Beeching Reversal – Light Railway Extension To The Barnstaple Branch (Chivenor Braunton) “TawLink”
This is one of the Beeching Reversal projects that the Government and Network Rail are proposing to reverse some of the Beeching cuts.
This is an unusual project for two reasons.
- It is based on light railway or tram technology.
- The case for the extension is fully set out in the Taw Link web site.
None of the other projects, that I have documented have such a comprehensive statement of their case for acceptance.
The Introduction
This is taken from the home page of their web site.
Combe Rail CIO is proposing a modern, light railway between Barnstaple and Braunton. The North Devon Local Plan already urges the protection of former railway routes, to allow for future re-instatement. This former railway route is 98% intact, with sufficient width to accommodate a new single-track railway line alongside the Tarka Trail and South West Coast Path.
It’s now accepted that new and re-opened railways unlock economic growth. The success of the Borders Railway in Scotland is a spectacular example of this. The challenge of North Devon’s ever-growing population demands similar, forward-looking infrastructure planning.
Some of the other projects, that I have documented, could do with such a clear Statement of Intent.
The Route
This graphic from the Route page on web site shows the route.
And this Google Map shows the area.
Note.
- Braunton is in the North-West corner of the map.
- Barstaple is in the South-East corner of the map.
- The River Taw runs East-West across the map.
- The runways of the former RAF Chivenor, which is now a Royal Marine Base, can be found.
If you enlarge the map by clicking on it, many of the stations on the TawLink can be picked out.
This paragraph from the Route page describes the route.
Starting from Caen Street in Braunton, it will run tramway-style along Station Road, and then use the old railway formation all the way to the Civic Centre car park in Barnstaple. It will then street-run past the front of the former Town Station and along Castle Street to The Strand in the heart of Barnstaple. There are two options for crossing the river Taw – either to street-run along Long Bridge, or to share the proposed reinstated (former railway) bridge. The line will then street-run along Stickelpath Terrace to re-connect to the National Rail Network at Barnstaple (Mainline.) Intermediate stations will be provided at Velator, Wrafton (for Perrigo), Chivenor (Business Park and The Landings), Ashford (Garden Centre and Braunton Inn) Pottington (Business Park) and Barnstaple Park-and-Ride (near the A39 downstream bridge – which could potentially have a huge catchment area.)
As the proposals for the Reinstatement Of The Bodmin-Wadebridge Railway, are doing, these proposals are replacing a walking and cycle path with a walking/cycling/single-track rail route.
This pair of South-West proposals could set an important design precedent, that can be applied in other places across the UK.
Are These Two Routes Substantially Level?
Thinking about this similar design, were the two original rail routes built as level as possible, so they are now easy walking and cycling routes?
I suspect, that there’s only a couple of metres difference between the two ends of this route at Barnstaple. So it could be the case here!
If thar is the case, it would mean that less energy would be needed to travel the route!
The Trams
This paragraph from the Trams page on the web site describes the trams.
This will be a modern community- and commuter railway, which will run throughout the year. Its scenic location will also make it highly attractive to tourists. It will use lightweight, battery-electric vehicles – like traditional trams, but without the overhead wires – capable of running safely on-road, and quickly off-road. These vehicles are environmentally-friendly, and very quiet. Visually, and in terms of infrastructure, the railway will be low-impact.
I have liked the concept of coastal trams, even since I rode in the one along the Belgian coast, which I wrote about in Riding The Coast Tram.
A Level Route Would Be Beneficial
If I am right about the level nature of the route, this would mean smaller and lighter batteries would be needed to power the trams.
Through-Running
I suspect through-running would not be possible, unless the Tarka Line between Exeter and Barnstaple is electrified, as it is a rather challenging route for a light rail vehicle.
The vehicles also don’t probably have enough capacity, for what can be a busy route in the Peak.
Conclusion
I like this proposal and I have a feeling it will be imitated in the future.
Beeching Reversal – Project Wareham – Complete The Link
This is one of the Beeching Reversal projects that the Government and Network Rail are proposing to reverse some of the Beeching cuts.
A Visit To The Swanage Railway describes an enjoyable visit I made to the Swanage Railway, just after the first part of Project Wareham had been completed.
This was my conclusion in that post.
There is a lot of potential to improve services on the Swanage Railway.
I suspect that if South Western Railway and the Swanage Railway got into serious discussion, there will be a solution, that would be beneficial to both parties and all those who live and work in or visit Swanage and the Isle of Purbeck.
This page on the Swanage Railway web site describes the project.
Completing Project Wareham
I can find very little on the Internet about what is proposed in the completion of this project.
So perhaps, the proposal is to start a project to see what could be developed on the Swanage Railway to the benefit of residents, commuters and visitors.
Hourly Trains
From a railway point of view, I suspect the most important thing, is to make it possible for an hourly train to connect from the Swanage Railway to the South Western Main Line.
This would enable the following.
- Residents along the route to commute to or go shopping in Poole and Bournemouth.
- Better public transport connections to the local councils at Dorchester and Warham.
- Better visitor access to the Isle of Purbreck and especially the Swanage Railway.
- Development of some possible housing and industrial sites.
There could be a lot of beneficiaries.
What Trains Would Be Used?
The Swanage Railway seem to be proposing running heritage diesel multiple units on connecting services. They have a Class 117 train and a Class 121 train, that were built around 1960, that have been fully-refurbished for the service.
These would be fine for the service and I suspect to cut emissions, they could be run on biodiesel.
I also think that if the service was successful, that more trains would be needed.
Consider.
- The South Western Main Line is fully-electrified.
- The Swanage Railway is only 5.5 miles long.
- South Western Railway probably want to go to an all-electric fleet.
- Battery electric train technology is improving rapidly.
