DOCSLIB.ORG

Vision for Stations Shorter Term

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
Vision for Stations Shorter Term The Rail Delivery Group (RDG) was set up in 2011 to provide leadership to Britain’s rail industry, bringing together the owners of Britain’s passenger train operating companies, freight operators and Network Rail. Its mission is to promote greater co-operation between these groups through leadership in the industry and by working together with Government, the supply chain and stakeholders. The RDG is committed to the long-term health of the railway as well as the need to see improvement in the Vision for Stations shorter term. It does this by developing strategies for the industry to put into practice and by proposing solutions for policy makers to implement. Nine principles for the future of Britain’s stations Contact for more information: [email protected] 200 Aldersgate Street, London EC1A 4HD www.raildeliverygroup.com www.raildeliverygroup.com II 2 3 Foreword Britain’s railway has a pedigree and heritage A dedicated working group was set up by the it can be proud of. This is particularly the case RDG to look at how the industry should evolve its for many of the nation’s railway stations – the approach to the development and management key ‘touch point’ between the railway and the of stations. A key output was to set out our community it serves. thoughts for a future vision for stations that recognise they are more than just building assets We now have one of the most intensively used or a place for people to access rail services. They networks in Europe, with a record 1.6 billion have the potential to regenerate communities, passenger journeys made last year, the highest support local identity and also be a test bed passenger satisfaction and best safety record for new technologies to support and create an of any major European railway. Stations have experience that attracts even more people to use an important role to play in continuing this Britain’s railway. success for passengers and in supporting the sustainable development of the villages, towns The Vision for Stations is the next step and cities in which they sit. in establishing a strategy for realising that vision. The RDG is committed to working with The Rail Delivery Group (RDG) was established stakeholders both at a local and national level to to offer a new way for the industry to work develop local solutions and network approaches collaboratively, by bringing together Network that will realise the vision for the benefit of Rail and passenger and freight operators. Key Britain. to the RDG’s work is identifying and helping implement ways for the railway to become more cost efficient, thereby giving the Government options to hold down fares, reduce subsidy levels and increase investment. The RDG is also committed to bringing the industry together to deliver better services for passengers and other rail users. DominicJeremy LBoothong ManagingChief Executiv Director,e Officer Abellio of Eur UKopean and Business, ChairMTR C oforpor the ationRDG’s Limit Stationed and Strategy Chair o fGroup the RDG’s Station Strategy Group 2 3 1 Introduction Britain’s stations: a national asset Why have a vision for stations? Britain’s railway stations are an important The rail industry and the communities it serves element of the nation’s infrastructure and continue to see significant change and this transport system. They represent an investment is particularly the case at stations. There is a by taxpayers past and present and an important wide range of views on stations and we believe legacy to be nurtured and utilised. Railway that a Vision has the opportunity to reaffirm stations offer the opportunity to contribute to and assure that the divergence of views are the attractiveness of rail journeys and have understood. In developing and implementing the potential to support the development of actions, these views will be assimilated ever more vibrant, growing and attractive local resulting in a station estate that optimises each communities. station in its local context and as part of a national transport network. Working together to create better stations Given the scale and scope of the station estate As the rail industry’s leadership group we are the challenges are large and there is a need for keen to establish a vision for Britain’s stations long term thinking. Establishing a clear vision that creates the context for conversations with can provide a stable policy-base upon which to local and national decision makers, with rail build long term strategies. passengers and with neighbours of stations. Many people and organisations have In this document we set out our vision for contributed to the revival of stations around Britain’s stations and nine principles we think the country. The Vision aims to empower and should shape the approach to their successful support communities, businesses and the evolution. rail industry to take this further by providing a guiding set of principles to support the evolution of Britain’s stations. Sheffield station 3 Introduction Britain’s stations: a national asset Why have a vision for stations? Britain’s railway stations are an important The rail industry and the communities it serves element of the nation’s infrastructure and continue to see significant change and this transport system. They represent an investment is particularly the case at stations. There is a by taxpayers past and present and an important wide range of views on stations and we believe legacy to be nurtured and utilised. Railway that a Vision has the opportunity to reaffirm stations offer the opportunity to contribute to and assure that the divergence of views are the attractiveness of rail journeys and have understood. In developing and implementing the potential to support the development of actions, these