Dorset Metro

[PTR 444]

Found this article on the Dorset Echo yesterday:

'Dorset Metro' to improve rail links across the region

Work on a potential ‘Dorset Metro’ that will provide greater rail links across Dorset will begin this summer.

www.dorsetecho.co.uk

WORK on a potential ‘Dorset Metro’ that will provide greater rail links across parts of Dorset will begin this summer.

There are also planned improvements to the Weymouth to London Waterloo service.

A strategic outline business case will be developed for initially an additional all stations train service running once an hour between Wareham and Brockenhurst, in both directions.

This will investigate if this is feasible, and what upgrades are needed to make this happen.

Documents published show the extent of plans which could be implemented across the conurbation.

The draft BCP Council local plan, which has been submitted for examination, says the plan will explore the potential for a Dorset Metro for a more frequent rail service across the area.

It says: “Work will be undertaken, in conjunction with the Department for Transport, Network Rail, train operating companies and other agencies, to support the opening and improvement of local rail stations and the Dorset Metro concept to provide additional rail services where these primarily facilitate short distance passenger journeys across the BCP area.”

Another document, the South East Dorset Urban Mobility Strategy, produced by the Dorset Local Enterprise Partnership with both BCP and Dorset Councils in 2020, set out a desire to implement this Dorset Metro by 2040.

This could include regular services through a new railway station at Talbot Heath to serve both universities, as well as reopening the former Boscombe station, purely for local services, the document said.

Within the draft local plan’s infrastructure delivery plan, possible costs for these stations are listed at £23million and £21million respectively, with a time scale up to 2039.

The Dorset Connectivity Strategic Study from Network Rail in December 2021 said that closing both the Wareham and Poole level crossings would be ‘key’ to any service changes in the area.

Other changes this document said could be needed are power upgrades beyond Poole and track layout revisions and remodelling at Bournemouth Station, with the potential for new platforms.

Potential new connections to Bournemouth Airport, Ferndown and Ringwood were also included within this study.


A Network Rail spokesperson said: “Dorset Council and Western Gateway STB have provided funding to support Network Rail in developing a Strategic Outline Business Case (SOBC) for the Dorset Metro concept.

“This work will begin this summer and investigate the feasibility for one additional, all stations, train service per hour between Wareham and Brockenhurst (in both directions), infrastructure changes in the Bournemouth area to improve performance and operations and improvements to the Weymouth to London Waterloo service to provide a more even service interval.

“The Dorset Metro would be similar to the ‘Devon Metro’ concept which is about incrementally increasing service frequency in the Exeter ‘Travel to Work Area’. In this case, it is about connecting the Bournemouth and wider Dorset (and Hampshire) areas to employment, services and leisure opportunities.”

An interesting idea, although i’m skeptical whether there is the capacity to run a Wareham to Brockenhurst stopper in addition to the existing Waterloo - Weymouth and Southampton - Bournemouth services. I’m not so sure about reopening Boscombe and Tablot Heath stations. The former is very close to Pokesdown and the latter is still quite a long walk from the universities in quite an affluent area where most households will drive.

 

[swt_passenger]

A Brockenhurst to Wareham stopper operated hourly most of the day before 2007, I think some ran east of Brockenhurst in the peaks?

I doubt anyone ever called it the Dorset Metro back then though. It operated in conjunction with an hourly Waterloo - Weymouth, and an hourly Waterloo - Poole. IIRC it ended specifically to allow for the 2 tph Weymouth service.

Can anyone realistically see Labour government policy supporting this, because I can’t.

 

[jupiter]

HA HA HA HA. A train service to Bournemouth airport you say. HA HA HA HA HA HA HA. Very funny. If whoever thought or wrote that was being serious about public transport to the airport they'd PUT A BUS ON. Or, alternatively, they could take take down the sign that says "No Pedestrian Access" and provide a pavement to walk on.

 

[PTR 444]

HA HA HA HA. A train service to Bournemouth airport you say. HA HA HA HA HA HA HA. Very funny. If whoever thought or wrote that was being serious about public transport to the airport they'd PUT A BUS ON. Or, alternatively, they could take take down the sign that says "No Pedestrian Access" and provide a pavement to walk on.

