+1 Also, because the HEXs will use Platform 7, one set of points outside Paddington is going to go from approx 60 to 120+ swings per day because they are required Normal for arrival and Reverse for departure. If platform 6 had been used this would have lessened this set of points moving. They are going to be a critical asset.
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GWR Dec 19 timetable
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May 2020 gets offered by NR to the TOCs next Friday (15th Nov), 26 weeks out as standard. So any reactions to Dec 2019 are unlikely to make it into May 2020 - they'll probably have to wait until Dec 2020.
For comparison, see the Euston-Rugeley problems introduced in May 2019 that won't be fixed until May 2020 - fixing them in Dec 2019 would require diagnosing the problem before it actually appears on the ground.
Was on a 10 car IET into platform 6 this morning. There were staff present at every door (at least towards the far end of the platform) to ask people to 'mind the gap'. Seems that the curvature on that platform causes gap issues.
That's was my first thought.
Alternatively you could run 1650 Cotswold and 1652 Didcot.
ITS all about london as usual ,never mind those in between
That train used to run direct via the Westbury until some point in 2017 I think, which was very convenient for me from time to time, and quicker than the replacement via Bristol. However services like these frequently change , and the overall service pattern for Didcot and Swindon seems improved to me, unlike some GWR stations which gain nothing, or even lose services due to this change.
The first train down from Paddington to Penzance (before the introduction of the current 0635) has gone via Bristol for as long as I can remember (ie back into the late 1980s) - 0715 via Bristol Parkway, then via Bath and more recently 0730. The exception to that was Summer Saturdays when it went via Westbury.
It used to be a source of some complaint that it wasn't possible to reach Plymouth from London until 11am.
Indeed. Basically it was an extended Bristol train, and doing that released a unit for something else, the details of which I have forgotten.
ForTheLoveOf
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I've been reading this thread with interest but just registering to say this.
The retiming of services, and removal of stops, at Didcot Parkway will have quite the detrimental effect on certain journeys. It means that, in terms of fastest itineraries, most journeys from stations Oxford to Bicester Village, the Cotswold Line, the Cherwell Valley Line up to Leamington/Coventry etc., to stations Swindon to Bristol, Newport, Cardiff etc., and vice versa, are now not only slower (in some cases by a not inconsiderable percentage), but for many the fastest itineraries now require travelling via Reading.
Travel via Reading is a disadvantage in multiple ways. It is a very expansive station that is not at all quick or simple to change at compared to Didcot Parkway, a same-platform-island change is effectively off the table, and more importantly the double-back carries significant fares implications. There is a notable premium for validity via Reading, especially so in view of the considerably more onerous restrictions on Off-Peak tickets (including evening restrictions) for travel via Reading. Those forced onto Anytime tickets will also pay a disproportionately greater amount due to the higher Anytime multiple. (Putting a tin-foil hat on, perhaps this all rather nicely plays into GWR's coffers?)
I'm sure there probably isn't an easy way of solving this issue whilst also implementing the improvements the electrification and new IEPs unlock, but it's very disappointing nevertheless and certainly worsens the case for choosing train travel for a lot of journeys where there is currently a marginal cost and/or time advantage. Of course, I will be the first to admit that there are far fewer passengers making the kinds of journeys I'm talking about than straightforward journeys along the Main Line.
And on another note, when are GWR going to do something about the joke that is the Cherwell Valley Line stopper timetable? Three-hour gaps in the middle of the day(!), and no apparent regularity at all in the departure times when the trains do turn up. It seems more like a wartime economy measure than a 21st Century train service. Tackley, Heyford and (to a lesser extent) Kings Sutton must have the dubious honour of being some of the most poorly served stations in the former Network Southeast area (that aren't on a Parliamentary service), for no apparent reason. I'd say either close them or serve them properly with a clockface hourly service, with peak additionals as needed.
Even though Tackley should be a prime candidate for my business based on where I live, I wouldn't even think about using it when there's such a fast and frequent clockface service available at Oxford Parkway and to a lesser extent Hanborough nowadays. Even for journeys northwards it's simply quicker to change at Oxford, Bicester or Haddenham if you start off at Parkway (or, more realistically, start at Bicester).