views will be assimilated ever more vibrant, growing and attractive local resulting in a station estate that optimises each communities. station in its local context and as part of a national transport network. Working together to create better stations Given the scale and scope of the station estate As the rail industry’s leadership group we are the challenges are large and there is a need for keen to establish a vision for Britain’s stations long term thinking. Establishing a clear vision that creates the context for conversations with can provide a stable policy-base upon which to local and national decision makers, with rail build long term strategies. passengers and with neighbours of stations. Many people and organisations have In this document we set out our vision for contributed to the revival of stations around Britain’s stations and nine principles we think the country. The Vision aims to empower and should shape the approach to their successful support communities, businesses and the evolution. rail industry to take this further by providing a guiding set of principles to support the evolution of Britain’s stations. Sheffield station 3 Overarching vision “Our vision is for Britain’s stations to be places which are inclusive and welcoming, and which encourage everyone to travel by rail. This vision will be enabled by those working at the station, by the innovative use of technology, and by “ the involvement of the communities which stations serve. Llanfair PG station 5 Overarching vision “Our vision is for Britain’s stations to be places which are inclusive and welcoming, and which encourage everyone to travel by rail. This vision will be enabled by those working at the station, by the innovative use of technology, and by “ the involvement of the communities which stations serve. Llanfair PG station 5 Overarching vision Overarching vision Context The importance of stations Maximising their contribution The measure of success Britain has in excess of 2,500 stations with It is in this context that there is a risk of our More than this, stations have a role beyond the There has been significant investment in over 2.5 billion rail journeys made each year. nation’s stations not keeping pace with rapidly rail network. Their buildings, operation, use and stations but our Vision for Stations wants Stations provide access to rail travel for changing expectations and needs. Stations staff help underpin the social fabric of their local to build on this. Work is already underway to the majority of people living in Britain, with have the potential to materially contribute to communities. Many of them can offer more to implement the principles set out in the Vision. over 85% of the population living within five the changing needs of communities and rail their communities, and the nation as a whole. But by 2030 the industry will have engrained kilometres of a railway station. users. The Vision and its underlying principles the Vision principles into the day-to-day To fulfil these roles our stations will be aim to address this risk and place stations at management of every station and in the long They are an enduring feature of Britain’s managed in a dynamic and proactive manner the very heart of the railway network and local term planning of the network. The principles will landscape with most stations built over 100 which takes account of both the immediate communities. be applied as a matter of course with the result years ago. While many aspects of our national needs of passengers along with the wider and that stations are better for customers, for staff, way of life are under threat (traditional high Stations are vital to our railways, providing the longer term needs of local communities and for train operators, for local communities and streets, post offices, cottage hospitals, local gateways and shop windows to the rail network. the UK economy. In a period of great social, the country as a whole.
Load more

Recommended publications
  • 13R South Notts Rail Network
    report meeting CABINET date 23 JULY 2003 agenda item no REPORT OF THE CABINET MEMBER FOR ENVIRONMENT SOUTH NOTTS RAIL NETWORK REVIEW : THE RECOMMENDED STRATEGY Purpose of Report 1. To seek approval for the findings of the review of the South Notts Rail Network (SNRN) undertaken by Arup Consultants and to advise on the progression of the recommended strategy. Background The Existing SNRN Strategy 2. Both local and longer distance passenger rail services in the Greater Nottingham travel to work area were heavily affected during the Beeching era of the 1960s which saw the termination of a number of routes and the closure of many stations. The legacy of that era remains apparent today. The travel to work area is estimated to be the eighth largest in the UK outside London yet under 1% of commuting trips to the City Centre are by rail – a significantly lower proportion than in other major conurbation areas, where, typically, equivalent figures are between 10 and 20%. This reflects the relative dearth of routes, stations, and services to accommodate demands for travel within the Greater Nottingham area, and a lack of investment for upgrading rail facilities over many years. In addition Greater Nottingham’s present regional links are poor with the possible exception of the London corridor. 3. The current SNRN strategy was formulated in the early 1990s when it was known as the Greater Nottingham Area Rail Development Strategy (GNARDS). The strategy (shown diagrammatically in Appendix 1) envisaged the provision of two new main routes, for cross-conurbation shuttle services: S Ilkeston – Nottingham Station (via the Trowell-Radford route) and thence to either Gedling (using the former colliery line) or Bingham; 1 S Sandiacre – Nottingham Station (via Long Eaton, Attenborough and Beeston) and thence to either Gedling or Bingham.