- South Western Railway will probably be running battery electric trains on other services in their network.
- The route might be suitable for Vivarail’s ideas, like the Pop-Up-Metro.
I believe that South Western Railway could connect Wareham and Swanage with a battery electric train charged on the main line.
I’m sure that Bombardier, CAF, Hitachi, Siemens or Stadler, would be able to supply a suitable battery electric train to replace the company’s Class 158 and Class 159 diesel multiple units.
Where Would The Trains Run?
Consider.
- The obvious route is between Wareham and Swanage, but as I showed in A Visit To The Swanage Railway, the timings might not be friendly to an hourly shuttle.
- Changing trains is something that discourages regular passengers.
- I believe a service to Poole or Bournemouth may be more attractive to passengers.
- Some passengers might even like the occasional service to London.
I can see an innovative timetable being developed containing elements like these.
- One train per two hours (tp2h) between Swanage and Wareham, run by the Swanage Railway. using a heritage diesel multiple unit.
- One tp2h between Swanage and Poole or Bournemouth via Wareham, run by South Western Railway, using a modern battery electric multiple unit.
- Some services might extend past Bournemouth to Southampton or Salisbury.
- Early morning and late night services between Swanage and Bournemouth.
- At least one train per day in both directions between Swanage and London Waterloo.
- Services would be seven days per week.
I believe that the more comprehensive the service, the more it will be used.
Conclusion
After my visit in November 2018, I said this.
There is a lot of potential to improve services on the Swanage Railway.
I stand by what I said and feel that comprehensive services between Swanage and Wareham can be developed for the benefit of residents, travellers and train companies.
Beeching Reversal – Shepton Mallet (Mendip Vale)
This is one of the Beeching Reversal projects that the Government and Network Rail are proposing to reverse some of the Beeching cuts.
This article on Rail Technology News is entitled Shepton Mallet Railway Station And Services Could Be Restored Under New Vision.
These are the introductory paragraphs.
National rail services could be restored to a Somerset town after the local authority unveiled a new vision for the rail route.
Shepton Mallet’s current nearest mainline station is Castle Cary which is over seven miles away, but new stations and a bypass have been proposed in a business case from Mendip District Council for major new transport projects.
In the Wikipedia entry for the East Somerset Railway, this is said.
On 25 March 2007, the East Somerset Railway announced that it had received a £7,500 grant from Shepton 21 Group, a local organisation, set up to regenerate the area around Shepton Mallet. The money was to be spent on conducting a feasibility study into extending the line towards Shepton Mallet, with a possible new terminus at Cannards Grave, on the outskirts of Shepton Mallet
This Google Map shows the South-Eastern edge of Shepton Mallet.
Note.
- The scar of the disused railway passing East-West through the town.
- Mendip Vale station on the East Somerset Railway on the Eastern side of the map.
- The Cannard’s Grave area of the town, with what appears to be a new road system.
Would it be possible to extend the East Somerset Railway to a new Parkway station in the Cannard’s Grave area?
It certainly looks the most likely plan.
This map clipped from Wikipedia, shows the route of the railway.
The railway may be only 2.5 miles long, but it does provide a connection for the important Merehead Quarry to the UK rail network.
The tracks to the Quarry and Shepton Mallet join up to the South West of the quarry before joining the Heart of Wessex Line, that connects Bristol Temple Meads and Weymouth stations via Bath Spa, Bradford-on-Avon, Trowbridge, Westbury, Frome. Castle Cary and Yeovil.
Passenger Train Services
This Google Map shows East Somerset Junction, where the branch line joins the Heart of Wessex Line.
Note.
- Frome, Westbury, Bath Spa and Bristol Temple Meads are to the North East.
- The double-track railway going South-West is the Heart of Wessex Line to Castle Cary, Yeovil and Weymouth.
- The East Somerset Railway is the single-track joining from the West.
There is no direct access to and from the branch from the South-West. But then all of the quarry traffic needs to go to and from via the junction at Westbury.
In Westbury Station – 30th July 2020, I discussed the development of Westbury station.
This was my conclusion.
Could Westbury station develop into a zero-carbon rail transport hub for Wiltshire?
-
- It has an hourly train service between London Paddington and Exeter St. Davids.
- It has an hourly service between Bristol Temple Meads and Weymouth.
- There are hourly services to stations like Bath Spa, Bradford-on-Avon, Bristol Temple Meads, Chippenham, Dorchester, Frome, Swindon, Taunton, Trowbridge and Yeovil
It could be electrified to charge battery electric trains as they pass through.
Perhaps, an hourly service between Westbury and Shepton Mallet Parkway stations could be added to the services?
- I estimate that Westbury and Shepton Mallet Parkway stations are about 13.5 miles apart
- With an intermediate stop at Frome, I estimate that it would be a twenty minute journey.
- A shuttle would need just one train and could run a passenger-friendly clock-face timetable.
- A two-car diesel multiple unit would probably be good enough to open the service.
- The service could be fully-integrated with all the other services passing through Westbury.
It would also be a shuttle service, that could be run using a battery electric train charging at Westbury station.
Vivarail’s Pop-up Metro
The route could be ideal for Vivarail’s Pop-up Metro.
- It is 27 miles for a round trip.
- I’m sure space could be found for charging at either Shepton Mallet or Westbury.
- A two-car train would be large enough.
it could be an extension to the Transwilts local system.
Conclusion
I like this proposal.
- The only infrastructure required is the Park-and-Ride station at Shepton Mallet Parkway.
- Much of the route is currently used by heavy freight trains.
- I doubt that the East Somerset Railway will object.
- I’m sure, that a diesel multiple unit could be found for the shuttle.
- The passenger services will have good connections at Westbury station.
In a future zero-carbon world, it could be run by battery electric trains, charging at Westbury station.
