From Ivybridge Rail Users Group :

Just had the figures for usage at the station. From April 2006 to Apr 2007- 60,296 journeys were made. This shows an increase from the previous year from 48,564. This is despite losing 6 services per day. However a word of caution; more diligent ticketing and checking procedures including ticket barriers at Plymouth station have added to this figure as train guards were often apathetic in their fares collection. The group estimate as much as 20% of ticket revenue was lost in journeys from Ivybridge before this.

Lee

No figures yet. I'll ask Julian Crow.

There will be less effect because of the ticket barriers at Plymouth because many travelling to Dockyard, Keyham and Devonport are still not collected on a very regular basis. I am also sure the loss of two out of 3 morning stopping trains from December will have had a huge impact, not to mention the month long fiasco of HST^▸ (High Speed Train)'s not stopping at either Saltash or St Germans. For westbound commuters there was no return service from St Austell or Truro between December and May, so many have abandoned for cars and will take time to come back.

I would say April 06 to December 06 Numbers up but through to April 07 Numbers down, but not sure how we can find that out?

On another note, I have been selected for the FGW^▸ (First Great Western) Custromer Panel to cover Saltash to Lostwithiel.

Regards
Richard

This extremely forward - looking group is having a recruitment drive. Anyone interested in becoming a member should enquire through the website guestbook page (link below.)
http://www.irug.ik.com/pub/customersites/communitykit/son-041201201430.nsf/va_viewForumEntries?OpenView&l=Guestbook&pub/customersites/communitykit/son-041201201430.nsf

"Not enough units"

What would loadings be like on an hourly Newton Abbot-Penzance working calling: Totnes, Ivybridge, Plymouth, Devonport, Dockyard, Keyham and all station to Penzance.

Would be useful to provide a connection from Torbay and could follow a faster long distance train which could ommit certain stops to change onto the unit.

There is more , from the FGW^▸ (First Great Western) Customer Service Team :

Thank you for your email of 20 June 2007 and for your suggestions for re-instating an early morning service at 06.40 between Liskeard and Plymouth primarily to serve the workers travelling to the Dockyard.

Your comments and suggestions have been logged and forwarded to the Managers responsible for the planning of our services for their consideration. We welcome suggestions from our customers about the way we can improve the service we offer and although I am unable to say that all of the suggestions that we receive can be put in place, we will certainly give consideration to the proposals that you have made.

Thank you once again for contacting First Great Western with your views.

Along with Dawlish Warren, Starcross, Bruton, Frome, Trowbridge, Bradford and many more

When Yate station was re-opened in 1987 as two car sprinter length platforms we had HST^▸ (High Speed Train)'s stopping. This was achieved by placing an HST STOP marker board south of the station at the point where the front power car should come to a stand. If an HST was in its normal formation with First Class at the front then the rear two carriages were platformed and passengers were told to make their way to the rear two coaches of the train as Yate station was a short platform. When the train was in the reveres formation then the First Class was at the rear, the passengers were asked to make their way to the front of the train for the stop at Yate.

I dont see any reason why any station with a platform face less than the length of an HST shouldnt have HSTs call provided such markers as I have described are in place. Selective door opening, well that be a solution too.

I can recall the times when trains were often too long for platforms, they didn't have PA^▸ (Public Address) systems on the coaches then and trains used to 'draw forward' when passengers had alighted and boarded at the front of the train so that passengers in the rear carriages of the train could alight, Bath Spa stations down platform being a case in point where the platform is only long enough for nine coaches but regularly Friday night services were then comprised of 11/12 coaches and I have even been on a London - Bristol service which had 15 coaches on. Them were the days of real trains.