Electrification Between Newbury And East Somerset Junction
In the August 2023 Edition of Modern Railways, there is an article, which is entitled GWR Seeks Opportunities To Grow.
This is the sub-heading.
Managing Director Mark Hopwood tells Philip Sherratt there is plenty of potential to increase rail’s economic contribution.
This is two paragraphs.
The desire to provide electrification to support aggregates traffic from the Mendip quarries could also benefit GWR , says Mr. Hopwood. ‘Having an electric loco would massively help with pathing heavy freight trains through the Thames Valley. If you could electrify from Newbury to East Somerset Junction, a big chunk of the Berks and Hants route would be wired.
Then you can ask how much further you could get on battery power on an IET without running out of juice.’
I have some thoughts.
Where Is East Somerset Junction?
This OpenRailwayMap shows East Somerset junction.
Note.
- The East Somerset junction is marked with the blue arrow.
- East Somerset junction is 5.2 miles North of Bruton station and 5.4 miles South of Frome station on the Reading and Taunton Line.
As the map shows there is a branch to Merehead Rail Sidings, which is shown in yellow.
This Google Map shows Merehead Rail Sidings.
Note.
- It looks like there is a massive quarry to the North of the A361 road, which curves across the map.
- It is labelled Torr Works – Aggregate Industries.
- Torr Works has a Wikipedia entry.
- The rail sidings are South of the A361.
- Zooming in on the map, shows that the railway between East Somerset junction and Merehead is single-track and only a few miles long.
Distances from East Somerset junction are as follows.
- Dorchester junction – 41.2 miles
- Newbury – 53.4 miles
- Taunton – 37.2 miles
- Weymouth – 47.8 miles
Note that it is electrified with 750 VDC third-rail between Weymouth and Dorchester junction.
Range of Battery-Electric Trains
Consider.
- A Bombardier engineer told me eight years ago, that the battery-electric Class 379 train had a range of sixty miles.
- Stadler’s FLIRT Akku has a Guinness world record of 139 miles on one battery charge. See this page on the Stadler web site.
- Even Stadler’s Class 777 trains for Merseyrail have a range of 84 miles on battery power. See New Merseyrail Train Runs 135 km On Battery.
It does appear that five-car battery-electric trains will have ranges in excess of a hundred miles.
I believe that because Hitachi’s battery makers have a good record, they will probably be very ambitious and will want that Guinness record, that Hitachi’s Class 802 trains will have a battery range not far short of the 139 miles of the Stadler FLIRT Akku.
I will be very surprised if Hitachi’s battery-electric version of a Class 802 train, doesn’t have range of at least 125 miles.
But say if they could do say 140 miles, the battery-electric Class 802 train could cover every long-distance route in the UK, which would attract orders for trains to run on the following routes.
- Cardiff and Swansea
- Crewe and Holyhead
- Edinburgh and Aberdeen
- Edinburgh and Inverness
- Crewe and Holyhead
- London Waterloo and Exeter St. Davids
A substantial reward to the battery makers, would probably not be out of order.
Aggregate Trains From The Mendips
Consider.
- Mining and quarrying companies are under pressure from governments, shareholders and environmentalists to reduce their carbon footprints.
- Many are replacing diesel-powered mining excavators and trucks, with electric or hydrogen versions.
- In addition, those companies delivering building products to the construction industry are under pressure to provide low-carbon products.
- Using rail with electric traction to deliver products to market would cut carbon emissions and might even help sales.
These Mendip quarries appear to be connected to the Reading and Taunton Line.
- Torr Works – Connects 5.4 miles to the South of Frome.
- Whatley Quarry – Connects close to Frome.
There may be others.
But these rail-connected quarries, connect at or North of East Somerset junction, to where Mark Hopwood is proposing electrification.
Zero-carbon rail traction could even be possible, by electrifying the short single-track branch lines. or by using hydrogen-electric hybrid locomotives.
GWR’s London And South-West Services
These services use the Reading and Taunton Line to join the Bristol and Exeter Line at Taunton, before going on to Exeter, Plymouth and other destinations in the South-West of England.
These are distances from East Somerset Junction.
- Exeter – 67 miles
- Paignton 95.2 miles
- Penzance – 198.5 miles
- Plymouth – 119.0 miles
- Taunton – 37.2 miles
Note.