Beeching Reversal – South Fylde Line Passing Loop
This is one of the Beeching Reversal projects that the Government and Network Rail are proposing to reverse some of the Beeching cuts.
The Project
This project is described on this page on the web site of the Fylde MP; Mark Menzies, which is entitled Improving The South Fylde Rail Line.
The page lists that these improvements are needed.
Track And Stations
These improvements are listed for track and stations.
The bid involves laying around three miles of track between Lytham and St Annes stations, the creation of a new rail platform at Ansdell and Fairhaven Station, the installation of signalling along the line, and potential platform changes at Preston Station. There is scope for improvements to St Annes and Lytham Stations, should Network Rail decide it would rather include those stations within the passing loop – but that would be decided further along the process.
Services
The objective is to be able to run two trains per hour (tph) between Preston and Blackpool South stations.
Trains
Better trains are needed.
It certainly looks like the Pacers have already gone.
The Route
I shall describe the current route in this section.
Blackpool South Station
The Google Map shows Blackpool South station.
Note.
- Entrance to the station is from Waterloo Road, which runs East-West across the map.
- There are a pair of bus stops by the station entrance.
- There is a lot of car parking close to the station.
- I suspect that the single platform can hold a modern eighty-metre four-car train.
- This seventy-year-old has no difficulty waking to the football ground or the Blackpool trams from the station.
With two tph and some updated facilities, this would be a very useful station.
I suspect there is even space to add a second platform in the future, if that were felt to be necessary.
Blackpool Pleasure Beach Station
This Google Map shows Blackpool Please Beach station and the nearby Pleasure Beach.
We shouldn’t underestimate the importance of this station. One beautiful late summer Saturday, I was going to see Ipswich play at Blackpool and out of curiosity I had explored the train to Colne station. In those days a decade ago, Colne and Blackpool South was one service and the train from Colne was full of families, by the time it got to Preston. A large proportion, left the train at the Pleasure Beach.
The conductor told me, that the crowds, I had witnessed weren’t untypical.
Squires Gate Station and Blackpool Airport
This Google Map shows Squires Gate station and the nearby Blackpool Airport.
Blackpool Airport after a troubled few years seems to be finding a niche market, with a few business, commercial, offshore and training flights.
But I believe that airports like Blackpool in the future can develop another large niche – electric aviation.
Getting to places like Ireland, Northern Ireland, the Isle of Man and Wales by a nineteen-seat electric airliner will need the following.
- As short a flight as possible.
- Close to the coast would help.
- Good public transport links. Blackpool Airport has both tram and train.
- Space for aircraft to be parked, whilst charging.
- Plentiful supplies of renewable electricity. The over-300 MW Burbo Bank Wind Farm is not far away in Liverpool Bay and it will only be joined by more and larger wind farms.
- Frequent public transport.
Blackpool Airport could tick all these boxes, with a thick green marker.
Some example direct distances from Blackpool include
- Aberdeen – 238 miles
- Amsterdam Schipol – 340 miles
- Belfast City – 128 miles
- Cardiff – 165 miles
- Dublin – 134 miles
- Edinburgh – 150 miles
- Exeter – 211 miles
- Geneva – 661 miles
- Glasgow – 155 miles
- London Gatwick – 220 miles
- London Heathrow – 192 miles
- London Southend – 219 miles
- Newcastle – 89 miles
- Paris Orly – 422 miles
- Isle of Man Ronaldsway – 68 miles
- Southampton – 208 miles
These distances fit nicely with the range of the nine-seater Eviation Alice electric aircraft, which is predicted to be 620 miles.
St. Annes-on-the-Sea Station
This Google Map shows St. Annes-on-the-Sea station.
Note.
- Blackpool is to the North-West and Preston is to the South-East
- St. Annes-on-the-Sea is one of those convenient single-platform stations, where you just walk in-and-out on the level.
- The passing loop would start on the Preston side of the bridge.
There would need to be no major infrastructure work at the station, although I would expect the facilities could do with a makeover.
Ansdell And Fairhaven Station
In Should The Blackpool South Branch Be Electrified?, I said this about improvements to Ansdell and Fairhaven station.
Ansdell and Fairhaven station is nearest to the course at Royal Lytham.
-
- The Open Championship is a very important event on the golfing calendar.
- Other important golfing events are also held on the course
- Royal Lytham and St.Annes, last held the Open in 2012 and 2001. So it might come back to Royal Lytham in the mid-2020s.
Ansdell and Fairhaven station used to have two platforms, as described in Wikipedia.
The station was set out as an island platform with tracks on both faces until the singling of the line in the 1980s. Trains now only use the southern face. A disabled access ramp now covers the northern part of the station.
So could a rebuild of the station do the following?
-
- Restore two platforms on an island at the station.
- Put in full disabled access.
- Create a passing loop.
- Longer platforms might be a good idea.
This Google Map shows the station.
Note.
-
- The disabled ramp winding away.
- The platform is probably about a hundred metres long.
- It would appear that there is space at the far end to extend the platform.
I suspect that an ambitious architect with vision, could design a station that met all objectives.
It could be the best Championship Golf Course railway station in the world.
Lytham Station
This Google Map shows Lytham station.
Lytham station will be the Eastern end of the loop and it is likely, that the single-track will change to double at the Western end of the station.
As with St. Annes-on-the-Sea station, I suspect that a good makeover, will be all that will be needed.
Moss Side Station
This Google Map shows Moss Side station.
The only problem here is the level crossing, so do Network Rail want to remove it?
Kirkham And Wesham Station
This Google Map shows Kirkham and Wesham station.
There are three platforms, which from bottom to top on the map are.
