Why did Wellington and Cullompton stations ever close?

[nw1]

Moderator note: Split from https://www.railforums.co.uk/threads/tavistock-re-opening-news.252662/

More seriously, I get the impression that Wellington and Cullompton are small towns with a reasonable population (I've been through Cullompton once, but not Wellington), so why did they ever close?

If they can serve them now (presumably via a stopping 150 from Exeter to Bristol - an extension of the existing Bristol-Taunton stoppers or whatever they are nowadays) then why could they not have served them with a classic DMU doing the same kind of journey back in the 60s when the line was substantially less congested?

 

[RPI]

More seriously, I get the impression that Wellington and Cullompton are small towns with a reasonable population (I've been through Cullompton once, but not Wellington), so why did they ever close?

If they can serve them now (presumably via a stopping 150 from Exeter to Bristol - an extension of the existing Bristol-Taunton stoppers or whatever they are nowadays) then why could they not have served them with a classic DMU doing the same kind of journey back in the 60s when the line was substantially less congested?

150's haven't worked the Bristol Taunton route for ages, Cullompton and Wellington have also grown a fair bit since the 60's, Cullompton is about to grow significantly too.

 

[The exile]

150's haven't worked the Bristol Taunton route for ages, Cullompton and Wellington have also grown a fair bit since the 60's, Cullompton is about to grow significantly too.

For a large period post-Beeching there was effectively no local service at all south of Weston-s-Mare (off peak at least) so nothing to serve them with. Bridgwater and Highbridge were served by what we would now think of as XC. One of the big Beeching things was clearing stoppers off main lines to allow for more and faster IC services.

 

[nw1]

150's haven't worked the Bristol Taunton route for ages, Cullompton and Wellington have also grown a fair bit since the 60's, Cullompton is about to grow significantly too.

OK fair enough, have to admit I'm a bit out of touch with that part of the country after having been very familiar with its service patterns during the earlier years of privatisation.

 

[WesternBiker]

For a large period post-Beeching there was effectively no local service at all south of Weston-s-Mare (off peak at least) so nothing to serve them with. Bridgwater and Highbridge were served by what we would now think of as XC. One of the big Beeching things was clearing stoppers off main lines to allow for more and faster IC services.

In the early 70s, that was certainly true for Bridgwater, but Highbridge (which was my introduction to spotting) was served mostly by the infrequent Bristol-Taunton DMU - I think though there was a service which oddly terminated in the Highbridge down loop you could alight on the down platform, but it went back to Bristol without stopping going north (effectively an extension of a Weston-S-Mare service). Today's service is a huge step up for Highbridge but Bridgwater has effectively lost its XC status.

But I realise we're getting off topic here...

 

[nw1]

In the early 70s, that was certainly true for Bridgwater, but Highbridge (which was my introduction to spotting) was served mostly by the infrequent Bristol-Taunton DMU - I think though there was a service which oddly terminated in the Highbridge down loop you could alight on the down platform, but it went back to Bristol without stopping going north (effectively an extension of a Weston-S-Mare service). Today's service is a huge step up for Highbridge but Bridgwater has effectively lost its XC status.

But I realise we're getting off topic here...

The 1982 timetable on Timetable World suggests much the same thing. Bridgwater gets a reasonably frequent fast service from a mix of XC services from Birmingham or beyond, plus a few Paddington-Bristol-South West HSTs. But Highbridge just gets infrequent stoppers.

The 1982 timetable also appears to indicate Oldfield Park and Keynsham getting a very small number of services, peak only. Staggering; I didn't become familiar with the service patterns until 1993 (when 150s were the mainstay of local services) but by then it was very much more frequent, mostly hourly with a few gaps.

 

[Taunton]

For a large period post-Beeching there was effectively no local service at all south of Weston-s-Mare (off peak at least) so nothing to serve them with. Bridgwater and Highbridge were served by what we would think of as XC.

