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southernman8

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  1. I understand that the new owners of the ex-Parmiters site south of Tisbury Station ( now earmarked for housing) have offered land back to the railway to enable the down platform to be reinstated. Negotiations are being held. Whether the existing loop will be extended, a dynamic loop created or indeed doubling between Wilton South & Tisbury will follow is unknown. The latter is quite possible I understand (unlike certain other sections of line). The question of singling the line or retaining double in the 1960's with much longer sections is frequently discussed. I guess the decision was made higher up the line of command (as there were other routes similarly treated). I do wonder if the retention of double track would have been as cheap given the saving in wages, saving in signalbox/point maintenance. Too late now! At the time there were tales of good quality CWR being taken away and replaced by jointed track - all leading to a suspicion that the line was considered as having a limited life. Other loops are being mooted as part of the resilience plans for the railway in South West. One around Whimple/Cranbrook is sorely needed in the event of delays!
  2. Looking forward to meeting you!
  3. until
    Event Name: Yeovil Railway Centre Model Railway Exhibition Classification: Exhibition Address: Yeovil Railway Centre, Yeovil Junction Station, Stoford, YEOVIL BA22 9UU Day 1: 07/05/2016 Opening times Day 1: 10.30am to 4pm Day 2: 08/05/2016 Opening times Day 2: 10.30am to 4pm Prices: Adult £3Child (5-15) £1Child (under 5) FREE Disability access: No Car parking: Yes Website: www.yeovilrailway.freeservers.com Organising body: Yeovil Railway Centre Organiser: Yeovil Railway Centre07970 [email protected] Yeovil Railway Centre is holding its annual 2 day Model Railway exhibition on Saturday 7 and Sunday 8 May 2016 at its site at Yeovil Junction Station, Stoford, Yeovil BA22 9UU. 10.30am to 4pm both days. We adjoin the station (Waterloo-Exeter line) - 200 metre walk. South West Coaches half hourly service bus (68) from Yeovil on Saturday ONLY. By road - follow signs to Yeovil Junction station from Yeovil town centre or from A37 (Yeovil-Dorchester road). Admission:- Adults £3, Children 5-15 £1 (younger FREE). Light refreshments and our Shop available. Our website www.yeovilrailway.freeservers.com 1) Dave Trebay - Up the Creek and into the Woods by reindeer (009) 2) Jim Robinson - Shunting Puzzle 3) Steve Bottomley - Cartes Yard. Industrial townscape centered arounds Cartes factory. Sometimes in the 60's and 70's (n) 4) A Stanier - Halfpenny Halt. Old time country station between 30's and 50's (n) 5) Pete Hollins - Loopy Town. Built as a charity fundraiser. Small town with a canal and railway (00) 6) Pete Hollins - Gartell Light Railway. 1990's period (009) 7) Bridport Model Railway Club (00) Mike Tilley - Pammick Halt. GWR set in 50's and 60's 9) Pam Tilley - Display of Mammod Traction engines 10) Geoff Trenholme - Thomas interactive operated by the children 11) Roger Dent - Small town station and yard (n) 12) Roger Dent - Aircraft Models 13) Yeovil Railway Centre - small shunting yard (n) 14) Mr Blunden 15) O Gauge Guild - Display of locomotives and rolling stock 16) Angus Watkins - East Quay 17) Handbuilt Fairgrounds 18) Handbuilt Fairgrounds 19) Turleigh Models - Trade Stand 20) Yeovil Railway Centre - Clifton Maybank Junction (resident layout in outside cabin - 00)
  4. Yeovil Railway Centre is holding its annual 2 day Model Railway exhibition on Saturday 7 and Sunday 8 May 2016 at its site at Yeovil Junction Station, Stoford, Yeovil BA22 9UU. 10.30am to 4pm both days. We adjoin the station (Waterloo-Exeter line) - 200 metre walk. South West Coaches half hourly service bus (68) from Yeovil on Saturday ONLY. By road - follow signs to Yeovil Junction station from Yeovil town centre or from A37 (Yeovil-Dorchester road). Admission:- Adults £3, Children 5-15 £1 (younger FREE). Light refreshments and our Shop available. Our website www.yeovilrailway.freeservers.com 1) Dave Trebay - Up the Creek and into the Woods by reindeer (009) 2) Jim Robinson - Shunting Puzzle 3) Steve Bottomley - Cartes Yard. Industrial townscape centered arounds Cartes factory. Sometimes in the 60's and 70's (n) 4) A Stanier - Halfpenny Halt. Old time country station between 30's and 50's (n) 5) Pete Hollins - Loopy Town. Built as a charity fundraiser. Small town with a canal and railway (00) 6) Pete Hollins - Gartell Light Railway. 