- Platform 1 – Trains to Blackpool South
- Platform 2 – Trains to Blackpool North
- Platform 3 – Trains to Preston
All platforms seem to be being electrified in these pictures. that I took during construction.
Note.
- It can’t be described as a station, built down to a small budget.
- In the captions to the pictures, I’ve numbered the platforms from left to right.
- The last picture looks down Platform 1 and there is an electrification gantry at the Preston end.
Could this comprehensive electrification be so that trains to Blackpool North can use both Platforms 1 and 2?
- This would allow overtaking of say a local train by a London express.
- Trains could also be turned back in Platform 1, before the end of its journey, if there was a problem.
- The electrification is also substantial enough for the longest Class 390 trains.
- It could even accommodate a classic compatible High Speed Two train.
So does the last point, mean that Blackpool North station is a possible High Speed Two destination? Provided, the platforms at Blackpool North station are long enough, I think it does!
This Google Map shows Kirkham West Junction, where trains to Blackpool North and Blackpool South stations diverge.
Note.
- The electrification gantries and their shadows can be seen.
- Preston is to the South-East and the route is fully-electrified.
- Blackpool North is to the North-West and the route is fully-electrified.
- Blackpool South is to the West. The double-track becomes single before Moss Side station.
This picture shows the route going off to Blackpool South.
I took the picture from a train going to Blackpool North station.
So why are wires being run along the first few hundred metres of the Blackpool South Branch?
The Timetable
Currently, trains take the following times to do these journey legs.
- Run between Ansdell and Fairhaven and Blackpool South stations – 12 minutes
- Turnback at Blackpool South station – 3 minutes
- Run between Blackpool South and Ansdell and Fairhaven stations – 11 minutes
As the trains will be running every thirty minutes and the three legs total twenty-six minutes, that means there’s four minutes float.
So hopefully, it should be easily stainable, by an experienced rail timetable creator.
The Trains
I have remarked that I find the electrification at Kirkham & Wesham station, both comprehensive and slightly unusual.
Could The Electrification Have Been Designed For Battery Electric Trains To Blackpool South Station?
But there is one very plausible reason for the electrification layout – The Blackpool South Branch has been designed, so that services on the branch can be rum using battery trains.
- The distance between Kirkham & Wesham and Blackpool South stations is just over eleven miles.
- So for a round trip a range of perhaps twenty-five miles on battery power would suffice.
- There would also be a need for a few minutes of hotel power, whilst waiting at Blackpool South station.
These power needs are well within the capabilities of the average battery train.
- Trains could be charged on the nine minute run between Preston and Kirkham & Wesham stations.
- Changeover between electrification and battery power would take place in Kirkham & Wesham station.
An ideal train would surely be CAF’s four-car battery electric version of the Class 331 train, which I wrote about in Northern’s Battery Plans.
- According to an article in the March 2020 Edition of Modern Railways, with the same name, these trains will be working between Manchester Airport and Windermere.
- Class 331 trains without batteries will be running to and from Blackpool North station.
- Four-car trains are probably the right size for the route.
There would also probably be no need for a charging station at Blackpool South station, if trains could leave Kirkham & Wesham station with a full battery.
Where Would The Trains Terminate In The East?
These would be the obvious choices.
- Blackburn – Where there is a convenient bay platform.
- Colne – Where they used to terminate!
- Liverpool – Merseyrail has the trains and Liverpool has lots of punters and the imagination.
- Preston – Where they do now!
- Skipton – If the Skipton-Colne Link is built!
My money would be on Skipton, using a new Skipton-Colne Link, for the following reasons.
- Politicians of all colours and roses are in favour.
- Skipton has an electrified route to Leeds.
- Skipton-Colne would be a valuable by-pass route during the building of Northern Powerhouse Rail.
- Battery-powered trains would be ideal for Skipton-Colne.
Would A Battery Electric Train Be Feasible Between Blackpool South And Liverpool?
Consider.
- An all-stations service would complement the fast service between Liverpool Lime Street and Blackpool North stations via St. Helens, Wigan North Western and Preston.
- The service could either go between Liverpool and Preston via Ormskirk or Southport and a reinstated Burscough Chord.
- The Ormskirk route is 15 miles of unelectrified line and the Southport route is just four miles further.
- A service via Southport would need to reverse at Southport station.
- The service would be run using dual-voltage Class 777 trains fitted with batteries.
- 25 KVAC overhead electrification, is already installed between Preston and Kirkham & Wesham stations,
- Using existing electrification, trains would leave Kirkham & Wesham, Ormskirk, Preston and Southport stations with full batteries.
- A coastal service between Blackpool and Liverpool would surely attract visitors.
- Liverpool and Blackpool are the two biggest urban areas on the coast.
- There are several golf courses on the route, including three courses that have held the Open; Royal Birkdale, Royal Liverpool and Royal Lytham & St. Annes.
It may be a bit fanciful. But.
- Merseyrail will have the trains.
- Liverpool has the potential passengers.
- I believe the route could handle a two tph service.
- In Reopen Midge Hall Station, I showed that it was possible to run a two tph service between Liverpool and Preston, with one tph via each of Ormskirk and Southport.
Liverpool also has bags of ambition and imagination.
Would A Battery Electric Train Handle Preston And Skipton?
I estimate that this route is forty-one miles, with a stiff rise from Rose Grove to Colne station.
So would a battery electric train be able to handle this distance?
Hitachi are talking 56 miles for their Regional Battery Train, so I suspect CAF would want and need to be competitive with a similar specification.
Perhaps the logical service would be to run between Leeds and Blackpool South.
- The service would go via Preston, Blackburn, Burnley Central, Colne and Skipton.
- Leeds and Skipton is electrified.
- Preston and Kirkham & Wesham is electrified.
- No extra chargers for trains would be needed.
