Cornwall Metro funding approved

[sor]

I see that "Reach" have decided to write an article largely about random social media comments and very little that could be considered actual journalism.

As far as any arguments about 'existing usage being low' with regard to the intermediate stations on the Newquay line, I believe in the adage 'build it and they will come', i.e if the service is regular and reliable enough, then passenger usage will grow. Since the stations do not get a stopping service at all in the summer, its no wonder hardly anyone uses the trains at the moment. And since the train operation simply swaps out the main line train for the branch when it is required to run long formations in the summer, it suggests that the purse strings will be very tight indeed with regards to having any (try not to laugh) 'spare units' loitering around.

And - because it bears repeating - if the existing station is inaccessible and useless then of course the usage numbers will be very low. I spent most of my life living on one of the Atlantic Coast Line stops and I have never used the local station for this reason. I always went straight to St. Austell or Bodmin. I may very well start using this for my occasional visits if the MCM upgrades sort this out.

I would also say that I'd probably never use it to go to Newquay. Truro is more likely, as is going east (so the GWR PAYG extension to Plymouth, apparently being put in place as part of the MCM works, will be useful there too)

I'm not going to proclaim this to be another Okehampton in terms of its success, but I think I share the same adage.

Build it and they will come - yes, but who? There's not much of a population in the area, and the few people there are will be getting a 2 hourly year round service (one of the justifications for the work was not having to reduce the local service to allow for long distance seasonal traffic).

That's pretty good for those kinds of station, and if traffic booms then more trains can call in future. But it's right to focus on Newquay as the main source & sink of traffic on the line.

My understanding is that the investment is being justified on potential population growth. Bugle and Roche have the advantages of a relatively central location and are near enough to Newquay, St. Austell, Bodmin and Truro, and they are literally next to the A30. Victoria (they probably never should have changed the name of the station now called Roche!) also has the industrial estate. This makes them a target for development. All well and good if infrastructure comes with it. The new bypass has made a huge difference and hopefully the MCM also contributes as well.

 

[DynamicSpirit]

Yes it probably would, but at the expense of usage in Newquay.

What is better, doubling numbers at a country halt from 20 a day to 40 a day, or for Newquay to go from its current 150,000 a year to the half million plus it should be delivering. Even with the improvements, the service to Newquay is still too slow, and every minute saved will have a significant impact on that number.

I just checked out the passenger figures. Newquay, as you say is on just over 120K/year. All the other stations on the branch combined reach only about 20K between them. If Newquay is currently generating 6x as many passengers as every other station combined, then I can see why you'd want to focus on providing the best possible service to that station.

Having said that, I can also see the argument that there's potential for growth in the other stations if only they get a decent service. And I'd be a little worried that if - as seems likely, we end up with an hourly service to Newquay but only every other train stopping at the intermediate stations, that means the timetable for Newquay passengers won't be quite clockface, which isn't good for passengers at Newquay (even though it's a lot better than at present).

 

[Zomboid]

In the current public timetable the non stop trains have the same journey time as the stoppers. Most likely if there is a differential it'll be eaten in the turnaround time at Newquay/ reversal at Par.

 

[Geep]

In the current public timetable the non stop trains have the same journey time as the stoppers. Most likely if there is a differential it'll be eaten in the turnaround time at Newquay/ reversal at Par.

There is another operating train service consideration which needs to be taken into account, and that is potential delays and recovery. Operated in future with a high occupation of the single track, there are inevitably going to be delays, both inherently from the service itself, but also imported from main line services. For instance, at the beginning and end of each hourly train service cycle, there will inevitably be two trains in the vicinity of Par station at the same time, with pressure to vacate the main line for through expresses.

Delays happen, they are a fact of life, and there needs to be an adequate recovery allowance built into the timetable. I suggest that is the primary reason for GWR not accepting hourly request stops at little-used stations, and agree that is a necessary element for recovery. I would go further with the train pattern, and say that of the return trip Par - Newquay - Par, one direction should ideally be limited request stops and the other all request stops, to even up the time recovery element.

 

[nanstallon]

On my trips to Newquay, with request stops, most of them are in fact required. Sometimes all of them. Benching recommended keeping the line open, but closing all the intermediate stations. They were never formally proposed for closure, though.

== Doublepost prevention - post automatically merged: 11 Oct 2025 ==

I have always been puzzled that St Blazey station was closed as long ago as 1931. It is reasonably close to the village; certainly closer than Roche station to its village.

 

[Geep]

But then St Blazey has had a highly effective main line station, namely Par, with no need to bother about connections.

 

[Geep]

We are not in touch with reality, apparently. Out of interest, I did a search on Google for "St Blazey railway station closure", and guess what, AI tells me:

St Blazey railway station has not closed to passengers and is still operational, particularly for branch lines in Cornwall. However, the historic St Blazey engine shed, which was located near the station, closed to steam engines in 1962 and is now used for industrial units. The signal box at the station is still in use for mechanical signalling on its branch lines.

• Passenger services:
  The station remains open and operational for passengers on the branch lines it serves."

