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Author Topic: Reopening Cullompton and Wellington stations (merged topic)  (Read 65669 times)
TonyK
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« Reply #120 on: March 25, 2022, 06:46:24 pm »


Does the development of the design and business case really need £5 million?

No, but that's what it will cost to tick all those boxes. If the award had been "only" £50,000, it would show that there was no chance. £5 million at least shows a certain degree of willingness, especially as NR» (Network Rail - home page) is involved.
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Witham Bobby
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« Reply #121 on: March 26, 2022, 11:05:51 am »

Does the development of the design and business case really need £5 million?

You'd not want to see all the consultants starve, would you?
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TaplowGreen
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« Reply #122 on: March 26, 2022, 01:12:20 pm »

Does the development of the design and business case really need £5 million?

You'd not want to see all the consultants starve, would you?

Fair point, I suspect that's how a large chunk of it will be swallowed up!
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eightf48544
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« Reply #123 on: March 28, 2022, 10:17:25 am »

A point that doesn't seem to be mentioned is what is the effect on current services having to serve two new stations. How many train paths do they take up. It should be remember that both Cullompton and Welling had 2 through lines with their platforms on loops allowing slow trains to be overtaken by faster services. perhps they should be provided with a bidirectional line speed through line to allow overtaking.

Another issue as has been mentioned is how do people get to the station, as has been said public ransport needs to be ready before the houses are occupied.

Further if we going all electric how many charging ppoints will be provided in the carpark? How would they be allocated it would be unfair if the first people there plugged in and remained plugged in all day denying others the chance to recharge perhaps we'll need carpark "shufflers" to move cars around.
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IndustryInsider
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« Reply #124 on: March 28, 2022, 10:53:16 am »

I’m sure the £5m will allow those questions to be asked and addressed!
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TonyK
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« Reply #125 on: April 01, 2022, 08:49:04 pm »

A point that doesn't seem to be mentioned is what is the effect on current services having to serve two new stations. How many train paths do they take up. It should be remember that both Cullompton and Welling had 2 through lines with their platforms on loops allowing slow trains to be overtaken by faster services. perhps they should be provided with a bidirectional line speed through line to allow overtaking.

Another issue as has been mentioned is how do people get to the station, as has been said public ransport needs to be ready before the houses are occupied.

Further if we going all electric how many charging ppoints will be provided in the carpark? How would they be allocated it would be unfair if the first people there plugged in and remained plugged in all day denying others the chance to recharge perhaps we'll need carpark "shufflers" to move cars around.

On the last point, I would suggest not having any charging points at all. The worst performing electric car would manage a 5-mile radius there and back journey for a commuter catching a train to work every weekday for a fortnight on a single charge at home. It might sound heretical, but we don't have a petrol pump at every station.

For the middle point, a regular bus service from the growing suburbs through Wellington would be lovely but unlikely without some pump priming money. Failing that, the 22/22a stops there half hourly at peak periods.

As for the first point - that will take a substantial slice of the £5 million to work out, and if it comes to the conclusion that loops are needed, that will be the end of the story.
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REVUpminster
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« Reply #126 on: April 21, 2022, 01:35:43 pm »

A point that doesn't seem to be mentioned is what is the effect on current services having to serve two new stations. How many train paths do they take up. It should be remember that both Cullompton and Welling had 2 through lines with their platforms on loops allowing slow trains to be overtaken by faster services. perhps they should be provided with a bidirectional line speed through line to allow overtake.

I'm sure i have mentioned this on another thread or another site. 
The way a service is likely to be done is by stopping the Cardiff- Penzance and extending the Cardiff-Taunton service to an extended platform 2 at Exeter St David's. GWR (Great Western Railway) said they have the money for this but not all staff have moved over to the new depot accommodation.
A hourly Devon Metro service to Taunton using the platform space vacated by the extended Cardiff trains maybe from Axminster would supplement the service giving each station a half hourly service. Axminster-Exeter would also benefit from a half hourly service.
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infoman
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« Reply #127 on: July 04, 2022, 06:24:01 pm »

https://www.somersetcountygazette.co.uk/news/20255134.fate-new-somerset-railway-station-plans-horizon/
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