The only new infrastructure needed would be the Skipton and Colne Link.
Electrification Between Preston And Blackburn
Consider.
- In Colne – Skipton Reopening Moves Closer, I talked about the proposed Huncoat Rail Fright Terminal, that could be built North of Blackburn on the East Lancashire Line.
- Blackburn is a major hub for passenger services.
- An electrified Blackburn would allow Manchester and Clitheroe to be run by battery electric trains. Clitheroe is ten miles and Bolton is thirteen.
- An electrified Blackburn would allow Blackburn and Manchester Victoria via the Todmorden Curve to be run by battery electric trains. The whole route is 39.5 miles.
- It may be possible for battery electric trains to reach Leeds via Hebden Bridge, as it is only fifty miles away, which is within Hitachi’s range.
- As the Blackburn area grows, there will be more pressure for a daily London service.
- Some think, the Calderdale route should be electrified.
- Preston and Blackburn stations are just twelves miles apart.
- There is a multiple unit depot at Blackburn.
- I also feel that battery electric trains fanning out from Blackburn, wouldn’t do the town’s image any harm.
For all these reasons, I wouldn’t be surprised to see a short stretch of electrification added between Preston and Blackburn.
Conclusion
I like this proposal and it could be a big asset to trains across the Pennines.
Beeching Reversal – New Station For Langport And Somerton Area
This is one of the Beeching Reversal projects that the Government and Network Rail are proposing to reverse some of the Beeching cuts.
This Google Map shows the Langport and Somerton area.
Note.
- This map is probably best clicked to see in a large size.
- Langport is in the South-West corner of the map.
- Somerton is in the North-East corner of the map.
- The Reading-Taunton Line goes through both villages, although both stations are now closed.
- Somerton station was in a cutting in the middle of the village.
The station’s location is shown in this second Google Map.
According to the Wikipedia entry for Somerton station, this seems to be the plan.
A May 2018 transport strategy suggested that a station should be opened to serve the Somerton and Langport area.
Judging from the map, there should be space for a two-platform station.
Services Though Somerton Station
Currently, there are three Great Western Railway (GWR) services on this route.
- London Paddington and Exeter St. Davids via Reading, Newbury, Pewsey, Westbury, Castle Cary, Taunton and Tiverton Parkway.
- London Paddington and Plymouth via Reading, Taunton, Tiverton Parkway, Exeter St Davids, Newton Abbot and Totnes.
- London Paddington and Penzance via Reading, Taunton, Tiverton Parkway, Exeter St Davids, Newton Abbot, Totnes, Plymouth, Liskeard, Bodmin Parkway, Lostwithiel, Par, St Austell, Truro, Redruth, Camborne and St Erth.
All services have a frequency of one train per two hours (tp2h)
The frequency of trains between Reading and Taunton on the 24th July was around each hour as follows.
- 7 – 4/1
- 8 – 4/1
- 9 – 5/2
- 10 4/0
- 11 6/2
- 12 5/2
- 13 – 5/1
- 14 – 5/2
- 15 – 4/1
- 16 – 3/0
- 17 – 7/2
- 18 – 3/0
- 19 – 3/0
- 20 – 3/0
- 21 – 3/1
- 22 – 0/0
- 23 – 0/0
- 24 – 1/1
Note.
- The first figure is the total number of trains per hour (tph).
- The second figure is the total number of freight tph.
There is under two tph in both directions and under one freight tph.
As the Reading-Taunton Line is a 110 mph route, my scheduling experience, says that with 125 mph Class 800 trains running all the passenger services, there should be some space for a few more services on the route.
So could this mean a fourth service between London Paddington and the South West?
- The new service could call at the new Somerton station.
- It could terminate at Exeter St. Davids. Penzance, Plymouth or a new destination of Taunton station.
- The Beeching Reversal project of Transforming The Newquay Line, would enable termination at Newquay station.
- The Beeching Reversal project of Increased Service Provision Bodmin General-Bodmin Parkway, would enable termination at Bodmin General station.
- The Restoring Your Railway Fund project of Reopening Of Wellington and Cullompton Stations, will need calling trains at the two stations.
- The Restoring Your Railway Fund project of Reinstatement Of Rail Access To Devizes Via A New Station At Lydeway will also need callers.
Are we seeing the emergence of a stopping service, between London Paddington and Exeter St. Davids?
Hitachi’s Proposed Class 800 Trains With Batteries
Hitachi’s proposed train is described in this infographic.
Note the phrase – Allows Discontinuous Electrification; at the top of the infographic.
Suppose the train ran these legs.
- Newbury – Westbury – 42 miles
- Westbury – Taunton – 48 miles
- Taunton – Exeter St. Davids – 30 miles
- Exeter St. Davids – Plymouth – 52 miles
All would be under the 55 mile limit for battery range.
Conclusion
It looks like GWR are building up to increase services between London Paddington and Exeter St Davids.
Beeching Reversal – Reinstatement Of The Bodmin-Wadebridge Railway
This is one of the Beeching Reversal projects that the Government and Network Rail are proposing to reverse some of the Beeching cuts.
The basic outline of this Beeching Reversal project is described in the section called RailTrail Project in the Wikipedia entry for the Bodmin and Wenford Railway, where this is a simplified version of what is said.
The railway company is currently planning to extend beyond its western terminus at Boscarne Junction towards Wadebridge alongside the Camel Trail. Known as the RailTrail project, phase one would see the railway extended to Nanstallon Halt, phase two to Grogley Halt and phase three to Wadebridge Guineaport.
In areas where the width of the trackbed does not allow both a railway and a footpath side-by-side, short diversions are proposed. For example, at Grogley, the Camel Trail could be re-routed along a former “headshunt”, which was part of the original railway before it was replaced by a later deviation.
