Mid Cornwall Metro

[buspete]

Plans are going ahead to join the dots in Cornwall and create the Mid Cornwall Metro, which would means a direct and more frequent service between Falmouth, Penryn, Truro, St Austell and Newquay.

www.bbc.co.uk/news/uk-england-devon-64328870

From my observations I wouldn’t think many people will travel from Falmouth to Newquay. However I could see many people wanting to go from Newquay to St Austell or Truro rather than Par, is there anything in Par than a interchange?

i could also see a handy link from Falmouth to St Austell, than Falmouth residence being limited to just Truro.

I could also see an enhanced service to Newquay giving a tourist boost, as it has/had one of the worst train service in the country, with poor connections, also with the ability to run more Intercity Services will make it more of a more desirable destination.

[gwiwer]

I have never been convinced of a commercial need for this service.

The main line now has two trains per hour at near-enough an even half-hourly headway. Most trains serve most stations although as usual Hayle misses out despite now having a population approaching that of Penzance in size. What market is the service aimed at? The line to Newquay is terminally slow thanks to its geography including sharp curves and the steep Luxulyan Bank, the numerous half-barrier level crossings with slow speed limits and the distance involved. At least one of the former passing loops is to be replaced in order to offer an enhanced service. Goonbarrow alone limited the options to one-train working beyond and consequently a headway no better than once in two hours. A second platform reopened at Newquay station would permit more flexibility still.

The main market on the Falmouth branch is locally to and from Truro with secondary flows to Plymouth and towards London. There is no known demand pattern from that area to Newquay and vice-versa. Demand to and from Newquay is mostly towards Plymouth and the holiday market from farther afield.

Additional signalling has been installed to permit the 2TPH service on the main line. Can it robustly cope with 3TPH? That third train will make at least two conflicting moves in each direction as it crosses to or from each branch line at Truro and Par.

There isn't an easy road link between Truro and Newquay. There are numerous bus routes which take between 60 - 90 minutes but which will remain faster than the train, and probably cheaper. The same is true for St. Austell - Newquay; faster and cheaper by road despite the hour-long journey time.

If there is money for rail in Cornwall then I can think of other projects it could usefully be spent on.

Returning facilities to the bare platforms at Hayle and Menheniot; in the former case a proper station building and staff attending for at least the morning should be a minimum standard. Re-doubling the last mile of track from Long Rock into Penzance which causes frustrating delays when anything is even slightly late. Funding the loop at St. Dennis and offering an hourly service to Newquay with connections at Par rather than the "Metro" concept. And investigating a return of passenger services to Fowey now that china-clay traffic has almost ceased; alongside that enhancing Lostwithiel to act as a branch interchange.

[buspete]

Is there any good reason to go to Par? Is there anything there?

[gwiwer]

Apr 21, 2023 0:19:27 GMT buspete said:

Is there any good reason to go to Par? Is there anything there?

There's a good chippy within walking distance at Tywardreath 

It's the only location currently available to act as branch junction plus it has train crew facilities and is a short walk (possibly a staff car these days) from St. Blazey depot which is still just about active.  

And it's home to the Royal Inn which for some years traded as the "Wych Way Inn" 

Having a junction at St. Austell might be commercially more desirable but comes at a cost of losing service to (and no doubt requiring formal closure of) Luxulyan, Bugle and Roche stations.  Not the busiest in the land but all of them somewhat remote from much else.  The line up the Luxulyan Valley would become freight only and in all likelihood be unsustainable on that basis potentially leading to full closure and the need to re-route any remaining traffic.  To bring the Newquay branch into St. Austell would also require a complete rebuild of the St. Dennis - Burngullow route which - although it has been proposed and looked at before - is unlikely to be funded in addition to a turnback siding east of St. Austell station.  The time saving to St. Austell against Par is negligible.  

Par it is.  Par it will stay.  

[buspete]

I thought the proposal was to create a coast to coast line, that would serve Truro and St Austell, to do so would sacrifice serving Par, however there is not much at Par, why people from Newquay would travel there apart from connecting to another rail service?

Also there is a direct correlation between line frequency and line distance/geography of line. It can be seen with other branch lines in the West Country are also served by just one train, has a more frequent service because the line is shorter and straighter (which facilitates higher speeds) so frequency is  circumstantial.

[gwiwer]

Newquay could have an hourly service from Par if (a) stock and crews were available, (b) the loop at St. Dennis was reinstated and ( c ) there was sufficient traffic potential to justify it.

[wirewiper]

May 3, 2023 20:48:44 GMT gwiwer said:

Newquay could have an hourly service from Par if (a) stock and crews were available, (b) the loop at St. Dennis was reinstated and ( c ) there was sufficient traffic potential to justify it.

I think the main value of the Newquay branch to GWR is the ability to run high-capacity through trains along it in peak season. 