The retiming of services, and removal of stops, at Didcot Parkway will have quite the detrimental effect on certain journeys. It means that, in terms of fastest itineraries, most journeys from stations Oxford to Bicester Village, the Cotswold Line, the Cherwell Valley Line up to Leamington/Coventry etc., to stations Swindon to Bristol, Newport, Cardiff etc., and vice versa, are now not only slower (in some cases by a not inconsiderable percentage), but for many the fastest itineraries now require travelling via Reading.
Travel via Reading is a disadvantage in multiple ways. It is a very expansive station that is not at all quick or simple to change at compared to Didcot Parkway, a same-platform-island change is effectively off the table, and more importantly the double-back carries significant fares implications. There is a notable premium for validity via Reading, especially so in view of the considerably more onerous restrictions on Off-Peak tickets (including evening restrictions) for travel via Reading. Those forced onto Anytime tickets will also pay a disproportionately greater amount due to the higher Anytime multiple. (Putting a tin-foil hat on, perhaps this all rather nicely plays into GWR's coffers?)
I'm sure there probably isn't an easy way of solving this issue whilst also implementing the improvements the electrification and new IEPs unlock, but it's very disappointing nevertheless and certainly worsens the case for choosing train travel for a lot of journeys where there is currently a marginal cost and/or time advantage. Of course, I will be the first to admit that there are far fewer passengers making the kinds of journeys I'm talking about than straightforward journeys along the Main Line.
And on another note, when are GWR going to do something about the joke that is the Cherwell Valley Line stopper timetable? Three-hour gaps in the middle of the day(!), and no apparent regularity at all in the departure times when the trains do turn up. It seems more like a wartime economy measure than a 21st Century train service. Tackley, Heyford and (to a lesser extent) Kings Sutton must have the dubious honour of being some of the most poorly served stations in the former Network Southeast area (that aren't on a Parliamentary service), for no apparent reason. I'd say either close them or serve them properly with a clockface hourly service, with peak additionals as needed.
Even though Tackley should be a prime candidate for my business based on where I live, I wouldn't even think about using it when there's such a fast and frequent clockface service available at Oxford Parkway and to a lesser extent Hanborough nowadays. Even for journeys northwards it's simply quicker to change at Oxford, Bicester or Haddenham if you start off at Parkway (or, more realistically, start at Bicester).
irish_rail
Established Member
Classic example of style over substance I fear this timetable. All about headlines on how bristol gets 4 London trains an hour, even though , when like you have done, you look at the overall detail and many are either worse off or no better. Plymouth losing its super fast London trains which omit Taunton etc being another example.
Wilts Wanderer
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We've already explained to you why limited stop Plymouth services previously existed and it isn't due to demand for non-stop schedules. Your choice if you continue to ignore that fact.
irish_rail
Established Member
The only thing impossible to ignore is the busiest two trains of the day from London to Plymouth are the 1003 and 1203, the two that don't stop at Taunton and the two fastest! Is that just a coincidence??!! No I think not. People want the quickest journey possible, why on earth wouldn't they? What is wrong with give customers a choice of services??
Well that’s what the timetable is - there isn’t a faster alternative. Fantasy people who are that concerned about journey times aren’t then going to drive at considerably greater journey time because the train suddenly stops at Taunton now are they?
irish_rail
Established Member
But it isn't the point. Why do the railways attempt to innovate and provide exciting new journey times, connections etc on some routes , whilst other routes have to make do with no real improvement.? The combined population of Somerset, Devon and Cornwall isn't exactly small, and if only the planners viewed it with the kind of respect they show Bristol, huge improvements would be possible.
It’s about maximising revenue.
The West of England route - whichever way you cut it - is largely leisure travellers on cut price advance tickets. They’re not so concerned about shaving seconds off outright journey times. A 3h 55 journey and a 4h 05m journey are one and the same to them. While the trains are busy there isn’t an underlying untapped market waiting for a more competitive journey time.
Meanwhile on the Avon route, and to a lesser extent South Wales; there are thousands upon thousands of car drivers driving nearly the length of the M4 to work in London. If you can provide a new , dedicated high-speed Bristol service; you can attract some of those car drivers into making the modal shift to rail. Shifting those Bristol punters to the direct services frees up capacity on the existing services via Box - in much the same way the new semi-fast Exeter services will unload your precious fast Plymouth trains, and do away with silly things like very long distance Penzance trains calling at every platelayers hut on the B&H.