    [Show full text]
  • Draftrail Strategy
    South Yorkshire Passenger Transport Authority DRAFT RAIL STRATEGY Consultation Draft – October 2008 South Yorkshire, Making Rail a Better Choice 1 South Yorkshire, Making Rail a Better Choice Contents Contents Page Executive Summary 4 1. Introduction 5 2. The Rail Strategy in Context 9 National Context 10 Regional Context 10 Context Diagram 10 Strategy Objectives 11 3. Current Conditions 13 South Yorkshire Network 13 Local Network 13 Express Long Distance 15 Open Access 17 Freight 18 Rolling Stock 21 Train Capacity 23 South Yorkshire Stations 24 Access to Stations 28 Network Performance 29 Network Constraints 32 Ticketing and Pricing 34 Recent Land Use and Demand Changes 35 4. Recent Research 37 5. Future Conditions 39 Future Demand 39 New Stations 40 New Lines 41 Delivery Priorities 43 6. Action Plan 43 Details of Delivery/Funding 43 7. Monitoring and Consultation 46 Details of current Monitoring 46 Reporting processes 46 Consultation 48 2 Appendix One – The Rail Strategy in Context Appendix Two – Network Diagram/Map Appendix Three – Current Station Standards and Facilities Appendix Four – Proposed Housing Growth related to Rail Stations Appendix Five – Network bottlenecks and scheme dependencies Appendix Six – Delivery Plan 3 Executive Summary Executive Summary South Yorkshire, Making Rail a Better Choice To be drafted once contents are endorsed 4 Chapter 1 Introduction South Yorkshire, Making Rail a Better Choice Summary This document brings together changes in contextual policy and investment plans and Identifies the role of the Rail Strategy Provides an update on work completed since 2004 Summarises key developments and the effect on rail users Links all the above to explain the need for change Provides the planned actions to take the Strategy forward in the short, medium and long term 1.1 This Rail Strategy is produced by South Yorkshire Passenger Transport Executive (SYPTE), on behalf of South Yorkshire Passenger Transport Authority (SYPTA) and represents an update of the previous strategy issued in 2004.