Not really so. There were a good number of daily dmu services from Bristol to Taunton, which filled in gaps in the main service. Until the Minehead branch closed in 1971 these also were used to provide the service onwards to there, both services shunting across the main line at the west end of Taunton station in various combinations. Highbridge was never served, I believe, by the longer distance trains.

Regarding Wellington, it was a common Westcountry story. Despite being on the main line, nothing mainstream stopped between Taunton and Exeter, it was only the 5 or so stoppers per day that served all the intermediate points. In contrast the bus service to Taunton was one of the few frequent ones out from Taunton, every half an hour. Wellington station was the furthest out building in the small town, more in the hamlet of Tonedale, whereas the bus ran the length of the main road through the town. Commercially it was no contest. Cullompton, same trains, seems to have been worse, the station was well across the river from the town, and again there was a frequent bus to Exeter. Both these towns have grown substantially since then, at the time they were principally focused around the main road, and the stations were an outlier.

 

[RPI]

Not really so. There were a good number of daily dmu services from Bristol to Taunton, which filled in gaps in the main service. Until the Minehead branch closed in 1971 these also were used to provide the service onwards to there, both services shunting across the main line at the west end of Taunton station in various combinations. Highbridge was never served, I believe, by the longer distance trains.

Regarding Wellington, it was a common Westcountry story. Despite being on the main line, nothing mainstream stopped between Taunton and Exeter, it was only the 5 or so stoppers per day that served all the intermediate points. In contrast the bus service to Taunton was one of the few frequent ones out from Taunton, every half an hour. Wellington station was the furthest out building in the small town, more in the hamlet of Tonedale, whereas the bus ran the length of the main road through the town. Commercially it was no contest. Cullompton, same trains, seems to have been worse, the station was well across the river from the town, and again there was a frequent bus to Exeter. Both these towns have grown substantially since then, at the time they were principally focused around the main road, and the stations were an outlier.

Cullompton is about to grow even more too.

 

[geoffk]

Cullompton is about to grow even more too.

Yes there's a lot of building going on in Cullompton. The no. 1 bus runs every 20 minutes from Exeter past my house and is usually busy. Are there paths for an hourly service at both new stations? There are still loops at the former Tiverton Junction but I think only freights and the occasional charter use them to allow Inter-City trains to overtake.

 

[RPI]

Yes there's a lot of building going on in Cullompton. The no. 1 bus runs every 20 minutes from Exeter past my house and is usually busy. Are there paths for an hourly service at both new stations? There are still loops at the former Tiverton Junction but I think only freights and the occasional charter use them to allow Inter-City trains to overtake.

I believe the Cardiff to Penzance extensions were added in order to facilitate a service for Wellington and Cullompton, these are two hourly, maybe the 2 hourly Pad to Exeter stoppers could add the opposite hour stops to make an hourly overall service, the latter is pure speculation.

 

[Taunton]

Yes there's a lot of building going on in Cullompton. The no. 1 bus runs every 20 minutes from Exeter past my house and is usually busy. Are there paths for an hourly service at both new stations? There are still loops at the former Tiverton Junction but I think only freights and the occasional charter use them to allow Inter-City trains to overtake.

It all depends where the development will be at Cullompton. Tavistock is comparable, much recent development is cited by the extension advocates, but in fact most of this has been at the Plymouth end of the town, opposite end to where the station might be, well beyond walking distance, and again coincidentally along the main road with a frequent bus.

It also overlooks that those with a lifestyle which leads them to afford new homes out in small country towns are the last potential patrons of local public transport. They are the two car families who choose to go there. If they wanted convenient public transport (or to use bicycles or walk everywhere) they would have stayed in Plymouth or Exeter. The reason why Cullompton expands is not because it might, one day, have a station, but because it has an M5 motorway junction.

 

[30907]

I believe the Cardiff to Penzance extensions were added in order to facilitate a service for Wellington and Cullompton, these are two hourly, maybe the 2 hourly Pad to Exeter stoppers could add the opposite hour stops to make an hourly overall service, the latter is pure speculation.

The mid-day terminators at Taunton have 90min turnrounds which would allow them to run on to Exeter anyway.