Yes, it’s a bit of a pity that the once hourly bus service was cut back to a few journeys per day and diverted to take a longer route via Northbourne. If I had my way I’d be looking at reinstating the old A1 bus service, with an additional Christchurch - Wimborne link to supplement it.

But in an ideal world, Bournemouth, Christchurch and Poole needs a proper tram network with a trunk line linking the three towns, as well as branches to Wimborne, Ferndown and the airport.

 

[brad465]

If you're going to turn it round at Wareham, would it be worth considering an extension to Corfe Castle with battery stock, especially in the summer? The branch won't get electrified and the heritage railway won't like regular services to Swanage, but a service all the way from Brockenhurst will make the section from Worgret Jct to Corfe Castle a relatively small proportion of the journey.

 

[WibbleWobble]

Yes, it’s a bit of a pity that the once hourly bus service was cut back to a few journeys per day and diverted to take a longer route via Northbourne. If I had my way I’d be looking at reinstating the old A1 bus service, with an additional Christchurch - Wimborne link to supplement it.

But in an ideal world, Bournemouth, Christchurch and Poole needs a proper tram network with a trunk line linking the three towns, as well as branches to Wimborne, Ferndown and the airport.

The service was originally paid for by the Airport, the rerouting was to try and pick up some of the local workers once that funding was withdrawn - that's why the service is timed around shift times.

 

[Snow1964]

When I was growing up in New Milton (1970s) the idea of a cross Bournemouth train was proposed few times. Never came to anything, but I vaguely remember someone did work out could extend the Bournemouth bound platform to 12car and have an 8car bay platform on other side. They even left space when car park was laid out about 50 years ago. There was formally a goods siding there so trackbed is already there. Just needed simple facing crossover and points into the bay on straight track west of the station.

As for the idea of line to Bournemouth airport, possibly not as barmy as it seems, there was a line through Hurn, although it closed about 90 years ago, but the southern end near Christchurch survived until about 1970 (to serve a waterworks). In engineering terms a spur to the airport is dead easy being flattish heathland. However the airport doesn't really have many flights (even though it has longer runway than Southampton or Bristol), so economically makes no sense, unless it can steal holiday flights from Gatwick.

 

[jupiter]

I live 20 minutes from it and while I’ve flown from there many times, I prefer Gatwick. The traveller experience is, shall we say, primitive.

There’s a massive local opportunity there. Unsure why that isn’t being exploited more rather than the unsuspecting punters who are fleeced to get in and out. First move, regular bus service.

 

[Grecian 1998]

Hmm. The current Weymouth - Waterloo timetable allows 19 minutes between departing Poole and Bournemouth for the fast train stopping at Parkstone and Branksome, and 15 minutes for the semi-fast train, which doesn't. 16 and 15 minutes westbound. Not particularly impressive for a journey of less than 6 miles and a major reason why services aren't faster, although granted the stop at Bournemouth needs to be long enough to attach and detach a second 444.

Given that, two more stations in BCP is probably going to cause a further slowdown. I can't see that being popular in Dorchester or Weymouth. Unless someone genuinely thinks that the centre roads can be put back to allow non-stop services through Bournemouth - about as likely as the occasional suggestion on here for XC to skip Birmingham New Street, or Liverpool-Norwich to omit Sheffield.

In terms of an additional Wareham-Brockenhurst stopper, worth remembering that the SRA (the extinct one, not the Solicitors' Regulatory Authority) axed the Southampton - Bournemouth section of London Victoria services in 2003 due to a lack of capacity. Nothing additional has ever replaced it, and AFAIK capacity hasn't increased.

 

[brad465]

Hmm. The current Weymouth - Waterloo timetable allows 19 minutes between departing Poole and Bournemouth for the fast train stopping at Parkstone and Branksome, and 15 minutes for the semi-fast train, which doesn't. 16 and 15 minutes westbound. Not particularly impressive for a journey of less than 6 miles and a major reason why services aren't faster, although granted the stop at Bournemouth needs to be long enough to attach and detach a second 444.

