:40:13 on Sun,
31 Jul 2011, John C remarked:

I'm assuming that the Thameslink trains will take over the London Bridge
to Horsham stoppers.

2tph replacing 2tph, sounds very plausible.

Another bonus is that this will free up more 377s for Southern to use
elsewhere. The off peak London Bridge
to Horsham service requires six units. Most of them pair up in the peaks.


What about the other end? If they form what is now the King's Cross to
Cambridge stopper then Meldreth, Shepreth and Foxton platforms will need
to be extended to eight car length.

http://www.legislation.gov.uk/uksi/2...chedule/2/made

Although with 12-car trains they'll still need some SDO.

--
Roland Perry

Having re-read what Paul has written it looks like the through trains from
Horsham
will only stop (I'm guessing here) at Stevenage, Hitchin, Letchworth,
Baldock and Royston.
Shepreth and Foxton are a pain because they have AHB crossings at the London
end so
over length trains cannot stop in the down direction.

John

In message , at 16:27:09 on
Wed, 3 Aug 2011, John C remarked:

Having re-read what Paul has written it looks like the through trains
from Horsham will only stop (I'm guessing here) at Stevenage, Hitchin,
Letchworth, Baldock and Royston.

What's going to serve the various intermediate stations north of
Baldock? Colin's been thinking there's a previous undisclosed 5th train
per hour terminating at Kings Cross.

Shepreth and Foxton are a pain because they have AHB crossings at the
London end so over length trains cannot stop in the down direction.

Foxton's a full barrier (with signal box next door). Shepreth might need
converting, a drop in the ocean compared to all the other Thameslink
upgrades.
--
Roland Perry