Yeovil Stations.

[HowardGWR]

Alternatively services on both the main line and the Weymouth line could be diverted via a triangle of abandoned, but so far unobstructed old alignments into a new four platform terminal station near the original town station in the vicinity of Newton Road. The site would be very close walking distance to both the commercial centre of town and the main bus station for onward local connections, and the rail routes would also connect with each other although clearly trains on both lines would have to reverse at the new station. The reversal could also allow London - Exeter trains to split and join easily at Yeovil allowing say the rear three of a six car set to continue on to Exeter leaving the other 3 car to perhaps return as an extra service tier towards Salisbury and London, given sufficient track capacity of course. In turn that pattern could allow some of the intermediate stops to be removed from the Exeter service east of Yeovil, clawing back some of the extra time lost on the through journey by venturing into central Yeovil. Both the existing Yeovil stations would close under this proposal. In addition to its convenience for the centre of the largest intermediate town on the LSWR route west of Salisbury, there are fields around the station site that could be developed for car parking to allow it to assume a parkway function.

That's what I wrote earlier in the thread (but in summary). I think you need to be careful about car parks as any proposal to build on the stretch near the river Yeo meets with howls of protest (quite rightly as it is a very special area so close to a town centre - remember Windmill Hill and Sainsburys - I am sure Paddy Ashdown does!). One has to accommodate the golfers too, somehow, I imagine. Pen Mill can do nearly everything mind, and there is the space there. The shuttle bus just nipping back and forward from the centre to Pen Mill should satisfy most visitor needs. The trek up to the town from what was the central station is not for the infirm.

Edit - also there is a footpath /cycle path from Pen Mill through to the modern facilities at the old central station, so it's actually not a long walk at all and flat.

 

[LateThanNever]

Alternatively services on both the main line and the Weymouth line could be diverted via a triangle of abandoned, but so far unobstructed old alignments into a new four platform terminal station near the original town station in the vicinity of Newton Road. The site would be very close walking distance to both the commercial centre of town and the main bus station for onward local connections, and the rail routes would also connect with each other although clearly trains on both lines would have to reverse at the new station. The reversal could also allow London - Exeter trains to split and join easily at Yeovil allowing say the rear three of a six car set to continue on to Exeter leaving the other 3 car to perhaps return as an extra service tier towards Salisbury and London, given sufficient track capacity of course. In turn that pattern could allow some of the intermediate stops to be removed from the Exeter service east of Yeovil, clawing back some of the extra time lost on the through journey by venturing into central Yeovil. Both the existing Yeovil stations would close under this proposal. In addition to its convenience for the centre of the largest intermediate town on the LSWR route west of Salisbury, there are fields around the station site that could be developed for car parking to allow it to assume a parkway function.

I'd have thought a new Yeovil station was an unlikely capital expense unless a developer can be found for Yeovil Junction and given its poor road links, I rather doubt that. Whereas surely more obvious is the benefit of the very short section of line to link Junction with the southbound Weymouth line which would stop Weymouth trains (as has been pointed out above) having to serve Pen Mill twice. Oh and also stop the recommended route from Bournemouth to Exeter being by way of Basingstoke! (They might as well say don't bother - just drive...)

 

[HowardGWR]

Oh and also stop the recommended route from Bournemouth to Exeter being by way of Basingstoke! (They might as well say don't bother - just drive...)

I've told this before but hopefully bears repeating. While carrying out pax surveys on the Weymouth to Dorchester line, I discovered many pax from Bournemouth and Poole being booked to travel to Exeter and points west via Upwey (I kid you not) and Castle Cary. I found one poor elderly lady waiting on the down platform after the down train had left and discovered that she was so booked. If I had not asked her to cross the footbridge she might still be waiting for the Weymouth to Bristol train even now!

As far as these markets are concerned, there is no instance, whether Network Rail in its RUS, or FGW or SWT in their franchise bids, that has the slightest interest in putting any proposals forward (apparently). The Yeovil situation is a result.

 

[455driver]

Waterloo to Exeter is hardly time sensitive. The current service is slower than it used to be due to all the extra stops most trains now make. Ten minutes in order to serve the main station in Yeovil is no great problem. On another tack, I am amazed that Yeovil Junction has not become Yeovil Parkway!

It is when the train has to use a single line during its journey! :roll:

 

[Muzer]

I think a shuttle service would be the best solution. The Weymouth trains are quite infrequent and so probably wouldn't be the best choice, and the Exeter trains would be a longer diversion with a more intensive service so would require significant timetable rejiggery. A shuttle can be frequent and doesn't affect other journey times.

The question now is how to fund it

 

[LateThanNever]

I think a shuttle service would be the best solution. The Weymouth trains are quite infrequent and so probably wouldn't be the best choice, and the Exeter trains would be a longer diversion with a more intensive service so would require significant timetable rejiggery. A shuttle can be frequent and doesn't affect other journey times.

The question now is how to fund it

But a shuttle service of a sort is what there is now and it's a bus!

 

[HowardGWR]

The GW franchise consultation ends on 26th June so perhaps some of the points made earlier could be put to DfT by responding to it.

 

[Emyr]

But a shuttle service of a sort is what there is now and it's a bus!