There is some controversy, over the reduction in width of the Camel Trail.
This Google Map shows the River Camel through Wadebridge, where the extension appears to be proposed to finish.
Note.
- The Guineaport area of Wadebridge is marked by a red arrow-dot.
- The Future Plans section of the Wikipedia entry for Wadebridge station, says that the new station will be beyond Guineaport.
- The Camel Trail is marked on Google Maps as a dotted line and it can be followed to where it meets the Bodmin and Wenford Railway at Boscarne Junction station.
This Google Map shows Boscarne Junction station.
Looking from my helicopter, I am fairly sure that the RailTrail can be squeezed in with a footpath.
What Sort Of Railway Would It Be?
These are my thoughts.
Will It Be Double Or Single-Track?
It will be single-track, as there is not enough space for two.
I would suspect, they could use similar construction to these tram tracks in Blackpool.
Effectively, the RailTrail could be a high-strength road, with a rail track set to one side, and appropriate markings, rails and safety signage.
How Long Will The New Track Be?
Google gives these distances.
- Padstow and Boscarne – 14.4 miles
- Padstow and Bodmin – 16 miles
- Wadebridge and Boscarne – 6 miles
- Wadebridge and Bodmin – 7.4 miles
I have added Padstow, as this town on the sea, used to be the rail terminus.
Should The Route Go To Padstow?
This Google Map shows the Padstow end of the Camel Trail.
But there could be a major problem.
At the bottom of the map is the Little Petherick Creek Bridge.
- It’s probably OK for a cycle trail, but would it be strong enough for heavy rail use.
- On the other hand, is it past its replace date and Cornwall County Council might like to pass the responsibility to Network Rail?
There is also more land to build a station at Padstow.
It could even be built on the East side of the bridge, so that the heaviest thing it would carry would be pedestrians.
Would A Shared RailTrail Work?
One of the most interesting train systems, that I have seen is in Zwickau in the former East Germany, where instead of buying more trams to connect to other towns and cities, they devised a train-tram system using standard diesel multiple units.
The Zwickau system is more complicated than it would need to be in the UK, as the trains have to share tram-tracks of a different size, so there are three-railed tracks; two for the metre gauge trams and an extra one for the standard gauge trains.
I have never seen anywhere else, where rail vehicles of different gauges share rails.
The trains run under virtually the same rules as street running trams do in Birmingham, Blackpool, Croydon, Edinburgh, Manchester, Nottingham and Sheffield.
- You can cross the road all round them.
- Trains are limited to slow speeds.
- The trains are independently powered.
- The trains cross level crossings.
- There is no electric power for the trains.
- The trains are double-manned and the crew keep a good look out!
Note, in the pictures, that the trains have flashing orange warning lights.
Could a GWR Class 800 train run along the RailTrail?
- The train would be a five-car unit.
- The train would be fitted with environmentally-friendly battery power, so it would be emission-free and almost silent.
- There would be a charging facility in the platform at Bodmin General station to top up the battery, before the train ran on the RailTrail.
- As in Zwickau, the track would be buried in the ground. so it could be safely used by trains and not be a hazard to pedestrians.
- The train would have a slow speed crawling mode, so it could proceed along the RailTrail with extreme care.
With the right timetable, the modern trains could share with the Bodmin and Wenford’s heritage trains.
Could Wadebridge Get A Direct Service To London Paddington?
Why not?
Places like Bradford, Harrogate, Huddersfield and Skipton appear to be being added to LNER’s network, by joining and splitting Class 800 trains at Leeds.
I wouldn’t be surprised to see a five-car Class 800 train with a battery capability running from Wadebridge to Plymouth, where is joined with another train from Newquay, Penzance or Plymouth, before running as a ten-car train to London Paddington.
Conclusion
I like this scheme and it could be a prototype for other similar ones.
Beeching Reversal – Increased Service Provision Bodmin General-Bodmin Parkway
This is one of the Beeching Reversal projects that the Government and Network Rail are proposing to reverse some of the Beeching cuts.
This Google Map shows the relationship of the two Bodmin General and Bodmin Parkway stations.
The two stations are clearly visible.
The aim of this Beeching Reversal project would appear to set up a more regular service between Bodmin Parkway station on the Cornish Main Line and Bodmin General station in the town.
This video shows some of the current trains run by the Bodmin and Wenford railway, between the two stations.
This article on Cornwall Live is entitled Plan To Link Heritage Railway At Bodmin To Mainline Train Services, gives a few scant details.
- There will be a second platform at Bodmin General station.
- This will allow extra services.
Looking at the space around Bodmin Parkway station, it should be possible to have a very comprehensive track layout, that connects the Bodmin branch to the main line.
It also appears that the platform is fully-funded from Great Western Railway (GWR) and Cornwall County Council.
Could A Shuttle Be Run Using Vivarail’s Pop-up Metro Concept?
Using Vivarail’s Pop-up Metro between the two stations is surely a possibility, with charging at either station.
What Do GWR Want In Return For Their Funding?
I think that GWR could have a couple of uses for a platform at Bodmin General station.
Reorganising The Services Between London Paddington and the South-West
Currently, there are three services on this route.
- London Paddington and Exeter St. Davids via Reading, Newbury, Pewsey, Westbury, Castle Cary, Taunton, Tiverton Parkway.
- London Paddington and Plymouth via Reading, Taunton, Tiverton Parkway, Exeter St Davids, Newton Abbot, Totnes.
- London Paddington and Penzance via Reading, Taunton, Tiverton Parkway, Exeter St Davids, Newton Abbot, Totnes, Plymouth, Liskeard, Bodmin Parkway, Lostwithiel, Par, St Austell, Truro, Redruth, Camborne, St Erth.