[gwiwer]

May 9, 2023 15:43:49 GMT wirewiper said:

May 3, 2023 20:48:44 GMT gwiwer said:

Newquay could have an hourly service from Par if (a) stock and crews were available, (b) the loop at St. Dennis was reinstated and ( c ) there was sufficient traffic potential to justify it.

I think the main value of the Newquay branch to GWR is the ability to run high-capacity through trains along it in peak season. 

The branch suffers from being extremely quiet for 10 months of the year.  There are then sharp peaks of traffic in the summer school holidays (mostly at the weekend "changeovers") and for events like Boardmasters.  

The railway in 2023 is sadly not geared up for such operation.  In BR days loss-making branch lines could be subsidised to an extent by buoyant main line traffic.  But no more.  Each route must stand or fall on its own merits even when it forms part of the TOC's overall operation.  

The direct London - Newquay trains are seldom fully loaded but on a couple of days each year they can be packed.  Another factor mitigating against rail travel today is the absence of good luggage space and of on-board refreshments.  GWR no longer accept surfboard (other than small boogie boards) on their IET trains which rules them out on the through services and on all main-line connections.  There is only space for a couple of bikes.  The trolley service is often not provided at all but when it is the best that is on offer is a selection of drinks, biscuits and crisps.  Not even a sandwich for a 5- 6 hour journey.  And sometimes no hot water for drinks either.  

The Newquay branch was built with severely restricted curves and a steep bank through the Luxulyan Valley.  These limit speed and mean that from the main line at Par it takes around an hour to reach the coast.  Par isn't the ideal junction; St. Austell would be better but major works would be required to bring the line in there and the likely closure of the Luxulyan route and three stations with it.  Those are lightly used but closure could be contentious.  

So we are left with a very lightly-used, slow and relatively indirect railway which is costly to maintain and resource and which carries good loads on longer trains on just a single-digit number of days each year.  

I don't know how to make that better other than by the "St. Austell option" which if nothing else might allow a station to serve the clay villages currently at a distance from the rail network. 

[ServerKing]

Jul 6, 2023 14:28:35 GMT gwiwer said:

May 9, 2023 15:43:49 GMT wirewiper said:

I think the main value of the Newquay branch to GWR is the ability to run high-capacity through trains along it in peak season. 

The branch suffers from being extremely quiet for 10 months of the year.  There are then sharp peaks of traffic in the summer school holidays (mostly at the weekend "changeovers") and for events like Boardmasters.  

The railway in 2023 is sadly not geared up for such operation.  In BR days loss-making branch lines could be subsidised to an extent by buoyant main line traffic.  But no more.  Each route must stand or fall on its own merits even when it forms part of the TOC's overall operation.  

The direct London - Newquay trains are seldom fully loaded but on a couple of days each year they can be packed.  Another factor mitigating against rail travel today is the absence of good luggage space and of on-board refreshments.  GWR no longer accept surfboard (other than small boogie boards) on their IET trains which rules them out on the through services and on all main-line connections.  There is only space for a couple of bikes.  The trolley service is often not provided at all but when it is the best that is on offer is a selection of drinks, biscuits and crisps.  Not even a sandwich for a 5- 6 hour journey.  And sometimes no hot water for drinks either.  

The Newquay branch was built with severely restricted curves and a steep bank through the Luxulyan Valley.  These limit speed and mean that from the main line at Par it takes around an hour to reach the coast.  Par isn't the ideal junction; St. Austell would be better but major works would be required to bring the line in there and the likely closure of the Luxulyan route and three stations with it.  Those are lightly used but closure could be contentious.  

So we are left with a very lightly-used, slow and relatively indirect railway which is costly to maintain and resource and which carries good loads on longer trains on just a single-digit number of days each year.  

I don't know how to make that better other than by the "St. Austell option" which if nothing else might allow a station to serve the clay villages currently at a distance from the rail network. 

I guess it's Par for the course... (gets coat)

I watched a documentary featuring Ben Elton about the state of UK railways and the colossal waste of privatisation - as franchises want every penny, then the costs of leasing rolling stock, to run on Network Rail's infrastructure I can't see a London-centric Government shelling out for a rail project that may see around 4 months profitability in a year at best... if it goes ahead, not more old District Line stock retrofitted with Transit engines please

[LondonNorthern]

Jul 28, 2023 23:09:19 GMT ServerKing said:

Jul 6, 2023 14:28:35 GMT gwiwer said:

The branch suffers from being extremely quiet for 10 months of the year.  There are then sharp peaks of traffic in the summer school holidays (mostly at the weekend "changeovers") and for events like Boardmasters.  

The railway in 2023 is sadly not geared up for such operation.  In BR days loss-making branch lines could be subsidised to an extent by buoyant main line traffic.  But no more.  Each route must stand or fall on its own merits even when it forms part of the TOC's overall operation.  

