The capacity of The Mule

[whole diary]

[grahame]

Seeing engineering diversions because of Whiteball tunnel (and other diversions at times too) and hearing about line and service capacity issues on "The Mule" from Exeter to Salisbury - issues with Devon Metro and how far east it can go, and seeing suggestions of running 2 trains per hour from Salisbury to Yeovil ... can someone (and I suspect we have a member or two who know this really well!) fill us in on what can run on "The Mule" and what is an overload.

I suppose the operational points (at which trains can turn around and / or branch off) are ...

Exeter St David's
Exeter Central
St Jame's Park
Exmouth Junction
Honiton
Axminster
Yeovil Junction
Salisbury

[Oxonhutch]

From my years of living and working in Africa, that is a lightly loaded mule - I am sad to say.

[SandTEngineer]

You could add Chard Junction as a turnaround location, but as there is no station there (currently) it would mostly be empty stock movements, but the signalling does allow reversal of passenger movements if required.  The current signalling also allows reversals in both directions at Crewekerne.

In a former role we once looked at redoubling much more of the line or providing additional loops (one in particular in the Crannaford area) and additional intermediate signals.  Think I still have a copy of the feasibility report in my archive (garage).  Looking back that was in 1995, so nothing new then......

[grahame]

You could add Chard Junction as a turnaround location, but as there is no station there (currently) it would mostly be empty stock movements, but the signalling does allow reversal of passenger movements if required.  The current signalling also allows reversals in both directions at Crewekerne.

In a former role we once looked at redoubling much more of the line or providing additional loops (one in particular in the Crannaford area) and additional intermediate signals.  Think I still have a copy of the feasibility report in my archive (garage).  Looking back that was in 1995, so nothing new then......

Thank you. Now would your former role and expertise be able to help clarify headway / trains per hour through each logical section of the line. Pretty please 

[SandTEngineer]

You could add Chard Junction as a turnaround location, but as there is no station there (currently) it would mostly be empty stock movements, but the signalling does allow reversal of passenger movements if required.  The current signalling also allows reversals in both directions at Crewekerne.

In a former role we once looked at redoubling much more of the line or providing additional loops (one in particular in the Crannaford area) and additional intermediate signals.  Think I still have a copy of the feasibility report in my archive (garage).  Looking back that was in 1995, so nothing new then......

Thank you. Now would your former role and expertise be able to help clarify headway / trains per hour through each logical section of the line. Pretty please 

Oh, all right then.  It will be after this weekend though, providing thats not too late for you?

[bradshaw]

At the SERUG meeting on Tuesday Andrew Ardley gave some insight into the ideas being bounced around for the future. As part of the Devon Metro idea there will have to be an additional loop between Pinhoe and Honiton. Also additional resilience for GWR^▸ (Great Western Railway) diversions, including additional section signals between Castle Cary and Yeovil Pen Mill.

Much of this can be seen in the following link (p111-113 for WoE)

https://cdn.networkrail.co.uk/wp-content/uploads/2016/11/Wessex-Route-Study-Final-210815-1.pdf

Additional passing loops to the east of Yeovil will be dependent on the type of traction being used in the future. At the same meeting Ian Warmsley pointed out that demanding new trains now would result in bimodes. Delaying to see how the route was developed might, just might, allow electrification to be factored in. He then went on to say that the ORR^» (Office of Rail and Road formerly Office of Rail Regulation - about)'s dislike of 3rd rail needs to be reviewed. He has an article on this in the current Modern Railways, to which the ORR has demanded a reply.
In addition, with the number of vehicles coming off lease in the coming months these should be some very competitive leasing rates available. Indeed Warmsley quotes one fleet manager who would let them out for a very basic fee just to remove storage costs.

[chopper1944]

The answer is to redouble the line completely between Castle Cary, Yeovil Pen Mill, Yeovil Junction and all the way to Exeter

[Lee]

It's a pity that the botched new platform and pseudo-heritage horror inflicted on Templecombe constrains potential options there.

[grahame]

Thank you. Now would your former role and expertise be able to help clarify headway / trains per hour through each logical section of the line. Pretty please 

Oh, all right then.  It will be after this weekend though, providing thats not too late for you?

Thank you - this is in the "useful and important data" category and not the "urgent - travel this weekend" one!

The answer is to redouble the line completely between Castle Cary, Yeovil Pen Mill, Yeovil Junction and all the way to Exeter

Technicallity - was it even double between Yeovil Pen Mill and Yeovil Junction?

[rogerw]

There was double track between Yeovil Junction and Yeovil Town with double track crossovers between the two lines where they ran parallel. Tthis was controlled by a signal box which was only opened when the connection needed to be used

[JayMac]

The link between Yeovil Pen Mill and Yeovil Junction was definitely double track in the past.

1903 25" OS^▸ (Ordnance Survey) map:
https://maps.nls.uk/view/106008477

1962 6" OS maps
https://maps.nls.uk/view/189241608
https://maps.nls.uk/view/189241593

[bradshaw]

The link was installed in WWII^▸ (World War 2 - 1939 to 1945) to facilitate military movements. Yeovil South Junction opened in 1943.

It is not only Templecombe that has limitations imposed. At Crewkerne the up platform was extended outwards to increase clearances for passengers passing under road bridge as well as reducing the height difference between platform and train. This was done in readiness for the Cl 159.
Now they have sold off the down goods yard for housing so have nowhere to reintroduce double track without a great deal of work.
The car park is at capacity most days and SWR^» (South Western Railway - about) has plans to site a new one in the field on the opposite side of the road.

[JayMac]

I should have been clearer with my previous post. There were double tracks down the bank from Yeovil Junction to Yeovil Town. That would mean that the earthworks should support a double track link back to Yeovil Pen Mill.

Redoubling lines is never straightforward though. Particularly after many years of the remaining line running along the centre of the formation.

[SandTEngineer]

At the SERUG meeting on Tuesday Andrew Ardley gave some insight into the ideas being bounced around for the future. As part of the Devon Metro idea there will have to be an additional loop between Pinhoe and Honiton. Also additional resilience for GWR^▸ (Great Western Railway) diversions, including additional section signals between Castle Cary and Yeovil Pen Mill.

Much of this can be seen in the following link (p111-113 for WoE)

https://cdn.networkrail.co.uk/wp-content/uploads/2016/11/Wessex-Route-Study-Final-210815-1.pdf

Additional passing loops to the east of Yeovil will be dependent on the type of traction being used in the future. At the same meeting Ian Warmsley pointed out that demanding new trains now would result in bimodes. Delaying to see how the route was developed might, just might, allow electrification to be factored in. He then went on to say that the ORR^» (Office of Rail and Road formerly Office of Rail Regulation - about)'s dislike of 3rd rail needs to be reviewed. He has an article on this in the current Modern Railways, to which the ORR has demanded a reply.
In addition, with the number of vehicles coming off lease in the coming months these should be some very competitive leasing rates available. Indeed Warmsley quotes one fleet manager who would let them out for a very basic fee just to remove storage costs.

I could of saved them a lot of money and pulled the 1995 study out of my archive......

[bobm]

Is it me having a selective memory or have there been more late notice diversions along the Honiton route in recent months?

I’m wondering if it is down to closer working between fellow First Group companies GWR^▸ (Great Western Railway) and SWR^» (South Western Railway - about).

Obviously the fact there have been planned diversions in recent times means it’s easier to ensure crew have the necessary route knowledge but just seems to happen more often.