It’s about making smart innovations that will actually bring about tangible benefits; not just innovating for the sake of it.
The West of England route - whichever way you cut it - is largely leisure travellers on cut price advance tickets. They’re not so concerned about shaving seconds off outright journey times. A 3h 55 journey and a 4h 05m journey are one and the same to them. While the trains are busy there isn’t an underlying untapped market waiting for a more competitive journey time.
Meanwhile on the Avon route, and to a lesser extent South Wales; there are thousands upon thousands of car drivers driving nearly the length of the M4 to work in London. If you can provide a new , dedicated high-speed Bristol service; you can attract some of those car drivers into making the modal shift to rail. Shifting those Bristol punters to the direct services frees up capacity on the existing services via Box - in much the same way the new semi-fast Exeter services will unload your precious fast Plymouth trains, and do away with silly things like very long distance Penzance trains calling at every platelayers hut on the B&H.
It’s about making smart innovations that will actually bring about tangible benefits; not just innovating for the sake of it.
irish_rail
Established Member
I blame myself. I lobbied my local MP to keep GWR franchise as one a couple of years back when it was being looked at.
But it is now clearly apparent that GWR sees the wofe route as an inconvenience not worthy of the decent 9 car stock, faster services, innovation, buffets, the list goes on. A sepearate wofe franchise would put the route on the same standing as Anglo Scottish, which it deserves and would fight hard for better paths, and preferably better quality rolling stock. Oh well, too late now.
But it is now clearly apparent that GWR sees the wofe route as an inconvenience not worthy of the decent 9 car stock, faster services, innovation, buffets, the list goes on. A sepearate wofe franchise would put the route on the same standing as Anglo Scottish, which it deserves and would fight hard for better paths, and preferably better quality rolling stock. Oh well, too late now.
Wilts Wanderer
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You're getting the causality the wrong way round. Those trains are not the busiest because they don't call at Taunton. They don't call at Taunton because they are the busiest services!
(And if they called at Taunton they'd be even busier. Your logic suggests they'd be quieter, which is just not correct.)
My copy of the last W1 timetable (Dec 16-May 17) shows otherwise. The 0706 Pad-Pnz Calls at Reading, Newbury, Pewsey, Westbury, Taunton, and stations to Penzance, arriving at 1237. There was a departure from Paddington at 0730, to Paignton via Bristol. No Pad-Pnz via Bristol at all.
Wilts Wanderer
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I think JonathanH is referring to a bit earlier than the last few years. Prior to 2006 there was a 0745 Padd-Penzance which ran at times via Bristol Parkway, at times via Bath. This formed the basis for 1C04 0730 Padd-Pnz via BTM.
The 0706 Padd-Paignton was introduced a few years ago with an Exeter-Penzance DMU connection. The 0730 Padd-Penz was shortly thereafter swapped so it ran to Paignton and the 0706 diverted to Penzance, replacing the DMU. Shortly thereafter again, the 0635 Padd-Pnz was introduced, the 0706 reverted to Paignton and the 0730 via Bristol re-reverted to Penzance.
From December the 0635 runs to Penzance, the 0706 to Paignton, the 0730 just to Bristol and a new 0803 to Penzance direct via B&H.
Got all that?
HamworthyGoods
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You’ve completely lost me here, the DfT had the final say on the IET rolling stock for Pad to West of England (including buffets etc) as said many times by Clarence Yard and others. Which franchise it was in would have not made the slightest bit off difference - services in Devon and Cornwall are financially subsidised by DfT. DfT do not want buffet cars.
Likewise 9 cars into Cornwall, again a clear choice by DfT - current local service and 9 cars on Londons or a proper half hourly service with 5 cars on Londons, again as this was funded by the DfT it really didn’t make the slightest bit of difference which franchise it was funded for!
I would hardly say a true half-hourly service west of Plymouth giving stations such as Saltash and Lostwithiel a massive boost, an hourly Looe branch service, the Devon Metro between Exmouth and Paignton going half-hourly, a new London to Exeter semi-fast service to allow the B&H ‘lamppost calls’ to come out the Penzance trains and filling the 90+ minute gaps at Taunton, Newton Abbott and Totnes is not a lack of innovation for the west.
Would people in the west sooner stay stuck in the forever with an erratic Cornish local service etc but the all important couple of 3 hour services London services from Plymouth? The timetable has to be a balance and this is a slightly different one to today and I’m sure in time will evolve again.