- Exeter, Paignton, Penzance and Plymouth stations would need short lengths of electrification to charge terminating trains or top-up passing trains.
- In Thoughts About Electrification Through Devon And Cornwall, I showed that the average stop time at Plymouth station was eight minutes, which could be enough for the rail equivalent of a Formula One splash and dash.
- A 125 mile battery range, not only enables London and Penzance, but also Cardiff and Swansea, and Edinburgh and Aberdeen, when the extra electrification is completed.
Could my estimate of a 125 mile battery range, be Hitachi’s objective for their battery-electric trains?
The Ultimate Battery-Electric Class 802 Train
Hitachi have been totally silent on how the fitting of batteries to Class 802 trains is going.
But Mark Hopwood is more forthcoming in the GWR Seeks Opportunities To Grow article. where this is said.
Meanwhile, GWR had announced plans with Eversholt Rail to trial the replacement of a diesel generator unit with batteries on a Class 802 IET. However, Mr. Hopwood says this would not be useful for GWR and so the trial is not proceeding; instead, a TransPennine Express Class 802 will be the subject of a battery trial.
It sounds to me that another solution is being developed to get trains to run on electric power between London and the South-West.
- I think we can rule out full electrification on the grounds of cost, disruption, time and the Nimbys and objectors will have a field day.
- Newbury and Penzance is a distance of 251.9 miles, which would surely need a lot of batteries.
Mark Hopwood’s idea to electrify the 53.4 miles between Newbury And East Somerset junction, is starting to look like a good compromise.
GWR’s Bristol/Gloucester And Weymouth Services
These stopping trains are run by diesel trains and take the following route between Bristol Temple Meads and Weymouth stations.
- Keynsham
- Oldfield Park
- Bath Spa
- Freshford
- Avoncliff
- Bradford-on-Avon
- Trowbridge
- Westbury
- Frome
- East Somerset junction
- Bruton
- Castle Cary
- Yeovil Pen Mill
- Thornford
- Yetminster
- Chetnole
- Maiden Newton
- Dorchester West
- Dorchester junction
- Upwey
Note.
- I would assume that there is enough electrification at Bristol Temple Meads and towards Gloucester to charge the trains.
- Trains would leave Bristol Temple Meads with a full battery.
- The eighteen stops mean that an electric train with regenerative braking will be more efficient.
- Bristol Temple Meads and Westbury is not electrified.
- Westbury and East Somerset junction will be electrified with 25 KVAC overhead electrification under Mark Hopwood’s proposal.
- Trains take sixteen minutes between Westbury and East Somerset junction.
- East Somerset junction and Dorchester junction is not electrified.
- Dorchester junction and Weymouth is electrified with 750 VDC third-rail electrification.
- Trains take ten minutes between Dorchester junction and Weymouth.
Distances of the various legs are as follows.
- Bristol Temple Meads and Westbury – 28.3 miles – Not Electrified
- Westbury and East Somerset junction – 11.4 miles – Electrified
- East Somerset junction and Dorchester junction – 41.4 miles – Not Electrified
- Dorchester junction and Weymouth – 6.6 miles – Electrified
The two sections without electrification, should be well within range of a dual-voltage battery-electric train, that has been designed for the route.
GWR’s Cardiff Central And Portsmouth Harbour Service
These stopping trains are run by diesel trains and take the following route between Bristol Temple Meads and Portsmouth Harbour stations.
- Keynsham
- Oldfield Park
- Bath Spa
- Freshford
- Avoncliff
- Bradford-on-Avon
- Trowbridge
- Westbury
- Warminster
- Salisbury
- Romsey
- Redbridge
- Southampton Central
- Fareham
- Cosham
- Fratton
- Portsmouth & Southsea
Note.
- I would assume that there is enough electrification at Bristol Temple Meads and towards Cardiff Central to charge the trains.
- Trains would leave Bristol Temple Meads with a full battery.
- The seventeen stops mean that an electric train with regenerative braking will be more efficient.
- Bristol Temple Meads and Westbury is not electrified.
- Westbury station will be electrified with 25 KVAC overhead electrification under Mark Hopwood’s proposal.
- Trains would leave Westbury with a full battery.
- Westbury and Redbridge is not electrified.
