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Windermere was operated by TPE when VHF was introduced - 100mph 185s. The interchange would still work fine if Avanti decided it would operate the service. But as soon as anything goes wrong, Avanti pretends its route map ends at Preston.

What lots of people don’t realise is that the WCML north of Preston isn’t just an Intercity service; it is also a regional express and commuter service in one. There are no regular buses from Kendal to Penrith; you’d have to go up to Keswick and back over, taking about 3 hours. Likewise, the...

They’re probably already paying for it with all the WCML North shutdowns!

The line between Preston and Oxenholme is fully functional - as a passenger, I shouldn’t have to care what happened further up if a train can still physically reach the destination, and especially if it can terminate early and come back!

I think it would be unfair to Ryanair’s social media team to associate Avanti with them! Outright lies like the one made in that tweet just destroy passenger trust in the railway. Another reason to buy a car I suppose…

Indeed Avanti social media are now lying, as they did in response to my tweet saying that the incident ‘affects the whole line’ https://x.com/avantiwestcoast/status/1796168493206745096?s=46&t=2MqIc6ss40BU823vMsj_Sw Northern services are serving Lancaster and Oxenholme still. Understandably it...

It's far quicker to fix the sinkhole and get the 4 trains out of Barrow than any other pie in the sky idea!

There’s probably a saving of 2-4 units not running to Barrow, I’d imagine. But still a pretty big hole.

Without wondering too much off into speculative land - they use the same path south of Lancaster, and as far as I'm aware there isn't a separate freight path in the hours where it doesn't extend to Windermere. There does need to be a solution other than send everyone up the M6 at some point -...

If the line is going to be out of action for a while, it may well be worth extending the trains currently terminating at Lancaster up to Windermere, and running the connections from Kendal. At least it would get the passengers in roughly the right place, rather than a jaunt up the A6!

No, I mean’t reactive. If the strategy was proactive it would’ve been mitigated ASAP. Obviously this thread is bringing to light the unique tidal conditions that Morecambe Bay brings though, and there is a a lot of complexity in that.

Please read my other comment… 1711145872 NR is actively following a reactive maintenance strategy. I would hope that this risk was identified months ago, but it doesn’t look like it was.

Ironically, they’re now using all the ideas they couldn’t under privatisation!

Just proves, yet again, that maintenance budgets matter.

Paddington has two through platforms and three turn backs. OOC will have 4 through platforms and three turn backs.

Still an enhancement over PAD. Terminating trains in the middle, through trains on the outside - a reliability improvement too.

Not as far as I’m aware - there’s 4 EL platforms to handle terminating and through moves.

Easier connections and a more reliable Elizabeth Line through the removal of autoreverse. That’s the benefit for GWML passengers. Again, this is standard practice in most of Europe. It’s a mainline railway connection station.

My apologies, should’ve been clearer - edited for clarity.

Firstly, you’ve missed a key connection - OOC will be connected to HS2, which will allow vastly improved connections to the North West. Don’t forget that the current opposition to HS2 to Euston is largely Rishi’s pet project - he’ll most likely be gone in a few months time. OOC isn’t a...