Final point - take West of England out of the core Western franchise how do you resource the Summer Saturday extras to Newquay and Paignton without using the weekday Oxford/Cotswold commuter sets as has been done for years.
tbtc
Veteran Member
Just so I've got this right - GWR are bad because they're speeding up some services, so that they'll lose certain minor intermediate flows (e.g. Didcot to Worcester) so that they can have faster "London" journeys... but at the same time GWR are bad because they are introducing intermediate stops (e.g. Taunton) that will slow other journeys down slightly and permit more journey opportunities?
Phew - glad that they are getting a fair hearing, rather than being damned when they do and damned when they don't.
The combined populations of Somerset, Devon and Cornwall are probably quite high, if you want to do the maths... (figures from Wiki)
...but the point is that they are spread over a wide area....
It's not about "respect", it's about being able to serve people efficiently with heavy rail services. No hidden agenda, just practicalities - heavy rail isn't always the solution.
Agreed.
Some people looking through the telescope the wrong way (and therefore coming to the wrong conclusion).
But longer trains will permit more intermediate stops to be accommodated. This is surely a good thing?
I think that some sadly would prefer a quirky timetable with a handful of flagship/headline services per day, compared to a simple (relatively) clockface timetable that's much more reliable for everyday passengers - probably because some people still think of that neck of the woods as being about occasional holidays rather than a working railway that benefits people living/commuting in those communities fifty two weeks a year. Those people wanting a couple of fast trains a day (and to hell with the rest of the timetable) obviously don't all live in the west though!
Phew - glad that they are getting a fair hearing, rather than being damned when they do and damned when they don't.
The combined populations of Somerset, Devon and Cornwall are probably quite high, if you want to do the maths... (figures from Wiki)
- Somerset = 965,424
- Devon = 1,194,166
- Cornwall = 568,210
...but the point is that they are spread over a wide area....
- Somerset = 1,610 square miles
- Devon = 2,534 square miles
- Cornwall = 1,375 square miles
It's not about "respect", it's about being able to serve people efficiently with heavy rail services. No hidden agenda, just practicalities - heavy rail isn't always the solution.
Agreed.
Some people looking through the telescope the wrong way (and therefore coming to the wrong conclusion).
But longer trains will permit more intermediate stops to be accommodated. This is surely a good thing?
I think that some sadly would prefer a quirky timetable with a handful of flagship/headline services per day, compared to a simple (relatively) clockface timetable that's much more reliable for everyday passengers - probably because some people still think of that neck of the woods as being about occasional holidays rather than a working railway that benefits people living/commuting in those communities fifty two weeks a year. Those people wanting a couple of fast trains a day (and to hell with the rest of the timetable) obviously don't all live in the west though!
The West of England must be about the only Intercity route where trains start end leave the end of the route (Penzance) virtually empty. They are without a doubt much well loaded closer to Plymouth - but in passenger demand terms is a bit of an oddity in decending into an essentially local service (using Intercity stock) west of Plymouth.
Much on a par with King's Cross - Aberdeen/Inverness services...but with a better frequency.
GWR say there will be fewer direct trains to & from London from Paignton.
There are only two now. I use them regularly.
They are preferred by the many older people who travel to Torbay and don't like changing.
10.33 is an ideal time to travel down & 15.00 to travel back to London.
Does this mean there will only be one?
And does anyone know the timing?
There are only two now. I use them regularly.
They are preferred by the many older people who travel to Torbay and don't like changing.
10.33 is an ideal time to travel down & 15.00 to travel back to London.
Does this mean there will only be one?
And does anyone know the timing?
This is another classic example of 'what purpose is the railway for?'.
I'm going to go out on a limb and say that a half hourly direct local service between Torbay and Exeter Central for employment and leisure opportunities is a darn sight more useful on average across the whole year than a random longstanding middle of day through train (operating in diagram marginal time) for the time-rich longer distance leisure traveller.
HamworthyGoods
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Not sure where that one has come from, as now there will be 3 round trips on weekdays Pad/Paignton and return.
