The capacity of The Mule

[whole diary]

[bradshaw]

It would be good to read that 1995 study.

[PhilWakely]

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

also, the M5 motorway bridge to the east of Pinhoe only allows for a single track, so that would need to be re-modelled if the line were to be completely re-doubled.

[Southernman]

There are many obstacles in the way of complete double tracking unfortunately. As mentioned some of the platforms have been extended onto the disused formation. At Templecombe, not only is the platform in the way but the bridge as rebuilt only has a single width span and the large green container containing signalling equipment etc is also on the formation! And that is only one location.

Other formidable issues are the various tunnels which have had the track moved to the centre. I understand that in some repairs have been made to the walls that have reduced the width. Also embankment slips at some locations have resulted in the track being moved to the centre. Any redoubling may have to incur significant earthworks. Signalling cables have routinely been laid in the spare formation.

Extra loops have been mooted in places where an extra track can reinstated with least expenditure.

 

[SandTEngineer]

One thing looked at in 2008/9 was extending the Axminster dynamic loop to Chard Junction.  I think it fell on its sword due to costs.

[SandTEngineer]

It would be good to read that 1995 study.

Now then, youre expecting a lot.  You haven't seen my archive (garage).  A car has never been in it in the past 30 years.....

[grahame]

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

That's what I was wondering ... and what the compromises are and where extra Devon Metros might fit in.

[SandTEngineer]

My solution would be to promote cross-TOC^▸ (Train Operating Company) co-operation during times of disruption by terminating all SWR^» (South Western Railway - about) Waterloo to Exeter services at Yeovil Junction and having diverted GWR^▸ (Great Western Railway) services pick up the station stops between Yeovil Junction and Exeter St.Davids, running to the SWR booked times.  Less delay caused by trying to squeeze too many services onto the existing limited infrastructure, and providing the same capacity (although services might be a bit more comfy than usual).

[bradshaw]

That was one thing they used to do in the past as far as I remember.

Network Rail have released the following

https://cdn.networkrail.co.uk/wp-content/uploads/2018/02/Wessex-Route-Strategic-Plan.pdf

P42 CP6^▸ (Control Period 6 - The five year period between 2019 and 2024) key renewals strategy
P84 sets WoE improvements placed in CP7

[Southernman]

My solution would be to promote cross-TOC^▸ (Train Operating Company) co-operation during times of disruption by terminating all SWR^» (South Western Railway - about) Waterloo to Exeter services at Yeovil Junction and having diverted GWR^▸ (Great Western Railway) services pick up the station stops between Yeovil Junction and Exeter St.Davids, running to the SWR booked times.  Less delay caused by trying to squeeze too many services onto the existing limited infrastructure, and providing the same capacity (although services might be a bit more comfy than usual).

Indeed that used to happen. For SWT^▸ (South West Trains)'s (as was) passengers it was often a nightmare as the two timetables didn't 'fit' even when the diversions were planned. Often waiting at Yeovil Jct (with limited facilities/personnel) for 30 plus minutes and in the cold when the station was unstaffed. Very unsatisfactory. I have seen GWR guards refuse to take passengers as train was already full. This plan wouldn't work in an emergency situation. Only real solution is to get on and build some more infrastructure as promised to allow an hourly diversionary path for GWR trains.

[PhilWakely]

My solution would be to promote cross-TOC^▸ (Train Operating Company) co-operation during times of disruption by terminating all SWR^» (South Western Railway - about) Waterloo to Exeter services at Yeovil Junction and having diverted GWR^▸ (Great Western Railway) services pick up the station stops between Yeovil Junction and Exeter St.Davids, running to the SWR booked times.  Less delay caused by trying to squeeze too many services onto the existing limited infrastructure, and providing the same capacity (although services might be a bit more comfy than usual).

Taking the cynical approach............ this would mean having to share revenue between the TOCs - although, probably not so bad now with First having a finger in both pies.

[TaplowGreen]

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

AND they have to work every Sunday too.

[grahame]

Taking the cynical approach............ this would mean having to share revenue between the TOCs^▸ (Train Operating Company) - although, probably not so bad now with First having a finger in both pies.

The sensible approach (IMHO^▸ (in my humble opinion)) is to get the number of times that diversions have to happen down to a much lower level than we have seen in recent years, and then have an attitude approach that says "look - on theses rare occasions what's going to work best for the customers".      Neither of those are new ideas, and indeed it's comforting to see both as part of the plan (Network Rail's CP6^▸ (Control Period 6 - The five year period between 2019 and 2024) to catch up on a lot of maintenance) and de facto already somewhat in place, with things like GWR^▸ (Great Western Railway) and Cross Country ticket acceptance on each other's services when things go belly up.    Work does need to be done in extra quarters as well though - ranging from freight train reliability through buses accepting train tickets when the train ain't running, and the timely provision of taxis to sort our smaller blips.

[Robin Summerhill]

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

I thought I heard somewhere that the new platform at Templecombe could be moved back should re-doubling ever be on the cards.

Am I having a "senior moment" or has anybody else heard the same?

[JayMac]

Templecombe's platform change was indeed made such that it could be easily removed for re-doubling.

[Lee]

Might well be the case, and happy to stand corrected if it is - still hate the overall effect though.

I used to use the waiting room on the "old"  Templecombe platform regularly as a child during the Class 50 era as I often went with my dad to Wincanton, changing to the bus outside the station entrance. It had a cosy, welcoming atmosphere, with heater, toilets and books available and open for much of the operating day, a testament to one of the earliest examples of community and rail working in partnership, celebrated in the displays of the history of that partnership on show.

Now that old waiting room atmosphere, along with the previously interesting to visit signalbox/ticket office, has been pointlessly ruined by aforementioned pseudo-heritage rebranding, and made inaccessible to visitors on non "special" days by the locked out of use footbridge. The modern monstrosity of the replacement ticket office/waiting room is bereft of appeal by comparison, only open limited hours, and the level of shelter on the new platform is woefully inadequate on days of inclement weather.

Your resident fluffy bunny kicker is not a fan.