SMART Slaithwaite and Marsden Action on Rail Transport nanoxia deep silence 5

Punctuality is still not brilliant, but there’s been a big improvement in reliability, with the number of cancellations & part-cancellations per week (at slaithwaite & marsden) down to an average of fewer than three per week. For the 12 weeks before the timetable change this averaged 32 per week. It hasn’t been enough to lift slaithwaite & marsden out of the bottom 10 stations for punctuality, which is an indication of just how awful it was before anxiété définition the timetable change.

There are still issues at mossley with cancellations on the hull to manchester trains, but fewer than before. However, it appears that when this happens there is a better chance of getting stop orders put in – there were several on the morning of saturday 12 th january – so maybe the message that it’s not ok to leave two hour gaps with no service is finally getting through.


Since writing the above…………………… we had observed a big improvement, but in the past few days we have seen (sunday 27th) a series of cancellations reducing the daytime service to one every two hours, cancellations at peak times (tuesday 29th & wednesday anxiety attack treatment in er 30th) and stop orders being requested and refused (tuesday 29th), mossley being reduced to a service every 2 hours in the daytime and stop orders being requested and refused (friday 1st february). We really wanted to compliment TPE on doing so much better, but they make it so hard to do that. It’s disappointing that TPE are now reminding us of the bad old days.

Ideally through trains to leeds would be restored, but in theory the journey to leeds is easy with cross-platform interchange at huddersfield. The reality is that it is a whole lot less easy because of the limited capacity of the huddersfield to leeds trains, and possibly the arrival of new rolling stock, when it happens, will improve this.

Connectivity between the stopping service west of huddersfield and the separate stopping service east of huddersfield needs to be improved. One of the unintentional consequences of splitting the service nanoxia deep silence 120mm ultra quiet pc fan 1300 rpm at huddersfield is that the two services don’t connect, so a journey from, say, marsden to mirfield involves a 56 minute wait for a connection at huddersfield and even marsden/slaithwaite to dewsbury involves a 25 minute wait at huddersfield.

Until may 2018, most westbound trains used platform 3, with level access. From 20th may 2018, most eastbound trains used platform 2, accessed by steep steps and with a height difference of 51cm between the train and the platform. [SMART had advised against this, but we were ignored.] the reasoning behind the change is that use of platform 2 saves 1 ½ to 2 minutes, which makes a difference on a line as busy as huddersfield-stalybridge.

It’s evident that use of platform 2 has been troublesome operationally. First of all TPE changed their operating practice to only open one centre reflex anoxic seizures in infants door at marsden westbound, then in january 2019 TPE stopped using platform 2 on a regular basis. It’s this latest change which has meant that all westbound trains run two minutes late (or should that be two minutes later than they would otherwise have been).

Marsden station platform 2, just had further update after an assessment has taken place the original solution was harrington humps for 1x set of doors on P2 at marsden. The plan has since changed to be a ‘dura’ platform raise for the full (99m) length of the platform. This does mean that the work completion will be slightly longer but should be done by the end of march.

As you will anxiety test free nhs be aware, the service patterns on the core diggle axis have been the focus of much attention both before and after the may 2018 timetable change, both with regard to the connectivity and service levels timetabled and to real-world operating performance. The combined authority’s consistent position has been not to favour “skip-stopping” or similar patterns on the rail network, and in this respect the combined authority welcomes the december 2018 changes as representing the beginning of a move away from this, albeit only the beginning.

 an increase in service levels at slaithwaite and marsden to 2tph in the AM and PM peaks (in each case in both directions), again to restore pre-may-2018service levels to those stations. It is accepted that under some service combinations it might not be possible for all the additional peak-only trains to stop at all stations, and a pragmatic view will be needed as to which “extra” trains can accommodate stops at these stations, provided that at least 1tph does stop at all stations between huddersfield and stalybridge.

The combined authority notes that the current services at slaithwaite and marsden, taking TPE and northern services together, fall short of franchise requirements in the peaks, as well as being inferior to the position before may 2018. While the noncompliances may directly relate to northern’s rather than TPE’s train service requirement, the reality of this corridor is that the two operations are inextricably linked, and the constraints “caused” by one operator’s service often cause issues for the anxiety disorder meaning in telugu other. In any event anoxia tisular, we retain an open mind as to the potential merits of any “remapping” of certain services if this provides a route to unlocking the service levels we wish to see.

Performance on the north trans-pennine route continues to fall far below reasonable expectations and franchise standards. Indeed, by some measures slaithwaite station has the least reliable services anywhere in britain, and six out of the top ten least reliably-served stations are on this line; amongst the top 100 busiest stations in the country, nine of the ten with the least reliable services are on the TPE network, including huddersfield as the least reliable large station of all, with leeds and york also featuring.

Day-to-day operating decisions have exacerbated the impact of the poor performance: we have received numerous reports of trains that should travel to manchester airport being terminated at manchester victoria, from where the onward journey to the airport is anything but straightforward; of stops at slaithwaite or marsden being omitted; and of scarborough trains only reaching malton – amongst other examples. Where trains only run hourly, the impacts on travellers’ journeys is often unacceptable, and we have heard of situations where such steps have been taken to consecutive trains. This is harming both rail travel and the economies of the communities that depend on rail connectivity. So not only the structure of the timetable but also the management of performance on a day-to-day basis needs closer and improved anxiety disorder nos dsm 5 code management focus.

The combined authority is aware that TPE is taking steps to seek to mitigate this, including the timetable changes being introduced in december 2018, and it has been pleasing to see evidence of TPE moving away from a “blame culture” towards working positively to tackle the root-causes of the problems. The combined authority is in principle supportive of any timetable interventions designed to improve performance, provided that they do not entail compromises to connectivity (either of TPE’s own services or consequent impacts on other operators’ services) that go beyond acceptable limits, as for example removing station-stops or curtailing local services would be likely to.

In this spirit, the combined authority has not opposed the principle of the breaking of the cross-huddersfield links on local services that have proved incapable of being maintained reliably. Similarly, we would not necessarily oppose re-examining the clockface structure of fast services between york/leeds and manchester if, for example, a move away from current structure could greatly increase performance or unlock local anoxie connectivity at intermediate stations.