The slightly arched truss span is over 40m long. You could get multiple additional tracks under there if desired, say for a yard extension. Note the apex roofed signalling relay room under the bridge.Yes I thought that the bridge was built wide enough to take another track (even a fast one) but that it would involve slewing the other lines over to accommodate it. In other words a very complicated and expensive bit of work?
The up main didn't move in the mid 80s remodel. First, the up relief was taken OOU under the old signalling. Then S&T used the space created to lay new cable routes, erect signal structures and equipment cabinets. These would all require moving further out (at natural renewal date for least cost) and some of the straight post signals might require replacement by more expensive bracket structures.
Has Wellington definitely been canned? I know Cullompton has, but my local MP asked the Chancellor about Wellington in parliament at the end of July, and she used language to the tune of it still being fine (and as misleading parliament has consequences, one would assume this is true).
It works both ways though. When we stayed in Whitby we travelled on a NYMR train to Pickering and back, which we probably would not have done if we had had to change at Grosmont.
I agree the existing platform is of little use. I don't think there's any public access to it currently. A site alongside Great Western Way near the Heritage Centre would be good for access. Here's a layout idea with minimal track changes beyond a new WSR platform line and run round:
That assumes that there is some sort of (stand-alone) business case for a Norton station, which I doubt - unless it were replacing Silk Mills P+R which is only a little further East.
I'm not claiming a business case, just suggesting an outline idea that would probably work operationally. In mainline terms, the station would consist of two through platforms with no track or signalling changes. I cannot see it replacing the current bus-based P&R, as that serves stops more convenient for many than the railway station in the town centre. The station's primary mainline function would be an edge town railhead station for nearby housing and employment. It could be pedestrian-connected to the P&R site if desired. Additional parking might be situated in fields between the two sites. While some people might use services calling there to travel to Taunton if their destination was close to the station or they were interchanging for longer distance travel, I expect it would be more useful to people travelling further afield; Exeter, Bridgewater, Weston, Bristol, places a local service might serve.
Unfortunately I have to tell that there never was the "Minehead bay", it was used only as a last resort if the terminating train (from anywhere) could not be accommodated in the Up Relief platform, because it didn't align with the crossovers to move the stock back to the Down side. After the 1930s station rebuild it ended up squashed against the Railway Street railings, not even space for a run-round line. It would be impossible for a separate operation. As can be seen, now trackless, here
That wouldn't matter for a DMU service, whether run by WSR, GWR or the new lot Go-op, who seem interested in this region. However, aerial view shows it widening towards the buffers. There would be enough room for a loop around 3 or perhaps 4 coaches.Unfortunately I have to tell that there never was the "Minehead bay", it was used only as a last resort if the terminating train (from anywhere) could not be accommodated in the Up Relief platform, because it didn't align with the crossovers to move the stock back to the Down side. After the 1930s station rebuild it ended up squashed against the Railway Street railings, not even space for a run-round line. It would be impossible for a separate operation. As can be seen, now trackless, here