 

[Irascible]

Cullompton is about to grow even more too.

I try and avoid the area these days, but have they managed to grow the village centre yet? it used to regularily jam up back before any of these developments.

 

[RPI]

I try and avoid the area these days, but have they managed to grow the village centre yet? it used to regularily jam up back before any of these developments.

That I don't know, Mrs RPI works in "Cully" but the only time I see it is when joining the M5 from the Honiton Road.

 

[Cowley]

That I don't know, Mrs RPI works in "Cully" but the only time I see it is when joining the M5 from the Honiton Road.

Yeah it’s pretty busy. You only need a couple of trucks unloading along the narrow bit and it starts to get very snarled up.

 

[Grecian 1998]

Castle Cary - Exeter and Totnes - Plymouth were denuded of small stations to allow the speeding up of Anglo-Cornish services. Other towns including Somerton and Ivybridge lost their stations. The latter again is a place which has grown significantly over time and of course regained its station in 1994.

AIUI the plan is eventually for the Cardiff - Penzance service to go hourly. This will provide a service to cover the Wellington and Cullompton stops. It would also finally give Ivybridge a regular service, as for many years there hasn't been a natural fit for a regular interval service. There hasn't been a regular interval stopping service in the manner of Exeter - Paignton. GWR have stopped a few IC services but it doesn't really merit regular IC service, whilst XC have never had any interest in stopping there.

 

[30907]

Castle Cary - Exeter and Totnes - Plymouth were denuded of small stations to allow the speeding up of Anglo-Cornish services.

Not sure the stoppers were that much of an hindrance to the expresses. The local stations were simply not much used (Brent outlasted the others west of Totnes by 2-3 years till Kingsbridge closed).

 

[nanstallon]

Not sure the stoppers were that much of an hindrance to the expresses. The local stations were simply not much used (Brent outlasted the others west of Totnes by 2-3 years till Kingsbridge closed).

The stations at Plympton, Cornwood, Ivybridge, Bittaford Platform and Wrangaton closed in early 1959, but Brent lasted until October 1964, just over a year after the Kingsbridge branch closed. Plympton could be quite handy for commuters working in Plymouth, and Brent is quite well situated for the large village. Too late now, but the Kingsbridge branch would have been a better line for preservation than the Ashburton branch, which got truncated by the A38, and had its own access into Brent station, which might then have been kept open.

Did Cullompton and/or Wellington have loops to serve the platforms, like Totnes does? This would solve any problems about slowing down expresses.

 

[Taunton]

Wellington certainly was 4-track through the station, it was mainly used to recess freights taking a banker for the steep stretch up to Whiteball, such assistance lasting into Hymek days.

 

[Irascible]

Pretty sure Cullompton did too, Silverton didn't ( not reopening, now it's transport is a diverison through country lanes of the Exeter-Tiverton bus ) - interesting station though - Sampford Peverell did, Burlescombe didn't and there was a loop at Whiteball tunnel on the Devon side.

 

[Cowley]

Pretty sure Cullompton did too, Silverton didn't ( not reopening, now it's transport is a diverison through country lanes of the Exeter-Tiverton bus ) - interesting station though - Sampford Peverell did, Burlescombe didn't and there was a loop at Whiteball tunnel on the Devon side.

Stoke Canon also had loops and Hele & Bradninch didn’t. So many closed stations on that stretch!

 

[Ashley Hill]

Too late now, but the Kingsbridge branch would have been a better line for preservation than the Ashburton branch, which got truncated by the A38, and had its own access into Brent station, which might then have been kept open.

I believe this line was originally looked at by the then DVR.

 

[Sir Felix Pole]

I believe this line was originally looked at by the then DVR.

Sadly BR started ripping up the tracks before a formal offer could be made - it was a communication error rather than an act of sabotage. The formation, ironically, is now also breached by the A38 just out of South Brent.

