Infrastructure Priorities in Cornwall

[whole diary]

[Andy]

I'd be interested in reading what posters think are/should be the main priorities for infrastructure (development rather than maintenance/renewal) on the Plymouth-Cornwall routes (including branches) now that Probus-Burngullow has been redoubled and the Penryn loop is due for completion.
 

[Chris2]

I think that the track between Bodmin and Liskeard needs to be doubled, I know it is a lot of work, but it would help significantly. Also an increase in linespeed would be nice.

[oooooo]

Removing as many of the level crossings on the Newquay brnach as possible (its practical to close several) and increasing the linespeed.

[Chris2]

Definitely agree with oooooo, as just over 20 miles in fifty minutes is not fast enough.

[signalandtelegraph]

Newquay via Burngullow & St Dennis, mooted many moons ago but never came to fruition

[richard bickford]

Yep agree, need to look at any single track sections on the main line.

Extending short platformed stations where appropriate.

Increase line speed generally.

Reduce headways, by introducing some intermediate signals.

And of course reduce the stepping distance at Saltash on the up platform!

[Andy]

The FoCal project for a Newquay->St Dennis->St Austell->Par loop is an exciting one, I think. Then there's the park & ride idea at Moorswater, too.

Apart from the stretch between Liskeard & Bodmin, the other single line section at Long Rock-Ponsandane, singled back in 75, IIRC^▸ (if I recall/remember/read correctly), should be redoubled.

One that might become interesting further ahead is reinstating platform 4 at Truro, thus establishing a bi-directional "loop" on platform 3.

 

[Karl]

Afternoon

Agree with doubling Penzance to just outside
Marazion (where the barrier crossing is), plus
the section in the Glynn Valley which is only
because of a week viaduct and could be done.
The crossings on the Newquay branch I would of
thought the majority of them would needed to be
kept, as they serve villages but some are that
small a half barrier would fit, so bring the
barriers back controlled by Circuit and CCTV^▸ (Closed Circuit Tele Vision);
most had gates originally.  Also redo the whole
branch with new track, which would eliminate TSR^▸ (Temporary Speed Restriction)'s
on banks and up the line speed especially for
HSTs^▸ (High Speed Train).

Not forgetting the single section between "Royal
Albert Bridge Signal Box" (end of Tamar Bridge),
to near "St, Budeaux Ferry Road Station", which
is an approx 2 mile single section.  Although BR^▸ (British Rail(ways))
has made it worse by removing one of the girder
bridge sections over the Gunnislake branch.

Regards

Karl.

[Btline]

I didn't realise that vast bits of this apart of the GWML^▸ (Great Western Main Line) were single track.

The whole line needs to be re-done with double track, electrified and with max line speeds (which would be even quicker with tilt).

3 hrs to Plymouth and then another 2 hours to Penzance is unacceptable.

As for the Newquay branch, electrification and redoubling might not be fully viable, so add several "dynamic" passing loops, and get line speed to 75+ mi/h wherever possible.

HSTs^▸ (High Speed Train) travelling at 25 mi/h on the branch is unacceptable.

Regards,

Btline

[John R]

As for the Newquay branch, electrification and redoubling might not be fully viable, so add several "dynamic" passing loops, and get line speed to 75+ mi/h wherever possible.


Regards,

Btline

What planet are you on? Fully viable? Would be a complete waste of money. Speeding up to provide a viable hourly service or around 35 to 40 mins and with one passing loop would be a magnificent result.

[Btline]

Yes, I understand that. Perhaps this is unviable. But it would certainly not be a waste of money! No loco changes at Par springs to mind/no diesel under the wires. A more efficient local service also (assuming it would be kept and enhanced).

[peterswest]

Electrification would be a total waste of money in Cornwall (and Devon for that matter). I would of thought that the doubling of the line over the viaducts at Largin would be the best track improvement in Cornwall at the moment.
 But the best option would be the re-signalling of Cornwall totally , there are far too many 10-15 minute runs in signal sections , therefore restricting amount of trains over the line.
 Back in 1999-2000 there was word that more signals would be put in between St.Germans-Liskeard on the down , Largin and Lostwithiel on both roads and between Camborne - truro on the up  , none of which has taken place. So what chance of anything being done at all eh ?

Pete

[woody]

As for the Newquay branch, electrification and redoubling might not be fully viable, so add several "dynamic" passing loops, and get line speed to 75+ mi/h wherever possible.

HSTs^▸ (High Speed Train) travelling at 25 mi/h on the branch is unacceptable.

Regards,

Btline

Saw the 1135 Padddington/Newquay HST at Exeter st Davids last Saturday with about 12 passengers in standard class and 4 passengers in 1st class.surely this service is only financially justified in the peak school summer holiday period.I am all for improving our rail links but those improvement have be financially realistic.75mph line speeds on the Newquay branch!Much of the main line between Plymouth and Newton Abott is still only 55/60mph.

[Andy]

Would anyone like to hazard a rough guess as to how much timings could be improved if the St Budeaux, Largin, Glynn Valley, Long Rock stretches were all re-doubled?

[peterswest]

None really , as apart from the Albert Bridge , most are high(ish) speed sections. Only really benefit train running / puctuality I think.
Pete