1990's period (009) 7) Bridport Model Railway Club (00) Mike Tilley - Pammick Halt. GWR set in 50's and 60's 9) Pam Tilley - Display of Mammod Traction engines 10) Geoff Trenholme - Thomas interactive operated by the children 11) Roger Dent - Small town station and yard (n) 12) Roger Dent - Aircraft Models 13) Yeovil Railway Centre - small shunting yard (n) 14) Mr Blunden 15) O Gauge Guild - Display of locomotives and rolling stock 16) Angus Watkins - East Quay 17) Handbuilt Fairgrounds 18) Handbuilt Fairgrounds 19) Turleigh Models - Trade Stand 20) Yeovil Railway Centre - Clifton Maybank Junction (resident layout in outside cabin - 00)
  5. Thanks for the link - interesting reading. As the report says there are significant advantages for the population living to the north/west of Dartmoor in addition to the resilience factors well discussed already. Taking into account the (in comparison at least) modest costs, relative ease of construction and timescales possible, the Northern Route must be a no-brainer for re-instatement. It seems to me that everyone will be a winner. With the backing of several prominent organisations and the availability of the large majority of the old trackbed, the likelihood of serious objections if much reduced. Sure there are obstacles to overcome. Construction of a 'new' Meldon Viaduct may, in the end, be the way ahead if the costs of strengthening the 'old' are significant. However, I will read the necessary inspections with great interest as the last use of one of the viaducts was as a headshunt for heavily loaded ballast trains from the nearby quarry - maybe the worries may prove unfounded? I just hope that words translate into action!
  6. Just a random thought. In the days of the Strategic Rail Authority a franchise was devised including the Cornwall and Devon branches together with the Exeter-Waterloo line as the link to London. Events (IIRC) overcame the SRA and the proposals were never carried through. With the current thinking including a possible Devon and Cornwall franchise, I just wondered if the old SRA idea might be dusted off given that the SWT franchise is now to be re-tendered?
  7. What gives Rail a great advantage (at Exeter in particular and Plymouth)is that the train takes people to the City Centre rather than be sat in a car in a traffic jam! And may for some be cheaper. Of course the car also wins on some occasions
  8. I think the crunch time (assuming no complete washout on the existing route) will come when electrification between Exeter and Plymouth is seriously being planned. With the escalating costs of the costs for electrifying the London Paddington lines I think that date may not be arriving very quickly! I hear of other schemes being postponed due to costs. Add the expense of a new 'inland' route into the equation quite a lot of cost benefit analysis(!) will be necessary. Some big decisions will then be required including questioning whether the existing seawall route should be retained or closed. In the meantime get the Okehampton line in service and maintain the seawall route to a high standard.
  9. It would be interesting to know what the extra costs of running a second 'inland' route in addition to the existing seawall line would be against any possible increased income. As I previously commented, these increased costs would surely lead to the temptation to close the existing line which would only serve a few local stations. There would still only be one line Exeter to Plymouth and I thought the idea was to provide an alternative in the event of a closure. I do not think that the 'inland' route is out of the question eventually but for the short/medium term the Dartmoor line must be the favourite (if there is to be one that is...)
  10. During the recent diversions of HSTs via Yeovil I see (according to Real Time Trains) that an allowance of 5 or 6 minutes at Exeter St Davids for the reversal is built in. The fastest actual I can see is 3 minutes (by one of the unfortunately much delayed HSTs due to the Hungerford incident). The standard allowance is really not much longer than the booked station stop!