Given that, two more stations in BCP is probably going to cause a further slowdown. I can't see that being popular in Dorchester or Weymouth. Unless someone genuinely thinks that the centre roads can be put back to allow non-stop services through Bournemouth - about as likely as the occasional suggestion on here for XC to skip Birmingham New Street, or Liverpool-Norwich to omit Sheffield.

In terms of an additional Wareham-Brockenhurst stopper, worth remembering that the SRA (the extinct one, not the Solicitors' Regulatory Authority) axed the Southampton - Bournemouth section of London Victoria services in 2003 due to a lack of capacity. Nothing additional has ever replaced it, and AFAIK capacity hasn't increased.

Pokesdown used to have fast lines (it certainly has a gap in the centre of the running lines that implied through lines existed here once), which would probably be both more economical to reinstate and make far more sense than skipping Bournemouth if looking for somewhere a fast service can overtake a slower one. This also though depends on how well the timings line up without a major timetable re-jig, and how long is suitable for a stopper to sit there waiting for a fast. Signalling definitely needs upgrading to 3 aspect throughout as a minimum, but ideally 4 aspect with more services overall.

 

[30907]

Given that, two more stations in BCP is probably going to cause a further slowdown. I can't see that being popular in Dorchester or Weymouth.

I wouldn't expect the Weymouths to make additional stops.

In terms of an additional Wareham-Brockenhurst stopper, worth remembering that the SRA (the extinct one, not the Solicitors' Regulatory Authority) axed the Southampton - Bournemouth section of London Victoria services in 2003 due to a lack of capacity.

That wasn't a stopper, though.

Pokesdown used to have fast lines (it certainly has a gap in the centre of the running lines that implied through lines existed here once), which would probably be both more economical to reinstate and make far more sense than skipping Bournemouth if looking for somewhere a fast service can overtake a slower one.

It would slow down the stoppers significantly, even without having to wait for the fast to split at BMH.

I can't see an ideal timetable as I imagine New Milton and Christchurch would object to losing the semi fast London (which has run for over a century) and Branksome/Parksome likewise. The least worst I can see is for all the fasts/semis (or half?) to split at Brockenhurst (is that possible?) or even Soton, and for the Weymouth portions to call Bournemouth-Poole-Wareham then all.
The second portion would be the all stations (+/- Sway?).
Doesn't solve the LC issues though, and 4tph at Wareham wouldn’t help the Swanage Railway through service (if that isn’t beyond help) without additional facilities.

 

[brad465]

I wouldn't expect the Weymouths to make additional stops.

That wasn't a stopper, though.


It would slow down the stoppers significantly, even without having to wait for the fast to split at BMH.

I can't see an ideal timetable as I imagine New Milton and Christchurch would object to losing the semi fast London (which has run for over a century) and Branksome/Parksome likewise. The least worst I can see is for all the fasts/semis (or half?) to split at Brockenhurst (is that possible?) or even Soton, and for the Weymouth portions to call Bournemouth-Poole-Wareham then all.
The second portion would be the all stations (+/- Sway?).
Doesn't solve the LC issues though, and 4tph at Wareham wouldn’t help the Swanage Railway through service (if that isn’t beyond help) without additional facilities.

How easy would adding 1 or 2 platforms in the centre of the station be? This could allow a fast to overtake a stopper and for passengers to change between the services according to destination. This used to be seen at Southampton Central with the Waterloo-Poole stopper sitting there for about 15 minutes while a Weymouth train arrives later and departs earlier.

 

[PTR 444]

How easy would adding 1 or 2 platforms in the centre of the station be? This could allow a fast to overtake a stopper and for passengers to change between the services according to destination. This used to be seen at Southampton Central with the Waterloo-Poole stopper sitting there for about 15 minutes while a Weymouth train arrives later and departs earlier.

Looking at a satellite image of Bournemouth station, it appears that there is enough room to install a single additional track and platform between the existing tracks, or two additional tracks while making use of platforms further down the line.

If the first option is implemented, this would allow a fast to overtake a stopper, but in one direction only.

With the second option, you could make it so that heading westbound, the fast train can bypass a stopper in platform 3 but still call at platform 4. To achieve the same in the other direction however, you would need to build a new platform 5 on the up line opposite the existing platform 4.

In conjunction with this, I would also build a brand new entrance on the south side where the existing small car park is to the left of the current entrance. The current one is way too small for passenger demand and should have been repurposed long ago.