- Redbridge and Portsmouth Harbour is electrified with 750 VDC third-rail electrification.
Distances of the various legs are as follows.
- Bristol Temple Meads and Westbury – 28.3 miles – Not Electrified
- Westbury and Redbridge – 46.4 miles – Not Electrified
- Redbridge and Portsmouth Harbour – 28.5 miles – Electrified
The two sections without electrification, should be well within range of a dual-voltage battery-electric train, that has been designed for the route.
GWR’s Bristol Temple Meads And Salisbury Services
These stopping trains are run by diesel trains and take the following route between Bristol Temple Meads And Salisbury stations.
- Keynsham
- Oldfield Park
- Bath Spa
- Freshford
- Avoncliff
- Bradford-on-Avon
- Trowbridge
- Dilton Marsh
- Warminster
Note.
- I would assume that there is enough electrification at Bristol Temple Meads to charge the trains.
- Trains would leave Bristol Temple Meads with a full battery.
- An electric train with regenerative braking will be more efficient.
- Bristol Temple Meads and Westbury is not electrified.
- Westbury station will be electrified with 25 KVAC overhead electrification under Mark Hopwood’s proposal.
- Trains would leave Westbury with a full battery.
- Westbury and Salisbury is not electrified.
Distances of the various legs are as follows.
- Bristol Temple Meads and Westbury – 28.3 miles – Not Electrified
- Westbury and Salisbury – 24.4 miles – Not Electrified
The two sections without electrification, should be well within range of a battery-electric train, that has been designed for the route.
GWR’s Swindon And Westbury Services
These stopping trains are run by diesel trains and take the following route between Swindon and Westbury stations.
- Chippenham
- Melksham
- Trowbridge
Note.
- This is the Transwilts service.
- I would assume that there is enough electrification at Swindon to charge the trains.
- Trains would leave Swindon with a full battery.
- An electric train with regenerative braking will be more efficient.
- Chippenham and Westbury is not electrified.
- Westbury station will be electrified with 25 KVAC overhead electrification under Mark Hopwood’s proposal.
- Trains would leave Westbury with a full battery.
Distances of the various legs are as follows.
- Swindon and Chippenham – 16.9 miles – Electrified
- Chippenham and Westbury – 15.8 miles – Not Electrified
The section without electrification, should be well within range of a battery-electric train, that has been designed for the route.
What Can Be Done If The Electrification Is Not Long Enough?
Some of these routes battery-electric routes may need more electrification to work efficiently.
Despite some routes having both 25 KVAC overhead and 750 VDC third-rail electrification, any extension of the electrification would be overhead, as new third-rail electrification is effectively banned.
Conclusion
It looks like Mark Hopgood proposal is an excellent idea to enable the decarbonisation of GWR services in Wiltshire and Somerset.
- Express services would be run by battery-electric Class 802 trains.
- Local services would be run by battery-electric trains with perhaps three cars.
Some of the local trains would need to be dual-voltage to use both forms of electrification.
Devizes Station Would Need To Be Part Of Wider Rail Plan
The title of this post, is the same as that of this article on Railway Gazette.
These two paragraphs outline the current status.
The construction of a Devizes Gateway station at Lydeway is unlikely to represent value for money as a standalone project, but it could be viable as part of a wider rail improvement programme, a study has concluded.
The feasibility study undertaken by Wiltshire Council, Devizes Development Partnership, GWR and Network Rail built on a strategic outline business case submitted to the Department for Transport under the Restoring Your Railway Fund programme in November 2021.
The Department for Transport will now decide what to do next.
I think there are other issues on the route between Reading and Taunton.
The Current Train Service
The only passenger services using the Reading and Taunton route are these three trains, which all have a frequency of one train per two hours (tp2h).
- London Paddington and Exeter St. Davids – Calling at Reading, Newbury, Hungerford, Pewsey, Westbury, Castle Cary, Taunton and Tiverton Parkway
- London Paddington and Plymouth – Calling at Reading, Taunton, Tiverton Parkway and Exeter St Davids
- London Paddington and Penzance – Calling at Reading, Taunton, Tiverton Parkway and Exeter St Davids
Note.
- London Paddington and Exeter St. Davids takes a few minutes over two hours.
- London Paddington and Plymouth takes a few minutes over three hours.