 

[irish_rail]

The Wellington Station is at the bottom of quite a steep climb to Whiteball tunnel westbound and id of thought there is a risk of some issues with this depending on the traction used.
The two stations also may well slow down the long distance stuff, not perhaps if everything runs on time , but when inevitably there are delays to the intercity and it loses its path, then further time will be lost following the stopper, especially in the westbound direction. I can imagine say a 15 minute delay leaving Taunton becomes a 30 minute delay by Exeter.

 

[Gloster]

Wellington had platform loops and through lines installed in 1931; the Up Loop was removed in 1965 but the Down remained until resignalling. Whiteball had a Down Goods Loop running to Burlescombe from 1927 until resignalling. Sampford Peverell had platform loops from 1932 to 1966 (Down) and 1967 (Up). Tiverton Junction gained its loops in 1932. Cullompton had platform loops from 1931 to 1969. Hele & Bradninch had Goods Loops north of the station from 1943 to resignalling. Stoke Canon had platform loops from 1931 (Up) and 1932 (Down) to 1962 (Down) and 1964 (Up).

Source: Cooke’s Diagrams, Section 15.

 

[nanstallon]

Wellington certainly was 4-track through the station, it was mainly used to recess freights taking a banker for the steep stretch up to Whiteball, such assistance lasting into Hymek days.

Yes, I remember watching a westbound freight being banked through Wellington with a Hymek in November 1967.

 

[Taunton]

This was all from the big investment in extra capacity on the WofE lines in the early 1930s, and specifically between Cogload Junction and Newton Abbot, including the complete rebuilding of Taunton station, the quadrupling from Cogload to Norton Fitzwarren, and much else. I understand there was a government incentive scheme that led to such projects at the time, as they were a good economy stimulant. A certain similarity can be seen in the stone etc thus used for structures on this section, many of which seemed to have been untouched since Broad Gauge days.

Unfortunately the locations of the various stations were untouched, so local services continued their decline as motor vehicles developed. I recall there was an afternoon arrival, about 4pm, at Taunton from Exeter which regularly passed me by; in 1962 it was a 43xx 2-6-0 and two coaches, in 1963 it was a North British D63xx (a novelty) and the same stock, in 1964 it was a 3-car Cross Country dmu. And in 1965 it was gone.

 

[Gloster]

This was all from the big investment in extra capacity on the WofE lines in the early 1930s, and specifically between Cogload Junction and Newton Abbot, including the complete rebuilding of Taunton station, the quadrupling from Cogload to Norton Fitzwarren, and much else. I understand there was a government incentive scheme that led to such projects at the time, as they were a good economy stimulant. A certain similarity can be seen in the stone etc thus used for structures on this section, many of which seemed to have been untouched since Broad Gauge days.

These would mostly have been under the Development (Loans, Guarantees and Grants) Act of 1929. Rebuilding of Taunton station cost £451,000 and the various loops through to Newton Abbot £186,000

 

[nw1]

Castle Cary - Exeter and Totnes - Plymouth were denuded of small stations to allow the speeding up of Anglo-Cornish services. Other towns including Somerton and Ivybridge lost their stations. The latter again is a place which has grown significantly over time and of course regained its station in 1994.

AIUI the plan is eventually for the Cardiff - Penzance service to go hourly. This will provide a service to cover the Wellington and Cullompton stops. It would also finally give Ivybridge a regular service, as for many years there hasn't been a natural fit for a regular interval service. There hasn't been a regular interval stopping service in the manner of Exeter - Paignton. GWR have stopped a few IC services but it doesn't really merit regular IC service, whilst XC have never had any interest in stopping there.

On the other hand is this the best service to cover the stops? Having such a long distance service stop so much arguably gives the service limited utility, would they be better off just running a Bristol-Exeter all-stations stopper once every two hours, and running the Cardiff-Penzance with less stops in the other hour?

Unless Cardiff-Penzance is basically several local services joined up for convenience, and through passengers would typically get a Cardiff-Portsmouth to Bristol then an XC onwards?

 

[Irascible]

Unless Cardiff-Penzance is basically several local services joined up for convenience, and through passengers would typically get a Cardiff-Portsmouth to Bristol then an XC onwards?

Got it in one.