    [Show full text]
  • Sheffield Rose
    UNCONTROLLED WHEN PRINTED SHEFFIELD MODULE (S) PAGE RLS No LOCATION MANCHESTER PICCADILLY TO SHEFFIELD VIA REDDISH S 2 MP Manchester Piccadilly - Up S 3 MP Manchester Piccadilly - Down S 4 7 Ardwick Jnc. to Hyde North Jnc - Up S 5 7 Hyde North Jnc. to Ardwick Jnc. - Down S 6 14 Ashburys East Jnc. to Rose Hill - Up S 7 14 Rose Hill to Ashburys East Jnc. - Down S 8 9 Romiley to Chinley - Up S 9 9 Chinley to Romiley - Down S 10 10 Chinley to Hathersage - Up S 11 10 Hathersage to Chinley - Down S 12 11 Hathersage to Sheffield Western Approaches - Up S 13 11 Sheffield Western Approaches - Down S 14 12 Sheffield - Up S 15 12 Sheffield - Down HYDE NORTH TO ROSE HILL S 16 8 Up S 17 8 Down EDGELEY JN TO NEW MILLS SOUTH JNC. CHORD S 18 13 Up S 19 13 Down SHUNT MAPS KEY TO MAP SYMBOLS S 20 GUIDE BRIDGE S 21 WOODLEY Typical colour light signals S 22 ROMILEY with position lights, theatre S 23 MARPLE box and junction indicator S 24 NEW MILLS CENTRAL S 25 NEW MILLS SOUTH Line speed and 25 40 S 26 CHINLEY applicable direction S 27 EARLES SIDINGS Theatre box showing SDG S 28 GRINDLEFORD possible destination S 29 SHEFFIELD Dorman 2 aspect LED signal S 30 Route Plan capable of showing red, yellow and green aspects (yellows can flash) Line Speed (usually shown to right of applicable line) and mileage 25 0.49 Typical signal number RJ22 Signal Box NRN number 05-88295 Name of line TURNBACK SIDING Typical Ground Position Light Typical Limit of Shunt Feature name and mileage Marple Station 176.57 Page S1 UNCONTROLLED WHEN PRINTED RLS No MP Depot - Manchester
    [Show full text]
  • 50 50A Valid From: 12 April 2021
    Bus service(s) 50 50a Valid from: 12 April 2021 Areas served Places on the route Sheffield Sheffield Interchange Frecheville Sheffield Rail Station Mosborough Halfway (50) Eckington Marsh Lane (50a) New Whittington Old Whittington Whittington Moor Chesterfield What’s changed Timetable changes. Operator(s) How can I get more information? TravelSouthYorkshire @TSYalerts 01709 51 51 51 Bus route map for services 50 and 50a ! 05/02/2021 ! !! ! ! ! Atterclie Catclie ! Darnall! She­eld, Interchange! ! Guilthwaite ! ! ! ! Treeton ! ! Ô ! Ô ! ! 50 50a ! 50 50a ! ! Aughton 50Ô, 50aÔ ! Handsworth ! Sharrow !! !! Manor Top, City Road/Elm Tree ! ! ! Swallownest Manor Top, City Road/Eastern Av ! Woodhouse Hurlfield ! Beighton Millhouses ! Norton Lees ! ! ! ! ! ! ! ! ! ! Hemsworth Charnock ! Beauchief ! Mosborough, High! Street/Cadman Street Greenhill Jordanthorpe Mosborough, High Street/Queen Street Halfway, Windmill Greenway/ Mosborough Hall Drive Lowedges 50, 50a Coal Aston Halfway, Windmill Greenway/ 50a Rotherham Road Eckington, Ravencar Road/Pasture Grove 50 50 50a Marsh Lane, Lightwood Road 50a Eckington, Pinfold Street/Bus Station Birk Hill, Fir Road Marsh Lane, Lightwood Road/Bramley Road Dronfield 50 Renishaw Unstone Hundall 50, 50a Unstone Green New Whittington, Highland Road Common Side New Whittington, High Street/The Wellington Old Whittington, High St/Bulls Head Woodthorpe Barlow Old Whittington, Burnbridge Road/Potters Close Old Whittington, Whittington Hill/Bulls Head Whittington Moor, Lidl Cutthorpe database right 2021 and yright p
    [Show full text]
  • Northern Rail Priorities Statement Five Priorities for Immediate Action and Investment
    NORTHERN ECONOMIC FUTURES COMMISSION NORTHERN RAIL PRIORITIES STATEMENT FIVE PRIORITIES FOR IMMEDIATE ACTION AND INVESTMENT March 2012 © IPPR North 2012 Institute for Public Policy Research 1 IPPR North | Northern rail priorities statement: Five priorities for immediate action and investment Foreword in skills.2 Rail investment will provide the platform for The Northern Economic Futures Commission is sustainable growth for the northern regions. More developing a medium-term strategy for sustainable specifically, investment in infrastructure priorities that economic development in the North of England. This is a make rail franchises cheaper to run reduce long-term sizeable challenge, yet one which needs to be taken on subsidies, increasing productivity and making growth if the North is to be at the vanguard of the UK’s recovery more sustainable. and able to compete in the global economy. Alongside • The economic interdependence of the North’s eight skills and innovation, transport infrastructure is crucial city-regions will only increase: Much economic growth for ensuring that the northern economy is the driver of over the coming years will be driven by the expansion of national prosperity that it has the potential to be. knowledge-based sectors that increasingly rely on larger Our work in the area of transport continues to develop employment catchment areas. To ensure that growth is not the Northern Way Transport Compact’s previous constrained, transport provision will need to be improved consideration of what the strategic transport priorities and better joined up between and within the city regions. A for the North of England should be.1 But the urgency is report by LSE’s Spatial Economics Research Centre (SERC) now far greater.