- London Paddington and Penzance takes a few minutes over five hours.
- The Reading and Taunton route is a double-track railway with a 110 mph operating speed.
- London Paddington and Newbury is electrified.
- The last two trains alternate to give Plymouth an hourly service.
- After Exeter St. Davids, trains have a sophisticated stopping pattern to give all stations served a good service.
From several trips along the line, I have the impression, that it’s a route, where drivers can get the best out of the trains.
Electrification
The line would benefit from electrification, in terms of journey times and decarbonisation.
But could this route be run by battery-electric trains?
- It is 89.7 miles between Newbury and Taunton.
- It is 120.4 miles between Newbury and Exeter St. Davids.
- It is 52.1 miles between Exeter St. Davids and Plymouth.
- It is 79.4 miles between Plymouth and Penzance.
- London Paddington and Newbury is electrified.
- Taunton, Exeter St. Davids, Plymouth and Penzance stations could have a charging system of some sort.
This Hitachi infographic shows the specification of the Hitachi Intercity Tri-Mode Battery Train.
Consider.
- Two trains go between Newbury and Taunton without stopping.
- The Exeter St. Davids service stops three times.
- Newbury and Taunton non-stop took 75 minutes at an average speed of 72 mph
- Newbury and Taunton with three stops took 78 minutes.
- All trains currently appear to be nine cars.
I suspect that Hitachi’s Intercity Tri-Mode Battery Train could go between Newbury and Taunton with a great deal of ease.
How many diesel engines and batteries would the train have?
Normally, nine-car Class 800/802 trains have five diesel engines.
So how many will be replaced by batteries?
The infographic says one engine will be replaced, so if that is a five-car train, it looks likely that a nine-car train could have two batteries.
But Hitachi could be playing a long game!
In Stadler FLIRT Akku Battery Train Demonstrates 185km Range, I wrote about how the FLIRT Akku has a range of 115 miles.
If Hitachi can squeeze 125 miles out of a nine-car Class 800 with two or three battery packs, they will outrange the FLIRT Akku and be able to run between London Paddington and Penzance on batteries, with some topping up on the way.
We mustn’t forget the engineers at Hyperdrive Innovation, who are designing and building Hitachi’s battery packs.
They will be ultracompetitive and know the range required to get battery-electric trains to Penzance.
I suspect that when the range of the nine-car battery-electric Class 800/802 is revealed, it will astonish everybody!
Bedwyn Station
Bedwyn station is served by an hourly shuttle train to and from Newbury, run by a diesel train.
The station used to have a direct service from London, but now passengers change at Newbury.
A Station For Marlborough
I investigated this in A Station For Marlborough, where this was my conclusion.
With the next generation of electric train with onboard energy storage or IPEMUs, a Marlborough station on a new Marlborough Branch Line can be used to create a two tph service to and from Paddington to replace the current one tph service from Bedwyn.
So a new Marlborough station would be a win for all those using stations on the Reading to Taunton Line to the East of Pewsey.
I also wonder how many other similar services can be developed by extending a service past a main line terminal to a new or reopened branch line, which is built without electrification and run using trains with onboard energy storage.
In answer to my posed question in the last paragraph, I suspect it is quite a few!
Devizes Gateway Station At Lydeway
I wrote about this proposed Devizes Gateway station in Reinstatement Of Rail Access To Devizes Via A New Station At Lydeway.
After writing Was Baldrick An Essex Man? about the building of an avoiding line at the new Beaulieu Park station North of Chelmsford, I do wonder, if it would be an idea to incorporate one in this proposed station, if there is a need to increase capacity.
This Google Map shows the station site, where the A342 crosses the railway.
I suspect a third track can be squeezed in.
Westbury Station
Westbury station is a busy station, where the Reading and Taunton Line crosses the Wessex Main Line.
This map from OpenRailwayMap shows the lines in the station.
Note.
- The blue lettering indicates Westbury station.
- The two major rail routes are shown in orange.
- The Reading and Taunton Line goes East-West across the map.
- Note the avoiding line South of Westbury station.
- Reading is in the East and Taunton is in the West.
- The Wessex Main Line goes North-South across the map.
- Bristol is in the North.
- Salisbury and Southampton is in the South.
In Westbury Station – 30th July 2020, there are some pictures I took of Westbury station.