07xx, 09.xx and 17.xx from Paddington with 07xx, 10xx and 14xx returns (I don’t have the exact timings to hand)
Grecian 1998
Member
The problem the Peninsular Main Line (as no-one else calls it) has is that there are three separate markets for intercity travel:
1. Plymouth and Cornish stations. Users generally want a fast and frequent service to London which skips as many stations as possible except Exeter and Reading. Business users tend to be vocal about wanting a 3 hour time between Plymouth and London.
2. Totnes, Newton Abbot, Tiverton Parkway and Taunton. Users generally too want a fast and frequent service to London which necessitates skipping as many stations as possible beyond Devon bar Taunton and Reading.
3. Berks & Hants - Castle Cary, Westbury, Pewsey and Newbury. Users generally want a frequent service as well. Westbury is also usually the fastest interchange between the south-west and the south coast, although Exeter-Salisbury services are far more frequent. The other stations between Taunton and Reading generally don't have calls on services beyond Exeter and users don't seem to demand them.
4. Exeter St Davids. Probably the only station where due to journey times and frequency users seem to be a fairly happy bunch.
However, with the traditional hourly service (east of Plymouth at least) you can't please everyone - if the train stops everywhere it takes about 40 minutes longer between Plymouth and London than a train with only the two stops. The current timetable is a hotch potch of services due to the attempt to try to provide at least one service which suits every market. However it means that some services to Cornwall take nearly 6 hours. Conversely, Taunton users can have a gap of more than an hour eastbound. This means that everyone is catered for to some extent, but you have to read the timetable carefully to find out when.
What the new timetable appears to be trying to do is add more trains as far as Exeter to cater for the Berks & Hants market and take them off longer distance services. There's then a compromise between the requirements of everyone else. The South Devon stations and Taunton probably come off best. The fastest Plymouth and Cornwall services may be slower but this is offset by giving a much more standardised journey time. This means passengers don't have to plan their journey around whatever the fastest train of the day is, but can choose one more for their own convenience.
The only real way I can see of speeding up Cornish services is that if the new services are sufficiently popular and reliable, extend the Paddington-Exeter stopper to Plymouth and pick up the South Devon calls there along with Tiverton Parkway. However I have no idea if there are enough trains to do that. A problem that will always be faced with these services is that the linespeed for about 30 miles between Newton Abbot and Hemerdon is a maximum of 60mph, and the linespeed between Redruth and Plymouth is a maximum of 70mph (frequently lower). Unless a magic money tree is found which allows vastly improved alignments whilst still serving major population centres, it's difficult to run services from London to Plymouth in under 3 hours unless you skip virtually all stations to the detriment of well-used stations further east. There's always going to have to be a compromise.
1. Plymouth and Cornish stations. Users generally want a fast and frequent service to London which skips as many stations as possible except Exeter and Reading. Business users tend to be vocal about wanting a 3 hour time between Plymouth and London.
2. Totnes, Newton Abbot, Tiverton Parkway and Taunton. Users generally too want a fast and frequent service to London which necessitates skipping as many stations as possible beyond Devon bar Taunton and Reading.
3. Berks & Hants - Castle Cary, Westbury, Pewsey and Newbury. Users generally want a frequent service as well. Westbury is also usually the fastest interchange between the south-west and the south coast, although Exeter-Salisbury services are far more frequent. The other stations between Taunton and Reading generally don't have calls on services beyond Exeter and users don't seem to demand them.
4. Exeter St Davids. Probably the only station where due to journey times and frequency users seem to be a fairly happy bunch.
However, with the traditional hourly service (east of Plymouth at least) you can't please everyone - if the train stops everywhere it takes about 40 minutes longer between Plymouth and London than a train with only the two stops. The current timetable is a hotch potch of services due to the attempt to try to provide at least one service which suits every market. However it means that some services to Cornwall take nearly 6 hours. Conversely, Taunton users can have a gap of more than an hour eastbound. This means that everyone is catered for to some extent, but you have to read the timetable carefully to find out when.
What the new timetable appears to be trying to do is add more trains as far as Exeter to cater for the Berks & Hants market and take them off longer distance services. There's then a compromise between the requirements of everyone else. The South Devon stations and Taunton probably come off best. The fastest Plymouth and Cornwall services may be slower but this is offset by giving a much more standardised journey time. This means passengers don't have to plan their journey around whatever the fastest train of the day is, but can choose one more for their own convenience.