    [Show full text]
  • CSMP Sheffield Area
    Continuous Modular Strategic Planning Sheffield Area Strategic Question 01 August 2019 Document Control Document Title Continuous Modular Strategic Planning – Sheffield area Version and date V2.1 06/11/2019 Author Adam Jackson Security Level Official 2 Contents Foreword ........................................................................................... 4 Executive Summary .......................................................................... 5 Strategic Question ................................................................................................ 5 Findings ................................................................................................................ 5 Recommendations ............................................................................................... 7 Introduction ....................................................................................... 8 An Investment Strategy to Support Growth .......................................................... 8 The railways in the Sheffield area ........................................................................ 9 Developing the Study ..................................................................... 13 Stakeholders .......................................................................................................13 The problem statement and strategic questions ..................................................14 Methodology.................................................................................... 17 Growth scenarios and
    [Show full text]
  • Illustrative Option Schemes in CP5 HLOS
    Illustrative Option schemes in CP5 HLOS The Department worked with Network Rail, the train operators and the transport authorities in the major cities to build up shared information on current rail usage. As far as practicable a shared view was also agreed on forecast demand, using standard rail industry models but adjusting these where there was evidence of likely stronger growth. This forecast growth is stated as a peak demand to be met in the HLOS. The forecast growth was assessed against current plans for train service provision in 2019. Illustrative train service enhancements that provided the capacity to meet this demand were identified and modelled for the morning peak services in London, Birmingham, Manchester and Leeds. In many cases these were directly based on the work undertaken by recent rail industry Route Utilisation Strategies (RUS). In some cases, notably in Leeds and Manchester, recent Government commitments to funding electrification and capacity enhancements had happened after the RUS and so the Department worked with key stakeholders to determine the most likely train service patterns the infrastructure changes might produce. The illustrative peak train services are not what will happen; that will be guided both by the rail industry’s response to the HLOS in the Strategic Business Plan for CP5 where the industry will set out how it proposes to meet the HLOS, and by the outcome of future train operator franchise competitions. But the illustrative train services are needed for the Department to confirm that a value for money solution can be provided to meet peak demand. It is likely the rail industry will produce a more detailed and efficient solution, and in this context the illustrative option can be viewed as the simple answer that should be bettered.
    [Show full text]
  • Update on Operational Rail Issues PDF 413 KB
    Rail North Committee Meeting – Subject: Update on Operational Rail Issues Author: Adam Timewell, Head of Rail Service Outputs Sponsor: David Hoggarth, Strategic Rail Director Meeting Date: Wednesday 21 October 2020 1. Purpose of the Report: 1.1 This report provides an update on operational rail issues and provides an opportunity for members to discuss current progress and next steps on the timetable recovery plans. It covers current operational performance, and December 2020 & May 2021 timetable plans. It also covers a proposal received by the Rail North Partnership relating to Boxing Day services in 2020. 2. Executive Summary: 2.1 This report summarises the current operational performance and levels of demand in light of the transition from summer holiday period to the return of school. The report also touches on impact the recent local lockdown and other Covid restrictions have had on demand in recent weeks. 2.2 This report outlines the upcoming timetable changes for both December 2020 and May 2021 as part of the Covid recovery timetables, building further on the recent September timetable changes. 2.3 This includes an update on the approach to Boxing Day services. 3. Current Operational Performance 3.1 Previously, punctuality was primarily recorded using the Public Performance Measure (PPM) which considered trains to be ‘on time’ if they arrived within five or ten minutes at their final destination only, for short distance and long-distance trains respectively. In April 2019, all rail companies began to use the more transparent measure as its primary method of measuring punctuality. Rail companies now publish a spread of information about train punctuality: early, within a minute of the timetabled arrival or within three, five, 10 or 15 minutes and after 15, 20 or 30 minutes.