Now imagine that bus was running on a surface it didn't have to share with all the other traffic...

 

[LateThanNever]

Now imagine that bus was running on a surface it didn't have to share with all the other traffic...

I rather agree with that idea so is there a spare pacer for the job? Or a Parry People Mover - tho' probably the terrain is too onerous for the PPM?!

The GW franchise consultation ends on 26th June so perhaps some of the points made earlier could be put to DfT by responding to it.

I shall certainly put in my 3pworth to the GW consultation!

 

[LateThanNever]

Now imagine that bus was running on a surface it didn't have to share with all the other traffic...

I rather agree with that idea so is there a spare pacer for the job? Or a Parry People Mover - tho' probably the terrain is too onerous for the PPM?!

The GW franchise consultation ends on 26th June so perhaps some of the points made earlier could be put to DfT by responding to it.

I shall certainly put in my 3pworth to the GW consultation!

(Sorry slow internet connection - so a double post seems to be the result)

 

[Muzer]

But a shuttle service of a sort is what there is now and it's a bus!

The general idea of changing onto a bus (especially if you have to pay separately and it doesn't have any "real" rail integration) is generally quite off-putting for most "normal" passengers I know. Even if it's almost as simple as getting a rail connection, it adds a real barrier in people's minds. At least, the people I know.

 

[61653 HTAFC]

Neither of Yeovil's stations are great for the town centre though... The current bus does at least solve that problem, if not the Bournemouth-Exeter conundrum.

 

[Muzer]

Actually, thinking about it, for Bournemouth to Exeter, is there anything wrong with Bournemouth --> Weymouth --> Castle Cary --> Exeter? I haven't done the maths, is it significantly slower or less frequent than going via Yeovil would be?

 

[lj9090]

There's about 3 journeys a day where that is actually the quickest at 2hr57 to 3hr10.

Going via Southampton->Salisbury is only 3hr20, and runs every hour.

 

[HowardGWR]

There's about 3 journeys a day where that is actually the quickest at 2hr57 to 3hr10.

Going via Southampton->Salisbury is only 3hr20, and runs every hour.

Love the 'only' in italics. It's actually 70 miles as the crow flies, say 80 by road. Two major SW cities, one the second largest conurbation in the SW and not directly rail connected and then with an average speed of about 26 mph. Hardly likely to improve SW connectivity, especially as the following stretch, Exeter to Plymouth is not exactly HSL is it?

Compare that with some other examples elsewhere. It's a bit late , I might have a go tomorrow, but any offers?

 

[DDB]

I'm not sure if this is relevant to the thread but it is reasonably likely that the current patchy service through yeovil pen mill has a reasonable chance of becoming an hourly clock face service.

The local rail partnership commissioned a study into improving the service. The report is linked to from this page on their website.

The consultant looked at four suggestions and reckoned two of them could be run without extra subsidy. The aborted tender process for the franchise specifically listed one them as a costed option.

4.11.5.8 Option GW8 - Heart of Wessex Line Service Optimisation
This proposal would deliver a much strengthened service on the Heart of Wessex line between Bristol and Weymouth and in particular, would create rail commuting opportunities into Yeovil Pen Mill from both the north and south and ‘there and back’ Sunday journeys. The proposal is supported by all the transport authorities and by district councils along the route, including Dorset County Council, Somerset County Council, Wiltshire Council, Bath & North East Somerset Council and South Somerset District Council. ImageRail Consultancy has carried out operational analysis on behalf of the Heart of Wessex Community Rail Partnership. The ‘Optimisation’ scenario creates a strengthened calling pattern requiring one additional train set, but concludes that the additional revenue would negate any increase in subsidy making the scheme cost neutral. Subject to rolling stock availability, the service could commence from summer 2014. The Heart of Wessex Line Service Optimisation and the Bristol Metro Phase 1 do not conflict with one another and, indeed, there could be efficiencies if the two were taken together.
This Priced Option requires the provision of the following specification:
Monday – Saturday: operation of eight more trains per day above that specified in the TSR creating an hourly, clock-face service between Westbury and Weymouth between 07.15 and 21.15; and
Sunday: A strengthened service as set out in Appendix 6 of the 2011 Imagerail Report.
Weighting: 50%
Assumed start date: May 2014 subject to rolling stock availability. If rolling stock is a constraint, Bidders should indicate this in the submission and start the service from the earliest achievable timetable change date.

I assume there must be a very high chance it will be in the new tender document. Presumably if the consultant is right the cost submitted would be zero which I suspect the government would be prepared to pay. I assume the line about rolling stock constraints would have the same answer from all bidders. "We can start it once DMUs are released by the thames valley electrification if you allow us to keep them!"

The suggested option has the trains crossing at Yeovil. This is sensible as one of the main aims is to provide commuting opportunities into Yeovil. I believe some Yeovil employers put money into the study and it would easier for them to provide a bus to their worksites from the station if they could meet both the up and down train at the same time.

This means that both platforms at Penn Mill will be occupied at the same time with no room for a shuttle from Junction but there is no point in a shuttle if it is not there to meet the trains! A bus won't have this problem and might get increased business from meeting both trains.

DDB