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Background
Background
The Salisbury-Exeter line was a partial Beeching closure. The express service from Waterloo to Exeter and Plymouth was abandoned, with the Salisbury-Exeter section of the line reduced so that over 75% is single track. The branches to Sidmouth, Lyme Regis and Chard were closed, likewise several stations. The service was a semi-fast train to London every two hours.
The Salisbury-Exeter line was a partial Beeching closure. The express service from Waterloo to Exeter and Plymouth was abandoned, with the Salisbury-Exeter section of the line reduced so that over 75% is single track. The branches to Sidmouth, Lyme Regis and Chard were closed, likewise several stations. The service was a semi-fast train to London every two hours.
Local communities fought for the line’s survival and passenger numbers grew. Templecombe station was re-opened in 1983, and an additional passing loop near Tisbury. This was not in the station as the south platform had already been sold.
Local communities fought for the line’s survival and passenger numbers grew. Templecombe station was re-opened in 1983, and an additional passing loop near Tisbury. This was not in the station as the south platform had already been sold.
After a long campaign by local councils, an hourly service between Waterloo and Exeter was reinstated in 2009. This was made possible by building a “dynamic loop” at Axminster, at a cost of £20m, of sufficient length that allowed trains to pass with ease, and an additional platform.
After a long campaign by local councils, an hourly service between Waterloo and Exeter was reinstated in 2009. This was made possible by building a “dynamic loop” at Axminster, at a cost of £20m, of sufficient length that allowed trains to pass with ease, and an additional platform.
Every station between Salisbury and Exeter has seen substantial passenger growth over the past decade, and a station at Cranbrook was opened to serve the new town development. SERUG was formed in 2016 to lobby for further improvements.
Every station between Salisbury and Exeter has seen substantial passenger growth over the past decade, and a station at Cranbrook was opened to serve the new town development. SERUG was formed in 2016 to lobby for further improvements.
Today
Today
Current trains are often full all the way from Waterloo to Yeovil, a journey of well over 2 hours. The average speed of even the fastest train between Waterloo and Yeovil is just 53 mph! There are few places of similar population and distance from London with such a slow service.
Current trains are often full all the way from Waterloo to Yeovil, a journey of well over 2 hours. The average speed of even the fastest train between Waterloo and Yeovil is just 53 mph! There are few places of similar population and distance from London with such a slow service.
The Exeter end of the line has seen a huge increase in usage by commuters and students from Axminster and Honiton. More commuter services cannot be introduced without additional track capacity. The section from Yeovil to Exeter is also used as a diversionary route when the Great Western line west of Taunton is closed either for planned engineering or in emergency. Capacity west of Yeovil is very restricted and insufficient to cope with even the basic timetable when diversions are in operation. Investment is required.
The Exeter end of the line has seen a huge increase in usage by commuters and students from Axminster and Honiton. More commuter services cannot be introduced without additional track capacity. The section from Yeovil to Exeter is also used as a diversionary route when the Great Western line west of Taunton is closed either for planned engineering or in emergency. Capacity west of Yeovil is very restricted and insufficient to cope with even the basic timetable when diversions are in operation. Investment is required.
Everyone agrees there’s a problem
Everyone agrees there’s a problem
Network Rail’s July 2020 Continuous Modular Strategic Plan (CMSP) offered a strategic plan for the future of the Salisbury to Exeter route. See the Executive Summary (7 pages) here The full CMSP (80 Pages) here.
Network Rail’s July 2020 Continuous Modular Strategic Plan (CMSP) offered a strategic plan for the future of the Salisbury to Exeter route. See the Executive Summary (7 pages) here The full CMSP (80 Pages) here.
This was followed by Network Rail's 2021 South West Mainline Strategy Study here
This was followed by Network Rail's 2021 South West Mainline Strategy Study here
In short we need more passing loops, extended sections of double track and upgraded signalling to support improved timetable resilience and several vital improvements, notably two trains per hour from Axminster to Exeter as part of Devon Metro.
In short we need more passing loops, extended sections of double track and upgraded signalling to support improved timetable resilience and several vital improvements, notably two trains per hour from Axminster to Exeter as part of Devon Metro.
The current infrastructure suffers from geological weakness. Loss of moisture in formation below track leads to potential collapse in embankments and subsidence in cuttings. It is especially prominent during dry summer periods. This leads to speed restrictions and closures which can last for weeks. Network Rail has taken steps to repair and rebuild sections, however this blight lacks funding and therefore cannot be fully resolved.
The current infrastructure suffers from geological weakness. Loss of moisture in formation below track leads to potential collapse in embankments and subsidence in cuttings. It is especially prominent during dry summer periods. This leads to speed restrictions and closures which can last for weeks. Network Rail has taken steps to repair and rebuild sections, however this blight lacks funding and therefore cannot be fully resolved.
Replacement trains
Replacement trains
Our trains are diesel multiple units dating from the late 1980’s, some of the oldest trains still in use on a main line. The route is electrified from London to Basingstoke. There are several possible ways to provide a more modern fleet, given decarbonisation targets against the lack of funding. One (favoured) proposal is to modify redundant suburban electric units into bi-mode electric / battery power. At stations and other key locations, short electrified sections would be used to top-up the batteries. A way forward must be chosen with funding to make it possible.
Our trains are diesel multiple units dating from the late 1980’s, some of the oldest trains still in use on a main line. The route is electrified from London to Basingstoke. There are several possible ways to provide a more modern fleet, given decarbonisation targets against the lack of funding. One (favoured) proposal is to modify redundant suburban electric units into bi-mode electric / battery power. At stations and other key locations, short electrified sections would be used to top-up the batteries. A way forward must be chosen with funding to make it possible.
New rolling stock should have corridor connections to all carriages, fully accessible toilets, and a good passenger environment including comfortable seating, WiFi and power points. There should be more luggage space than at present, with standard and first-class accommodation, and allowing for trolley at seat food/drink service.
New rolling stock should have corridor connections to all carriages, fully accessible toilets, and a good passenger environment including comfortable seating, WiFi and power points. There should be more luggage space than at present, with standard and first-class accommodation, and allowing for trolley at seat food/drink service.
Maintain Seating Capacity on all Trains
Maintain Seating Capacity on all Trains
Currently most trains are formed of six coaches, with a seating capacity of 380 passengers. Given increasing population, and current passenger numbers this should provide at least the current capacity.
Currently most trains are formed of six coaches, with a seating capacity of 380 passengers. Given increasing population, and current passenger numbers this should provide at least the current capacity.
Re-instatement of Catering Services on all Trains
Re-instatement of Catering Services on all Trains
Journey times on the route are up to three hours, and a catering service is a reasonable provision. A few stations west of Basingstoke provide on-platform catering, and those that do often have limited opening hours.
Journey times on the route are up to three hours, and a catering service is a reasonable provision. A few stations west of Basingstoke provide on-platform catering, and those that do often have limited opening hours.
Joining and Splitting Trains at Yeovil Junction
Joining and Splitting Trains at Yeovil Junction
This would make better use of rolling stock and provide a wider range of journey opportunities, including improved connections to Weymouth, Westbury, Bath and Bristol.
This would make better use of rolling stock and provide a wider range of journey opportunities, including improved connections to Weymouth, Westbury, Bath and Bristol.
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