    [Show full text]
  • Item 6 Appendix 3 10Th October 2018 Dear Cllr Hinchcliffe, Rail Performance and Governance We Write Following the Meeting Of
    Item 6 Appendix 3 Cllr Susan Hinchcliffe Chair, West Yorkshire Combined Authority Wellington House 40-50 Wellington Street Leeds LS1 2DE 10th October 2018 Dear Cllr Hinchcliffe, Rail Performance and Governance We write following the meeting of West Yorkshire Combined Authority on Thursday 2nd August in relation to the implementation of recent timetable changes, and the impact this timetable change has had on the performance of the railways in West Yorkshire since May 2018. Initially it is important to reiterate our sincere apologies to both elected members and passengers across West Yorkshire for the disruption which they have experienced since 20th May. Service levels have not been good enough and the rail industry is collectively working hard to improve performance. A number of themes came across very clearly on 2nd August and we have taken these comments extremely seriously. They include the need for performance to recover more quickly, lessons to be learnt so that this doesn’t ever happen again, for clearer lines of accountability within the industry, and for more information about the availability of compensation for affected passengers. In due course our investment programme in West Yorkshire will provide more capacity and reliability with more trains running more regularly and reliably to more destinations, but the industry will only re- introduce these in a phased way when it can be done without a negative effect on the service. In the interim, a number of significant measures are improving performance in the region. Completed performance improvement work includes Northern’s revised timetable introduced over the summer; the phased introduction of more Northern services across the network in September 2018; and work by Network Rail System Operator on workings at Leeds and Manchester Stations.
    [Show full text]
  • Hemsworth a Review of the Potential for Improved Local Connectivity Offered by HS2 and High Speed UK
    New Station Opportunities for Hemsworth A Review of the Potential for Improved Local Connectivity offered by HS2 and High Speed UK A study by: Colin Elliff BSc CEng MICE Civil Engineering Principal, High Speed UK Contents 1 1. Introduction/Executive Summary 3 1.1. About HS2 4 1.2. About High Speed UK 6 1.3. About Hemsworth 7 2. Methodology 8 2.1. Assessment of HS2 and HSUK Intercity Journey Times 8 2.2. Allowances for Changes of Train 8 2.3. Allowance for Differences in Train Frequency 9 2.4. Assessment of Existing Journey Times to Hemsworth 10 2.5. Assessment of Proposed Journey Times to Hemsworth 10 2.6. Use of Hemsworth Parkway by Neighbouring South Yorkshire Communities 10 3. Case 1 : Connections to High Speed Rail Services via Local Links from Fitzwilliam and (potentially) Hemsworth 11 3.1. Existing Rail Network Connections from Fitzwilliam 11 3.2. Connections to HSUK and HS2 at Neighbouring Network Hubs 12 3.3. Contrast between Journey Time Reductions for Cities and Smaller Towns 13 4. Likely Locations of New Stations in Hemsworth 15 4.1. New HS2 Parkway at Hemsworth 15 4.2. New Main Line Station at Hemsworth 16 5. Case 2 : New HS2 Parkway at Hemsworth 18 5.1. High Speed Services from a new HS2 Hemsworth Parkway 18 5.2. Concerns regarding Viability of Parkway Stations 18 5.3. Likely Service Frequencies from new HS2 Hemsworth Parkway 19 5.4. Journey Times from new HS2 Hemsworth Parkway 21 5.5. HS2 Benefits for Barnsley?? 21 5.6.