The direct London - Newquay trains are seldom fully loaded but on a couple of days each year they can be packed.  Another factor mitigating against rail travel today is the absence of good luggage space and of on-board refreshments.  GWR no longer accept surfboard (other than small boogie boards) on their IET trains which rules them out on the through services and on all main-line connections.  There is only space for a couple of bikes.  The trolley service is often not provided at all but when it is the best that is on offer is a selection of drinks, biscuits and crisps.  Not even a sandwich for a 5- 6 hour journey.  And sometimes no hot water for drinks either.  

The Newquay branch was built with severely restricted curves and a steep bank through the Luxulyan Valley.  These limit speed and mean that from the main line at Par it takes around an hour to reach the coast.  Par isn't the ideal junction; St. Austell would be better but major works would be required to bring the line in there and the likely closure of the Luxulyan route and three stations with it.  Those are lightly used but closure could be contentious.  

So we are left with a very lightly-used, slow and relatively indirect railway which is costly to maintain and resource and which carries good loads on longer trains on just a single-digit number of days each year.  

I don't know how to make that better other than by the "St. Austell option" which if nothing else might allow a station to serve the clay villages currently at a distance from the rail network. 

I guess it's Par for the course... (gets coat)

I watched a documentary featuring Ben Elton about the state of UK railways and the colossal waste of privatisation - as franchises want every penny, then the costs of leasing rolling stock, to run on Network Rail's infrastructure I can't see a London-centric Government shelling out for a rail project that may see around 4 months profitability in a year at best... if it goes ahead, not more old District Line stock retrofitted with Transit engines please

It would be incredibly nice to see investment in the rest of the UK infrastructure wise, it seems so strange this government only have London on the agenda. Compare that with the expansion of High Speed Rail across China since the financial crisis 15 years ago - truly is shocking how much their High Speed Rail has chugged along and the investment they’ve thrown at it.

Privatisation is one of the worst things that’s happened to this country’s transport system.

[gwiwer]

Things seem to have gone quiet on the Mid-Cornwall Metro front.

Maybe it's the ongoing industrial action affecting everything. Or perhaps there is some sort of realisation that it really isn't going to meet any passenger demands but will require significant additional rolling stock and staffing. Cornwall is short of traction staff as it is. Possibly the best thing that might emerge from it is a reinstatement of St. Dennis Junction loop permitting more trains on the Newquay branch and assisting service recovery after delays.

[gwiwer]

I am hearing Chineses whispers from the ground that the Mid-Cornwall Metro concept may be dead in the water. It is important to say that these are only rumours without evidential support at this stage. But what is apparent is that the Newquay - Truro - Falmouth "coast to coast" bus U1 / U1A is the option likely to get any support that may be needed. Currently it offers a very good level of service considering the largely rural nature of the region though also provides the road link between the key centres of Truro and Falmouth serving villages which the railway does not.

That latter point is true of the northern leg between Truro and Newquay as the bus is routed via Perranporth (and St. Agnes in the case of the U1A) which offers far better traffic potential than any of the villages served by the Newquay branch railway. The stations along the latter are generally very little-used with Luxulyan, Bugle and Roche seldom seeing passengers at all. Added to which the current Westminster support for the bus industry assures anyone not entitled to free travel of paying no more that £2 (will be £2.50 from October for at least another year) which the railway cannot match. Currently Falmouth - Newquay by rail is £11.20 "anytime" one way reduced to £8.80 off-peak. No contest. The bus is also as much as two hours faster than rail depending upon connections at Par.

[wirewiper]

Mid-Cornwall Metro has moved a step closer, after Cornwall Council agreed to accept provisionally a Government offer of £50 million Levelling Up Funding. The total cost of the scheme is calculated at £57 million and would be delivered in conjunction with GWR and Network Rail.

[gwiwer]

Dec 14, 2023 18:30:32 GMT wirewiper said:

Mid-Cornwall Metro has moved a step closer, after Cornwall Council agreed to accept provisionally a Government offer of £50 million Levelling Up Funding. The total cost of the scheme is calculated at £57 million and would be delivered in conjunction with GWR and Network Rail.

Along with that there has been a statement from a former Mayor of Truro that a "new station" would better serve Truro city centre.  He wishes to see one built at Hendra Lane by the law courts.  

It is hard to see where such a station might be sited.  The railway is high on an embankment between two viaducts here, there is no vacant land at ground level and to create sufficient would require the closure of Hendra Lane, Carew Road and the demolition of numerous homes and commercial premises.  

A case in my opinion of a poorly-considered pipe-dream being given air-time.  

Truro station isn't ideally situated for the city centre but I very much doubt it could, nor ever would be, re-sited.  Local news media is suggesting the comment refers to an "additional" station but with barely a half-mile distance to the current station it would surely be a replacement.  

[TA242]

The project has gained momentum with events being held in Penryn this Friday and Saturday for the public to interact with the proposals. These include “virtual balloon flights” which offer an interactive depiction of the proposed improvements.