The only real way I can see of speeding up Cornish services is that if the new services are sufficiently popular and reliable, extend the Paddington-Exeter stopper to Plymouth and pick up the South Devon calls there along with Tiverton Parkway. However I have no idea if there are enough trains to do that. A problem that will always be faced with these services is that the linespeed for about 30 miles between Newton Abbot and Hemerdon is a maximum of 60mph, and the linespeed between Redruth and Plymouth is a maximum of 70mph (frequently lower). Unless a magic money tree is found which allows vastly improved alignments whilst still serving major population centres, it's difficult to run services from London to Plymouth in under 3 hours unless you skip virtually all stations to the detriment of well-used stations further east. There's always going to have to be a compromise.
DaveHarries
Established Member
Paignton to Paddington: 0710, 1052 and 1412
Paddington to Paignton: 0704, 0937 and 1737
Dave
Thanks.
Info was from GWR website -
Paignton
Info was from GWR website -
Paignton
- the majority of train times from this station will change, allowing us to improve services across the region
- there will be fewer direct trains to London, customers should change at Newton Abbot
- there will be at least two local trains an hour to Exmouth via Exeter, not all trains will stop at every station
Who has said anything about Didcot to Worcester?
Anyone making that journey from next month will find things much as they are now, ie change at Oxford most of the day Monday to Saturday, but with a lot of direct services on a Sunday, as the calling patterns are different.
What is happening to the afternoon and early evening weekday GWR fast service from Reading to Oxford, the Cotswolds and Worcester is another matter entirely.
Just so we are clear, there are currently GWR fasts from Reading to Oxford and on to the Cotswold Line in most cases, operated by high-capacity GWR IETs, as follows:
16.23, 16.53, 17.19, 17.52, 18.21, 18.51, 19.19, 19.53, 20.24.
Six of those go past Oxford
From December 16, that becomes:
16.18, 16.48, 17.59, 19.55, 20.18.
Only three of those five will go past Oxford - first, middle one and the last.
With the alternative offered in the gaps between GWR fasts being to use low-capacity XC Voyagers (and change to go past Oxford). Is there anywhere in the country where XC Voyagers running in the peak periods would be suggested as realistic alternative options to anything?
The journey time savings between London and Oxford (and beyond) on the trains that skip Reading are marginal, at best, while the impact on service frequency (and seating capacity) between Reading and Oxford and loss of through journey options from Reading to Cotswold Line stations is plain enough.
Why is there any need to do anything to the Cherwell Valley stopping service?
It is deliberately tailored to reflect a number of things that are extremely apparent to some of us.
- Most of what demand there is, is for peak period commutes or occasional shopping trips into central Oxford and back - running an hourly service would not change that
- The populations of the three villages are small: about 1,000 at Tackley; Lowey Heyford 500 (and Heyford Park up the hill is a car-based new-build location, while 28 car park spaces don't make a Parkway station), Kings Sutton maybe has 2,200 residents (and through London trains via Bicester).
- Tackley is a long straggle of houses, with the station at the eastern end and a long walk from lots of the houses, while Heyford is down at the bottom of a hill from the all houses there and Kings Sutton is out at the extreme western end of that village, right next to the flood plain, so all new housing has gone up out to the east
- The Cherwell Valley Line is heavily used, with two XC trains per hour each way and lots of freight to accommodate as well. Using up scarce paths for lots of near-empty stoppers is not going to happen. There may be an argument for the odd extra train to improve commuting options, but that's about all that might be justified.
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Flinn Reed
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Perhaps the London-Plymouth services could alternate in stopping pattern, to satisfy the various sections of the route you mention? Could be 1tp2h calling at Reading, Taunton, Exeter, Newton Abbot, Totnes, Ivybridge and Plymouth, possibly with some stopping at Dawlish too. And 1tp2h omitting Taunton and Totnes, continuing to Penzance. The London-Exeter services could additionally stop at Tiverton Parkway instead of the Plymouth services.
I also think the Newbury/Bedwyn services could be amended in line with the service patterns via Exeter, with a stopping service using 387s from Paddington to Newbury (this could even be split at Reading from the Didcot services?). Then an hourly service from Paddington to Exeter, calling at Reading, Newbury, then all stations to Bedwyn, then all stations via Westbury to Exeter. 1tph could terminate at Bedwyn or Westbury if there is less demand beyond there for a more frequent service via Taunton.
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