This section in Wikipedia says this about the Future of Westbury station.
The line to Westbury is not due to be electrified as part of the 21st-century modernisation of the Great Western Main Line. Although local councillors support it, the extension of electrification beyond Newbury to Westbury was assessed as having a benefit–cost ratio of only 0.31.
On the other hand this document on the Network Rail web site, which is entitled the Devizes Gateway Interim
Feasibility Study, suggests that another platform might be added at Westbury station.
Castle Cary Station
Castle Cary station doesn’t seem to have any well-publicised problems, so please tell me if you know of any.
Frome Station
Frome station is described in its Wikipedia entry as an unusual station and one that is Grade II Listed.
I suspect, it could do with some more services.
Somerton Station
I wrote about a new Somerton station in Somerset: Plans For New Railway Station On Levels.
Track Improvements
I suspect if Network Rail were improving the route between Reading and Taunton, they know of some places, where they could do some work.
Service Improvements
Consider.
- There is probably a need for a stopping train between Newbury and Taunton, which calls at all stations.
- It might terminate at the London end, at either London Paddington or Reading.
- It might be a battery-electric train.
- An hourly frequency would be ideal, if the track and signalling could handle it.
- Charging systems would be positioned as needed.
The train would interface with other Great Western services to Bristol, London Paddington, Gloucester, Salisbury, Southampton and Weymouth.
Oy could also interface with the Transwilts services.
Conclusion
This could be developed into a very useful network for Wessex.
The Proposal For Stonehenge And Wilton Junction Station
This article on the Salisbury Journal is entitled Wilton Railway Project On Track As Bid Submitted.
It starts with this paragraph.
An application to reopen the railway station in Wilton has reached the third round of the Restoring Your Railway Ideas Fund.
There are also more details in the February 2021 Edition of Modern Railways.
The following sections give more information and some of my thoughts.
Station Name
The station appears to be called Stonehenge and Wilton Junction in all the articles and reports.
Station Location
This page on the TransWilts web site, says this about the station.
Wilton is at the junction between the Salisbury to Bristol line and the Salisbury to Exeter line.
It is 7 miles to Stonehenge Visitor Centre. A consultants report by Atkins shows an economic case and a developer for housing at the site has been identified. Station cost is in the order of £15m.
This Google Map shows the area.
Note.
- The Wilton Park-and-Ride site at the top of the Map.
- The railway going South-East and North-West across the map is the Wessex Main Line, that links Salisbury and Bristol.
- The railway going South-East and West across the map is the West of England Main Line, that links Salisbury and Exeter.
- Both routes are double track.
It would appear that the new station would have platforms on both rail lines through the station.
Station Design
If Atkins reckon the station can be built for £15 million as I quoted earlier, it can’t be a very grand station.
The Modern Railways article says this about the station.
A park-and-ride facility at the station would reduce congestion in the centre of Salisbury. Improving London services in the proposal improves the cost-benefit ratio, so what is now envisaged is a four-platform station, with platforms on both the TransWilts and the Yeovil to London lines. The thinking is that the new station could work in tandem with the lengthening of the Tisbury loop and other proposals for possible expansion on the South Western route to Exeter that was floated in the latest Network Rail Continuous Modular Strategy.
My feelings are that a radical approach could yield an efficient station with a smaller number of platforms.
Train services through the station could include.
- GWR – Cardiff Central and Portsmouth Harbour – Hourly – Transwilts Lines – Also calls at Salisbury
- GWR – Great Malvern and Brighton or Southampton – Hourly – Transwilts Lines – Also calls at Salisbury
- SWR – London Wareloo and Exeter – Hourly – Yeovil and London Lines – Also calls at Salisbury
There is also talk of extending the Transwilts hourly service between Swindon and Westbury to Salisbury and then on to Southampton via Romsey.
This would do the following.
- Create a link to Southampton Airport.
- Give the new station a Turn-Up-And-Go service to Salisbury.
- The fourth service would mean that three services called on the Transwilts platforms and one service called on the Yeovil and London platforms.
So why not have one large platform between the two pairs of lines?
- It would have a tunnel connecting it to the buses and the car parking.
- One large lift would take passengers with limited mobility to the platform.
- The Southern face of the platform, would handle all trains running on the Yeovil and London line. A single platform can easily handle an hourly fast service in both directions.