 

[zwk500]

How easy would adding 1 or 2 platforms in the centre of the station be? This could allow a fast to overtake a stopper and for passengers to change between the services according to destination. This used to be seen at Southampton Central with the Waterloo-Poole stopper sitting there for about 15 minutes while a Weymouth train arrives later and departs earlier.

It'd be difficult but doable, if you rejigged the sidings. I did come up with a layout where the existing downside siding was converted into a platform 4 bypass, and a middle platform added as an up loop or centre turnback which would also make the shunting a bit easier. Bournemouth does have a big constraint in the arch bridges either end, particularly the east end due to the rail curve and road junction.

 

[AlastairFraser]

But in an ideal world, Bournemouth, Christchurch and Poole needs a proper tram network with a trunk line linking the three towns, as well as branches to Wimborne, Ferndown and the airport.

Yes, although a tram train could make use of the existing rail line from Poole to Branksome and then use the old railway alignment past the Bournemouth "traincare depot" alongside Wessex Way into the town centre, and then run as a tram eastwards.

 

[gc4946]

It's very difficult providing extra services based on the lines currently in existence.
If there was an unlimited pot of money, I'd reopen the former Somerset & Dorset line as far as Blandford Forum, the "Castlemans Corkscrew" line from Broadstone to Ringwood via Wimborne, the route (closed 1935!) between Christchurch and Ringwood passing near Hurn and introduce light rail between Poole, Bournemouth and Christchurch.

 

[MarkyT]

It'd be difficult but doable, if you rejigged the sidings. I did come up with a layout where the existing downside siding was converted into a platform 4 bypass, and a middle platform added as an up loop or centre turnback which would also make the shunting a bit easier. Bournemouth does have a big constraint in the arch bridges either end, particularly the east end due to the rail curve and road junction.

Here's my scheme. The main feature is a new full-length up platform #5 opposite #4 and a middle 'escape road' for an express using it to overtake a stopper in #2. This would mirror the feature you describe for overtaking a stopper in #4 which I've also shown. I reckon #5 would fit but need to stretch all the way to the west bridge (Beechey Rd) and SDO might still need to isolate a door or two at the back, unless the bridge was rebuilt, which I'd say was feasible if inevitible expensive. The major bridge at the east end of the station (Holdenhurst Rd) looks very much more difficult and disruptive to modify. Due to the awkward geometry it imposes I've shown my 'up escape' road from #5 joining the down line briefly through the bridge before regaining the up line via the existing left hand crossover. With the #1 bay turnout in this area there's no space to join the line directly to the up main.

 

[30907]

How easy would adding 1 or 2 platforms in the centre of the station be? This could allow a fast to overtake a stopper and for passengers to change between the services according to destination. This used to be seen at Southampton Central with the Waterloo-Poole stopper sitting there for about 15 minutes while a Weymouth train arrives later and departs earlier.

Sorry, it may be desirable for other reasons, but the point of a Dorset Metro which is to provide connectivity across the Bournemouth conurbation, and sitting in a loop anywhere makes it much less attractive.

 

[Meerkat]

What’s the destination for the service, as Bournemouth station isn’t all that convenient. Surely Boscombe is so close that it would be better to get the bus?

 

[30907]

What’s the destination for the service, as Bournemouth station isn’t all that convenient. Surely Boscombe is so close that it would be better to get the bus?

Wareham and Brockenhurst are the proposed termini, both a little way outside the urban area but operationally practicable.

 

[Meerkat]

Wareham and Brockenhurst are the proposed termini, both a little way outside the urban area but operationally practicable.

Sorry, I meant the expected destination of the passengers, not the trains.

 

[30907]

Sorry, I meant the expected destination of the passengers, not the trains.

I doubt there is one "super-destination" though I note that a station is suggested at Talbot Heath (presumably near the long-gone Meyrick Park Halt) to serve the universities (a good 3/4 mile to the north of it). As you say, the centre of Bournemouth isn't well served by rail.
The question is, would the cross-Bournemouth traffic be enough to justify the additional services? I don't know what present patterns are like, but I can well imagine that cross-city travel is tedious.