All services have a frequency of one train per two hours (tp2h)
Perhaps by reorganising the train paths, GWR could run another 1 tp2h service between London Paddington and Bodmin or Newquay station after the Transformation Of The Newquay Line.
Joining And Splitting Between London Paddington And The South-West
GWR’s Hitachi Class 80x trains have the ability to run in pairs, that are split and joined at convenient places en route.
This YouTube video, shows them doing it in Plymouth station.
As a means of evening out passenger loadings on pairs of trains running to the South-West, the two large stations of Exeter St. Davids and Plymouth would surely be possibilities for the manoeuvre.
I also think that Bodmin Parkway station could be used to split and join two trains from Cornwall.
- One train would come from Penzance and the West.
- The other could come from either Newquay or Bodmin General stations.
- In the future the second train, might come from a new Wadebridge station.
Bodmin Parkway station might need some small modifications, but it should be remembered that the closely-related Class 395 trains, do the deed and quickly disappear at Ashford International station.
Creating A Bodmin-Wadebridge Railway
There are also plans in the Beeching Reversal projects for the Reinstatement of the Bodmin-Wadebridge Railway
For trains to travel between Bodmin Parkway and Wadebridge stations, trains will need to reverse in the new platform at Bodmin General station.
Local Services From Exeter And Plymouth
From what I have read on the Internet, the Bodmin and Wenford Railway is an important tourist attraction and is one of several around Bodmin including the beaches and the Camel Trail.
So perhaps, a connection between Bodmin and Exeter and/or Plymouth in a vintage InterCity 125 could be a nice little earner for GWR and an appropriate way to arrive at the steam railway.
Steam Local Services From Exeter And Plymouth
Why not?
The new platform at Bodmin General station could probably take a locomotive and four coaches and all the facilities to handle steam engines are in the vicinity of the station.
Could The New Platform Be Used For High Speed Freight Shuttles?
Why not?
Rail Operations Group is looking at the possibility of running Class 769 trains as freight shuttles.
Bodmin could make an ideal Cornish terminal, as it’s the right side of county and has the main A38 close by.
Could The Platform Be Used To Charge Battery Electric Trains?
I feel that First Group are starting to embrace battery trains.
In Hitachi Trains For Avanti, I talked about how a fellow First Group company were reporting, that they might have battery trains.
If Great Western Railway were running extra trains into Cornwall, would a new platform at Bodmin General station, be an ideal place to charge a train?
Conclusion
A second platform at Bodmin General station could open up a lot of possibilities for train operating companies.
Beeching Reversal – Transforming The Newquay Line
This is one of the Beeching Reversal projects that the Government and Network Rail are proposing to reverse some of the Beeching cuts.
This map clipped from Wikipedia shows the Newquay or Atlantic Coast Line.
When I first saw this map, my initial thought, was that the various loops and other sections of disused track could and/or might be added to the route.
Searching the Internet, I can’t find much information except from this article on Cornwall Live, which is entitled Cornish Railway lines Axed In Beeching Cuts Could Be Restored, where this is said.
Other projects focused on Cornwall bidding for the funding to develop business cases include one to transform the Newquay to Par railway line as well as a “Mid-Cornwall Metro” proposal.
Nothing more about the Atlantic Coast Line, is said in the article.
This Google Map shows where the Atlantic Coast Line joins the Cornish Main Line at Par.
Note.
- The Atlantic Coast Line goes off to the North West.
- Par station is shown towards the North-Western corner on the Cornish Main Line.
- The junction is designed, so that china clay trains can access the branch.
In the summer, Newquay station is also served by long-distance trains from London and Scotland.
This Google Map shows Newquay station in the heart of the town.
It could probably be called a Beach station, as the sea is just off the map.
Partly, because I lived in the town, from 1963 onwards, I can remember Felixstowe Beach station! Yarmouth Beach station has gone too, but how many others are left?
These are the only ones, I can think of with Beach in their name!
Perhaps, if Felixstowe ever gets the promised tram-train, that I wrote about in Could There Be A Tram-Train Between Ipswich And Felixstowe?, one of the or more of the stops on the way to the Port of Felixstowe will be Felixstowe Beach.
Frequency Improvement
The current frequency on the Atlantic Coast Line is one train every two hours, which is not a family-friendly frequency, as if any child starts playing silly games, you have a two-hour wait for the next train.
I would suspect that an hourly service would create a large increase in ridership on the line.
As the journey takes fifty-one minutes between Par and Newquay, is the frequency defined by the need for one train to work the line, by shuttling from end-to-end?
So is one of the needs, some better track layouts, so that trains can pass and be parked at Par, whilst the crew has a refreshment break?
I also suspect, that if one of Network Rail’s track wizards got the layout spot on, which they seem to do, that this would make things easier for any china clay trains still passing through the area.
Could Newquay Be Used As An Extra Terminal?
I wonder how many people drive to Newquay, if they live in East Cornwall or Devon?
I have just looked at train times today from Plymouth to Newquay.
To be fair to Great Western Railway (GWR), I would only have a few minutes to wait at Par station, but there is only one train every two hours, due to the limitations on the Atlantic Coast Line.
With an improved higher-capacity track, GWR could call up the heavy brigade.
As full-length InterCity125s have served Newquay station for decades, four-car Castles like these, should manage the trip with ease.
Surely, once the Atlantic Coast Line can handle at least hourly trains, that would enable separate one train per two hour schedules.
- Newquay and Par
- Newquay and either Plymouth or Exeter.
This would improve service frequencies on both the Cornish Main Line and the Atlantic Coast Line and enable passengers to go between Exeter, Plymouth and Truro, and Newquay without changing trains.
Hopefully, the Cornish Main Line trains would serve appropriate refreshments at the correct times of the day.
