40 years ago today, the fourth platform at Westbury was taken out of use.  With the doubling of passenger numbers in the last 30 years, as the operational and connectional headaches that a three-platform Westbury imposes, isn't now the time to restore it?

Clock face services Swindon to Weymouth and Cardiff to Portsmouth calling at platforms 0 and 1 each hour (the Cardiff to Portsmouth overtaking the Swindon to Weymouth) with two way passenger interchange across the platform, and the reverse at platforms 2 and 3.   Two local trains an hour from Bristol calling in addition - one onwards to Frome, one onwards to Salisbury (perhaps joining or becoming a London train there).  And two long distance services calling each hour - Paignton or Exeter or Taunton to London and vice versa - all stations to Newbury, then Reading, Hayes and Harlington,  and Old Oak.

Edit - Re-reading what I have just written - I seem to be repeating what I said last year.  Good - there needs to be consistency in demand/request for long term projects!

 
More follow up at https://www.facebook.com/groups/wwrug/posts/1046294056487380

 

The business case for an extra passenger platform at Westbury was included in the analysis for the proposed Devizes Gateway station, but the case failed. Loading the cost of the works needed onto the new business generated by a new station on one of the lines was unliely to work. However, the case may well be made if you take a wider look at the benefits it will bring as all services move up to being at least hourly.

Imagine Westbury ... as part of a regional strategy - a pattern of cross platform connections, with Metro trains arriving before and leaving after expresses.

In each hour, south west bound trains:

1. Swindon to Weymouth      Platform 0   00:01 - 00:10
2. Cardiff to Portsmouth   Platform 1   00:05 - 00:06

3. Bristol to Salisbury      Platform 0   00:25 - 00:34
4. London to Exeter      Platform 1   00:29 - 00:30

5. London to Westbury      Platform 2   00:20
6. Bristol to Radstock      Platform 1   00:48 - 00:50

In each hour, north east bound trains:

2. Portsmouth to Cardiff   Platform 2   00:10 - 00:12
1. Weymouth to Swindon      Platform 3   00:07 - 00:16

6. Radstock to Bristol      Platform 3   00:20 - 00:25
5. Westbury to London      Platform 2   00:32

3. Salisbury to Bristol      Platform 3   00:40 - 00:52
4. Exeter to London      Platform 2   00:45 - 00:47

1. All stations Swindon to Weymouth (maybe from Oxford)
2. Main Line Express - Cardiff to Portsmouth
3. All stations Bristol to Salibury  - may continue to London (Waterloo) or Romsey
4. Paddington, Reading, Westbury, Castle Cary and further stations west
5. London, Reading, main stations to Newbury, all stations to Westbury
6. All stations except FFD and AVF to WSB, then Frome High St and Radstock

I am aware of a massive number of other considerations and had considered some of those as best as I can. For example, the London to Exeter overtakes the London to Westbury at Newbury, and the Swindon trains (to and from) pass each other in a dynamic loop north of Melksham.

 
When the arrangements for the Westbury resignalling became known, it took most of the local railway staff somewhat aback as it became known the Down Salisbury platform was for the chop.  Even with the lower number of passenger trains at that time compared to now, great difficulties were foreseen.

 
Perhaps a chance for "Four tracks, now" to become 4 platforms NOW 

 

Hear hear!

There’s some interesting stuff in that Signalling notices database…

https://www.signallingnotices.org.uk/scans/60/1970%20-%20S%202669%20Bristol%20Stage%206.pdf

 
Yes, let's hope it can be reinstated

It is a while since I was at Westbury, but I remember 'in my day' the single story flat roof building at the London end of the down platform housing 'Westbury Control'. Is it still used for any worthwhile purpose?

 
Westbury station is, perhaps, one of the great survivors.  Trains still head out in six different directions - via Salisbury, via Bath, via Newbury, via Chippenham, via Taunton and via Yeovil.  A number of local services have been lost - you can no longer take the train to Lavington or Lacock, nor to Codford or Cattistock, and you can no longer take trains via Radstock or Devizes.

Westbury was reduced from a station with 4 platform faces to 3 on 11th May 1984 - https://www.signallingnotices.org.uk/notices_detail.php?n_id=96


The fourth platform face remains in situ to this day, though trackless.  The running (freight reception) line outside (south of) the out of use face remains operational, and indeed frequently used. And that means that extending the platform out to the track, though possible, would not in itself provide capacity to handle extra trains - which is a pity because the station is creaking at the seams.  One or two services running a bit late, and there's a whole lot of re-platforming and passengers scurrying around, with trains held outside waiting for any of the three remaining platforms to become available.

Trying to make a business case for a fourth platform based on extra trains running to serve Devizes Gateway didn't add up.  Add in extra trains running from Swindon (up to an approrpiate hourly service), hourly at least to Yeovil, and hourly via Taunton, fill in the gaps to Salisbury to make it 2 per hour, 3 trains per hour to Bristol in a couple of weeks, and you may well have a proper case.  Looking at historic pictures (I have put some in our Transport Scholars area at http://www.passenger.chat/27461 ) the tracks on the 4th platform were well polished - it was no disused siding!

Here is the track diagram as from 1984, and the platform as it is now as well as one old picture whcich shows the layout at the London end prior to that.









Let's hope that Westbury's fourth platform can rise Phoenix-like from the empty trackbed some time in the next few years. We probably don't need quite the exotic pointwork - a single lead at each end is all that is needed in terms of pointwork.