- The Northern face of the platform, would handle all trains running on the Transwilts.
- Three trains per hour (tph) in both directions, could probably be handled with some innovation and a long platform.
Why complicate everything with four platforms?
Link To Stonehenge
I haven’t been to Stonehenge since the 1950s, although I have observed it from traffic jams on nearby roads many times.
Surely, there is a chance here to connect the new station and the World Heritage Site with a zero-carbon battery or hydrogen bus.
As the distance between the station and Stonehenge is only about seven miles, it would probably be the easiest way to get large number of visitors to the unique site.
We probably need more well-planned zero-carbon bus links to historic, tourist and other important sites.
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.
The Newly-Decorated White Horse Room In Westbury Is Open For Bookings
The title of this post, is the same as that of this article on the Wiltshire Gazette And Herald.
This is the introductory paragraphs.
A disused room at Westbury Railway Station has been transformed into a office area and community space.
The community rail partnership, TransWilts, has announced the completion of work to refurbish and redecorate the Westbury White Horse room.
It is an interesting concept and I’ll be interested to see how it all works out.
A Cheering Community Rail Story From Wiltshire
This article from the Wiltshire Times is entitled Station Scheme Gets Under Way.
The article talks about Melksham station and how the Transwilts Partnership and Great Western Railway are improving the station.
- A new community cafe, 53 car parking spaces and a bus interchange will be provided.
- GWR will lease land from Wiltshire Council and lay out and manage 75 parking spaces.
- Transwilts appear to be funding the community cafe.
- Car park improvements will be paid for by new parking charges.
- Passenger numbers have grown from 10,000 in 2013 to more than 75,000 last year.
- GWR have doubled the number of carriages on the route.
The last two points, must mean that everybody involved must be doing something right.
I’ll finish with this quote from Dan Okey of GWR.
We believe very strongly in community rail and in this route and we want to see it continue to grow.
This partnership between GWR and the local comminity rail partnership, could and should be copied elsewhere.
An Extension To TransWilts
This article on Rail Technology Magazine is entitled Maynard visits proposed Westbury-Salisbury extension to TransWilts line.
This is said.
The proposed site of a new station at Wilton that would connect Westbury and Salisbury was visited by rail minister Paul Maynard yesterday, as the MP travelled on a special GWR 1005 Swindon to Salisbury service to mark the role that community rail was playing in the region.
I like the concept of TransWilts, which I wrote about in A Trip Around Wiltshire.
I think it just shows how rail can be developed in rural counties. According to the article, TransWilts carried 20% more passengers last year.
Is Community Rail A Good Thing?
This article from the BBC is entitled TransWilts rail service made permanent by government.
It would certainly appear that the revived fifty kilometre service across Wiltshire has been a success.
The line may not be as spectacular as Settle-Carlisle, but like that famous line, Transwilts seems to show that Community Rail lines work.
A Station For Stonehenge?
Stonehenge is difficult to get to by public transport. Not that I ever have, as although I’ve been past the monument many times, the only time I’ve been was in the last year at Primary School, when we had a field trip to Dinton in Wiltshire. In those days you could walk unhindered amongst the stones and I do feel that any trip now would be an anti-climax.
But according to this article in the Salisbury Journal entitled Designs for new Wilton Parkway project unveiled, it’s going to get a lot easier to get to Stonehenge. The article says this.
Designs for a new railway station at Wilton have been unveiled. The vision for Wilton Parkway has been outlined in a brochure, which includes architects impressions of what the site could look like, which would be built adjacent to the existing Salisbury Park and Ride in Wilton.
It would be on the Salisbury to Bristol line and part of the Trans Wilts route which will run north to south in the county. The brochure says it would “provide new capacity for passengers to access the National Rail Network using direct trains to London, Southampton, Swindon, Bristol and Cardiff” and support sustainable access to Salisbury with a highly attractive five minute journey time”.
The new station would also “offer a fast, high capacity rail-bus link to the World Heritage Site at Stonehenge”.
This is an early artists impression of the station.
Wilton Parkway Station
It would appear that one of the driving forces behind this new station is Transwilts, which is the local Community Rail Partnership.
Hopes are that the station will open in 2019. I hope they’ve checked for bats, newts and Nimbys!
The Anonymous Widower 