This is an interesting achive document (link below.)
http://www.bathnes.gov.uk/committee_papers/PTandE/pt001116/23crossbo.htm"5.2 Somerset's Cheddar-Frome corridor strategy (CFCS) envisages developing quality bus partnerships for the Bristol to Wells and Bath to Shepton Mallet routes. The strategy sees the former as being a possible express service operating along the A37 through B&NES and co-ordinated with the existing low floor Bristol to Yeovil service. There may be the potential to link this in some way with a more direct service from Norton-Radstock to Bristol along the same corridor. For the Shepton Mallet- Bath route, which also currently serves Norton-Radstock, the strategy seeks a better link service. Both these future route developments and associated partnerships would complement B&NES LTP objectives."
"6.1 Consultants Parkman carried out a study for Wiltshire County Council into the potential for rail development in Western Wiltshire. The study showed that a rail service from Swindon serving Chippenham, Melksham, Trowbridge and Westbury would be feasible although annual revenue support of some £350,000 would be needed. To achieve an hourly service from Frome/Warminster to Swindon could cost double this figure in revenue support, at least in the short term."
2. The last November (just before the franchise was awarded), the First Group offered to perpetuate the present service level for a cost of 0.3 million pounds per annum, and this would have lead to a 2 million pound reduction in the 1100 million pound franchise premium had it been accepted.
"7.1 WWSTS identifies A350 as main spine road serving the corridor linking the M4 to the A36 near Warminster. Parts of the route are seen as being unsuitable for the volume and weight of traffic carried, particularly as it passes through Westbury, Semington and Melksham. The strategy is to construct new highway links at these locations to reduce environmental problems. The Westbury Bypass would be a major scheme costing some £12m and planned for 2004/6; the Semington-Melksham Diversion is costed at £9m with a planned construction period of 2001/-4. Funding for these two projects is being sought through the LTP process and the strategy document hopes that the GOSW A36/A46 study will "add further support to proposals to ease transport problems along the West Wilts corridor". (The GOSW study is the subject of another agenda item)."
"8.1 A freight study was completed by consultants Parkman for Wiltshire County Council earlier this year. The results were used to draw up a freight strategy which forms part of the Wiltshire LTP. In total, surveys showed that 85% of heavy goods vehicles (HGV) on Wiltshire's roads had an origin and/or destination in the county. The study highlighted the role of the A350 and the problems along this route. The consultants concluded that "there is a need for a strategic north-south corridor on the west side of Wiltshire to cater for both south coast port traffic en-route to South Wales and the West Midlands, and for strategic traffic serving the West Wiltshire area. On balance we consider that the A350 meets these needs better than the A36/A46 and therefore we support the case for improvements along the A350 through Wiltshire". This recommendation has been carried forward into the Wiltshire LTP and the strategy identifies the A350 as the strategic lorry route pending the outcome of the GOSW A46/A36 de-trunking study. The outcome of this GOSW study is reported on separately and Members will be aware that the routeing of this HGV traffic is a major issue."
"8.4 Promotion of rail freight features prominently in both the Wiltshire and Somerset strategies. The Wiltshire LTP supports the development of a freight terminal at Westbury to serve the West Wiltshire Trading Estate; this could be linked to a future Westbury Bypass and also include overnight lorry parking and driver facilities. In Somerset a detailed rail freight demand study is planned. Possible freight facilities are identified at Frome, at Shepton Mallet involving the extension of the East Somerset Railway, and in association with the Merehead Quarry facility. Reference is also made in the CFCS to the freight potential to be investigated for the Frome-Radstock line."
An interesting article in the Bath Chronicle
(see here) describes how the City's leaders will be voting next week to ban lorries from the City, and that they're even going to be paying for signage to divert lorries coming up the A36 to the motorway OFF the A36 / A46, and onto the A350 through Westbury, Yarnbrook, Melksham, Beanacre and Chippenham.
The article says that they've consulted on this, and it's what the people of Bath want.
1. Can they, unilaterally, put this ban in place and/or do they already have approval from Wiltshire / North Wilts / West Wilts?
2. What will the effect of adding all the extra through HGVs from Warminster to the M4 be on the A350, a road that has major sections that were never designed as a trunk road?
3. The people of Bath have been asked. Have the people of Wiltshire been asked, and what was their view?
My personal view is that it would be inappropriate to put all the extra traffic on the A350 in its current state. The A350 is already set to take the best part of 109,000 journeys per year as from December, plus lots of other growth ...
I understand than consultation inoput can be sent today to
democratic_services@bathnes.gov.uk on this.
In other words, a moderate increase in traffic could be caused by a removal of the majority of passenger trains and a massive increase in freight, and that is what you're foreseeing?
Here are some more quotes , the first two from the Network Rail Business Plan 2006.
On future capacity requirements :
"changes to the timetable structure to reduce the mix of different train types and the number of conflicting moves."
"Between Didcot and Oxford the mix of non stop passenger and freight services with local services calling at little used stations reduces the ability to maximise capacity."
I quote from FGW's web site ...
[i]Over the term of the franchise we will invest £200 million in a programme of continuous improvement bringing a wide range of customer benefits, increased capacity, safety and service. We will also work with Network Rail to tackle deep-rooted performance issues on the Greater Western network.
Our immediate priorities are to ensure a smooth integration of the three franchises; introduce a new Timetable in December 2006; and deliver service improvements for our customers as early as possible.
In other words , Network Rail would like to work with TOC's to remove local or stopping services , in order to free up capacity and improve performance. First agree with this , mainly because they have been directed to by the DfT.
Before we let First off the hook , it should be remembered that both their bus and railfreight sectors benefit from this.
It should also be remembered that both First & Network Rail can propose a closure under the new DfT Closure Guidance.
As far as the medium - long term future is concerned , I feel that this quote from the Network Rail Business Plan 2006 is appropriate :
"The RSS (Regional Spatial Strategy) also recommends that commercial developments which generate high volumes of freight movements should be located close to appropriate rail freight facilities to support more sustainable distribution in the South West."
Have a look at the link below.
http://www.savethetrain.org.uk/forum/index.php?topic=311.msg859#msg859And section 8.5 of this one.
http://www.transport2000.org.uk/library/RoadstoRuin/section_08.htmQuote from the above link :
"More serious attention needs to be given to freight movements through the county. In particular, there is potential for mini-rail-freight terminals in Wiltshire along the A350/A36 corridor. A rail-freight terminal at Westbury is planned, but this is some distance from proposed route of bypass. The parallel rail line (Westbury-Melksham-Chippenham-Swindon) has only one train per day in each direction but the service is due to be improved."
Since the above was written , the number of freight trains has increased on the Melksham line.
All in all , it would be fair to say that I am not optimistic , Graham.
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