    [Show full text]
  • UK Airrail Ebook 2015
    UK AirRail 2015 EBOOK UK AirRail 2015 All airports in England and Wales with more than 1,000 passenger air transport movements a year are required to set up an Airport Transport Forum (ATF) and prepare an Airport Surface Access Strategy (ASAS). Transport modes to airports (passengers departing) Aberdeen 8% 29% 17% 4%1% 40% 1% London City 10% 1% 42% 46% 1% East Midlands 8% 35% 36% 2% 19% Bristol 17% 24% 37% 6% 1% 10% 5% Bus Car-dropped off Glasgow 14% 36% 19% 1% 29% 1% Car park Birmingham 3% 25% 29% 5% 19% 18% 1% Car rental Luton 16% 28% 21% 2% 16% 17% Rail Edinburgh 29% 25% 16% 6% 24% Taxi Tube/DLR Stansted 29% 21% 15% 3% 22% 10% Other Manchester 2% 29% 26% 3% 14% 26% Gatwick 7% 16% 25% 2% 36% 14% Heathrow 13% 15% 12% 3% 10% 29% 18% 0% 20% 40% 60% 80% 100% Source: CAA statistics, 2014 The Aviation Policy Framework published by the Department Factors affecting air passenger choice of airport for Transport (DfT) in March 2013 recommends that airports (via their Transport forums) produce Airport Surface Access 35% Location and surface access Strategies (ASASs) to set out: 23% Route and frequency • Targets for increasing the proportion of journeys made to and from the airport by public transport for both airport 18.5% 3rd party decision workers and passengers 18.5% Cost • The strategy to achieve those targets 5% Other • A system whereby the forum can oversee implementation of the strategy. UK Rail Franchise Schedule Published July 2015 by the Department of Transport Franchise Start End Airport Stops Thameslink, Southern and Great Gatwick Airport
    [Show full text]
  • Train Timetables
    Functional Maths Train timetable 6 Only two trains a day from Sheffield in the morning do not go any further than Barnsley. What times do these trains leave Sheffield? Use the timetable to answer the questions. 7 a The first ‘fast’ train to Leeds leaves Sheffield at 0550. How many stations, except Sheffield and Leeds, does it stop at? b How long does the this train take to get from Sheffield to Wakefield Kirkgate? c How many stations does a ‘slow’ train from Sheffield to Leeds stop at, Sheffield - Barnsley - Huddersfield/Leeds except at Sheffield and Leeds? Mondays to Fridays G Sheffield 0516 0536 0550 0614 0636 0649 0704 0725 0736 0751 0808 0836 0851 0908 0936 0951 1008 1036 1051 1108 1136 1151 Meadowhall 0522 0542 0556 0620 0642 0655 0710 0731 0742 0757 0814 0842 0857 0914 0942 0957 1014 1042 1057 1114 1142 1157 Ken lives in Penistone. He wants to catch the 0718 to Huddersfield. It takes Chapeltown 0528 0548 – 0626 0648 – 0716 – 0748 – 0820 0848 – 0920 0948 – 1020 1048 – 1120 1148 – 8 him 15 minutes to walk to the station. On the way he buys a paper which can Elsecar 0533 – – 0631 – – 0721 – – – 0825 – – 0925 – – 1025 – – 1125 – – Wombwell 0537 0555 – 0635 0655 – 0725 – 0755 – 0829 0855 – 0929 0955 – 1029 1055 – 1129 1155 – take up to 2 minutes. He likes to be at the station at least 5 minutes early. Barnsley 0542 0601 0611 0641 0701 0710 0731 0748 0801 0812 0835 0901 0912k 0935 1001 1012 1035 1101 1112 1135 1201 1212 What time should he leave home? Dodworth – 0607 – – 0707 – – – 0807 – – 0907 – – 1007 – – 1107 – – 1207 – Silkstone
    [Show full text]