Would Newquay Station Need A Second Platform?
Newquay station used to have more than one platform, but all the others were removed in British Rail’s ruthless quest to save money in the 1960s and 1970s.
I have never been to Newquay station, so I don’t know whether there is space to reinstate another platform.
However, I did find this video, which appears to be some very professional plans for Newquay station.
This video dates from 2008.
The video definitely says, that Newquay station needs an extra platform or two.
- Two platforms would allow two trains to share the station.
- A third platform would allow steam trains to visit.
The video also answers the age old question about why in many towns and cities, the railway station is often the best building, except for the church and the town or city hall.
Conclusion
It does appear to me, that giving the Atlantic Coast Line a modern track layout, will unlock a lot of possibilities that can be tried on the branch, to the benefit of all stakeholders.
Beeching Reversal – Primrose Line
This is one of the Beeching Reversal projects that the Government and Network Rail are proposing to reverse some of the Beeching cuts.
This Google Map shows the area of South Devon, where the railway is proposed to be reopened.
And this diagram from Wikipedia shows the line.
Note.
- The railway runs between South Brent and Kingsbridge stations.
- It connected to the double-track Pymouth and Exeter Line.
- There were originally stations at Avonwick, Gara Bridge and Loddiswell.
- It was single track.
- It was twelve miles long.
- There was also a planned extension to Salcombe, that was never built.
The Connection At Brent Station
This Google Map shows the former position of Brent station.
There does appear to be plenty of space for two through platforms and one for the branch line on the South side of the main line.
Trains
I suspect that this route will probably be capable of being run by two or three of Vivarail’s Class 230 trains.
Conclusion
This looks a simple scheme, that could be worthwhile, for commuters residents, shoppers and tourists.
Beeching Reversal – Charfield Station
This is one of the Beeching Reversal projects that the Government and Network Rail are proposing to reverse some of the Beeching cuts.
Wikipedia says this about the Proposed Reopening of Charfield station.
Services between Bristol and Birmingham pass through Charfield. There have been discussions about the viability of reopening the station. The costs would be shared between Gloucestershire and South Gloucestershire councils since, although the station would be in South Gloucestershire, the nearby town of Wotton-under-Edge would be a principal beneficiary.
This Google Map shows the village with the Bristol and Birmingham Line passing through.
Note, that the road running down the East side of the railway is called Station Road.
There appear to be these services running through the location.
- CrossCountry – Plymouth and Edinburgh/Glasgow via Bristol Temple Meads, Bristol Parkway, Cheltenham Spa and Birmingham New Street
- CrossCountry – Exeter St. Davids and Manchester Piccadilly via Bristol Temple Meads, Bristol Parkway, Cheltenham Spa and Birmingham New Street
- GWR – Great Malvern and Westbury via Bristol Temple Meads, Bristol Parkway, Gloucester and Cheltenham Spa
Note.
All services appear to be hourly.
Bristol Parkway station is thirteen miles away by rail, so is an easy drive, but a very stiff walk or cycle.
Timings by rail from Charfield based on passing GWR trains include.
- Bristol Parkway – 15 minutes
- Bristol Temple Meads – 27 minutes
- Cheltenham Spa – 38 minutes
- Gloucester – 24 minutes
There may be a possibility of improving these times, as the current timetable might have been written for slow trains and a Class 158, Class 165 or Class 166 train can do better.
CrossCountry times include.
- Birmingham New Street – 68 minutes
- Bristol Parkway – 11 minutes
- Bristol Temple Meads – 23 minutes
- Cheltenham Spa – 17 minutes
- Worcestershire Parkway – 32 minutes
I would think, that Charfield station could receive one GWR stopping train and one fast CrossCountry train per hour.
Discontinuous Electrification Between Birmingham And Bristol
Hitachi have changed the rules on electrification, by the announcement of the development of battery electric trains in collaboration with Hyperdrive Innovation, which I wrote about in Hyperdrive Innovation And Hitachi Rail To Develop Battery Tech For Trains.
The proposed train is described in this Hitachi infographic.
It will have a range on battery power of 90 km or 56 miles.
Consider.
- Midlands Connect have ambitions see an extra hourly service between Birmingham and Bristol Temple Meads, with all services running five minutes faster. See Midlands Rail Hub.
- CrossCountry will likely be getting new trains, to replace their exclusively all-diesel fleet. They could be tri-mode trains to make the most of long stretches of electrification on their routes, batteries for short gaps of up to fifty miles and diesel power everywhere else.
- There are electrified stations at Bristol Parkway and possibly Bristol Temple Meads in a few years.
- There is full electrification between Birmingham New Street and Bromsgrove stations.
- Bromsgrove and Bristol Parkway are seventy miles apart.
- There is a possibility, that Cheltenham Spa station will get a charging facility so that London Paddington and Cheltenham Spa services could be run by Class 800 trains converted to battery electric operation.
I don’t think it is an unreasonable prediction to make that Hitachi and other train manufacturers like Stadler with their Class 755 trains, have the technology to run low-carbon services between Bristol Temple Meads and Birmingham New Street stations.
- Trains would leave Bromsgrove and Bristol Parkway with full batteries.
- Quick battery top-ups can be taken at Cheltenham Spa and Worcestershire Parkway stations.
- The fast acceleration of the electric trains will allow extra stops.
I think it would also be possible for GWR to use battery electric Class 387 trains between Great Malvern and Westbury.
Charfield could be an electric train-only station.
Conclusion
The reopening of Charfield station is really a simple station rebuilding and reopening and local passenger forecasts will probably make the decision.
But these forecasts must take into account, the likely partial decarbonisation of the route through the station, which would surely increase ridership.
The new station could also be built with provision for a possible charging facility, in case it might be needed in the future.
The Anonymous Widower 