  11. Not sure I would agree that the best overall option is a new inland route behind Dawlish & Teignmouth. If this was adopted, I remain unconvinced that the current line (singled or not) would remain as a significant expense serving only a few local stations. The temptation would be to close surely! The other points worth re-iterating are that the line through Okehampton opens up the railway to a large swathe of land. If the Barnstaple line (with Barnstaple as the one really significant station) can do so well why can't the re-instated Okehampton line? Also it will take years and years before any line round the back of Dawlish is planned and permission given. The Okehampton line is much, much quicker to re-build and cheaper too!! My view remains to get the Dartmoor line in use, plan and reserve the land for an inland route behind Dawlish. When will electrification arrive beyond Exeter? Be a few decades yet!!
  12. Its good that we don't all agree! My preferred option is to re-open via Okehampton (quicker and easier to achieve, cheaper and provides a largely separate route Exeter-Plymouth, offering opportunities for rail travel to new areas) but also look to plan and reserve an inland route by-passing Dawlish. The planning obstacles and costs for the construction this will be much more than via Okehampton. I am also concerned that, although we all want to retain the beautiful coastal line, it may eventually be sacrificed as it will only serve local stations if the Dawlish by-pass line is built - especially if the sea levels rise, storms increase etc with the costs involved in keeping it open permanently (and electrified). OK the seawall will need to be maintained but is that cheaper to do with no railway to consider? I do agree that the Okehampton line is unlikely ever to be the main line if in competition with the South Devon line and it is likely to be an ongoing extra cost based on local trains alone. However there are lines (Yeovil Junction to Yeovil Pen Mill for example) which serve no purpose at the present time other than as a diversionary route. No one is considering removing that additional expense. It may yet see timetabled trains....
  13. The SWT service west of Exeter ended primarily because of the introduction of the hourly service to Exeter utilising all units. Salisbury depot is full with units stabled at night in and around the station as well in the depot itself. There does not appear to be any capacity during weekdays to allow west of Exeter services. Whether that might change when electrification happens? Will I get to see that - or ride on the re-opened line from Exeter-Plymouth via Okehampton? Hope so but no spades in the ground just yet! I can confirm that in the main locals continue to regard the 'Waterloo' line as the way to get to London (increasing in numbers) and Pen Mill as the north-south route. There is evidence that some of the Castle Cary 'locals' drive to Templecombe/Gillingham for the more frequent and generally reliable service which is often cheaper, particularly at peak times.
  14. Thanks for the comment (much appreciated) - I did see that and was very surprised! With the introduction of ETCS I would have thought that the number of trains able to use Exeter-Newton Abbot would be greatly enhanced (way beyond the current capacity which suffices at present?). The GWR were dealing with steam when those proposals were made, including those long slow goods trains. In any event this proposal, as you rightly point out, is not likely to be considered/required for some 30 years. I consider that an alternative route will be decided on (or rejected) much sooner than that. The L&SWR line (single) is surely the least disruptive/cheapest and quickest to be provided. An alternative through green field areas will be subject to lengthy planning delays/public enquiries and objections. The route of the Okehampton line is already there and much less likely to be subject to these issues. In many ways it resembles the case for the Borders Railway but has the added attraction of a diversionary route in case of need. I think the political aspect may come into play and action will need to be seen to be happening? Will England do what Scotland is already achieving?
  15. I think that all are agreed that the line through Dawlish (whether double or single) would be maintained unless completely destroyed. Network Rail appear to be saying that the work now done will greatly enhance its strength. Now, why built an extra railway through Haldon at vast expense (where would Dawlish and Teignmouth stations be - if at all on this route?). The benefits of opening up other parts of Devon and Cornwall through re-opening of the line via Okehampton cannot be ignored! The time delays of reversing with units/HSTs are not long especially if crew changes are made. Torquay will still have its line via Dawlish as that must be protected. Customers will then benefit from two separate routes to Plymouth (except a small length at either end. No more coach transfers during engineering/emergencies! By all means identify and guard against development a route through Haldon if you wish. However it certainly isn't worth the expense of constructing a railway which may never be required! - Unless it is intended to close the existing line through Dawlish. Something that might of course happen once electrification is seriously contemplated if that route is not suitable for the overheads (but not likely in my lifetime!). All the best.
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