Personally, I have started adding -AI for some Google searches now where accuracy is needed!

A different source said:

St Blazey station closed to the public on 21 September 1925 but continued to be used by workmen's trains to Fowey until 29 December 1934.

Source: Quick, M. E. (2002). Railway passenger stations in England, Scotland and Wales – a chronology. Richmond: Railway and Canal Historical Society. p. 373. OCLC 931112387 via Wikipedia

 

[Sir Felix Pole]

St. Blazey lost its purpose when the through service between Newquay and Fowey was withdrawn in 1929 - it lingered on a bit longer with unadvertised workmens' trains until 1934. The line to Fowey was converted to a road in 1968 for china-clay lorries.

Par station is a bit of a misnomer - it is neither in Par or St. Blazey!

 

[Snow1964]

Network Rail have issued media regarding today's reopening a second platform at Newquay

Newquay has a second platform in operation for the first time in 38 years today (Tuesday 18 November) as trains return to the branch line after Network Rail’s engineering work.

The station on the north Cornwall coast has only had a single platform in use since October 1987, when the signal box closed. But now, the introduction of new, digital signalling sees two platforms restored.

The work prepares the railway for the introduction of Mid Cornwall Metro (MCM). An hourly train between Newquay and Par will begin next year, more than doubling the current service. A direct link from Newquay to Falmouth, via Par, St Austell and Truro will follow.

Digital signalling, controlled at Goonbarrow signal box, replaces the “token” system, where a train driver was given a physical object by the signaller to use the railway line. The method ensured only one train was travelling on the single-track line at once.

Network Rail has now completed several pieces of work for MCM. The second platform at Newquay was completely rebuilt and new track laid to bring trains to it. A new “loop” was constructed at Goss Moor to allow trains to pass each other. Track was replaced near St Blazey and a major refurbishment took place to the 152-year-old Ponts Mill viaduct, which carries the branch line over the River Par.

MCM is funded by Government and Cornwall Council and is being delivered by Network Rail in partnership with the council and GWR.

Second platform open at Newquay with branch line ready for Mid Cornwall Metro

Newquay has a second platform in operation for the first time in 38 years today (Tuesday 18 November) as trains return to the branch line after Network Rail’s engineering work.

www.networkrailmediacentre.co.uk

 

[mikestone1952]

Apologies if this has been mentioned - RTT and the NRT both show the Newquay branch times as until 4th April, but no such remark on the pdf from the GWR website.

 

[Eoch]

The December NESA shows that TCB is commissioned for the entire line. St Blazey and Goonbarrow Junction still control their respective section of line.

 

[Kite159]

Bit of a silly question which has probably already been answered, but is the new platform at Newquay the one labelled as platform 2 on RTT?

Or is platform 2 the 'original' platform and platform 1 the new* one?

(* Or reinstated)

 

[jamieh27]

Bit of a silly question which has probably already been answered, but is the new platform at Newquay the one labelled as platform 2 on RTT?

Or is platform 2 the 'original' platform and platform 1 the new* one?

(* Or reinstated)

Yes the rebuilt platform is Platform 2.

 

[Kite159]

Yes the rebuilt platform is Platform 2.

Thanks, gives me an idea for Monday with a spin to Newquay after a farewell run on a HST.

 

[DynamicSpirit]

Yes the rebuilt platform is Platform 2.

Sorry for the request for clarification, but for those of us not familiar with the details of the works at Newquay station, it's not at all obvious whether 'rebuilt platform' means the new one or the old one (since an already existing platform can be rebuilt). Which one do you mean?

 

[Brush 4]

The 'new' one was an existing platform as well.

 

[jamieh27]

Sorry for the request for clarification, but for those of us not familiar with the details of the works at Newquay station, it's not at all obvious whether 'rebuilt platform' means the new one or the old one (since an already existing platform can be rebuilt). Which one do you mean?

I was rebuilt the old one was demolished due to it subsiding, Network Rail rebuilt it with raised platform and tactile paving.

 

[Kite159]

Sorry for the request for clarification, but for those of us not familiar with the details of the works at Newquay station, it's not at all obvious whether 'rebuilt platform' means the new one or the old one (since an already existing platform can be rebuilt). Which one do you mean?

The one which was previously out of use with no track, the one which got reinstated.

Or the one where the train doors will open on the right hand side when a train arrives from Par

 

[PR102]

The one which was previously out of use with no track, the one which got reinstated.

Or the one where the train doors will open on the right hand side when a train arrives from Par

Prior to October 1987, there were three platforms, with platform 1 being the one recently reinstated. Platform 2 'the middle one', has been used as the only platform between 1987 and now. Platform 3, facing the supermarket, was retained as a siding in the 1987 cuts, but was then removed in 1992 when the main buildings were demolished.

The new version of platform 1 is only about a third of its original length, being cut back from full use originally in about 1983, due to becoming unstable/requiring heavy repair. I'm not 100% certain but, much of its length is supported on pillars that may have become unstable.

 

[Gloster]

All three platforms were in use until the box closed on 11 November 1987, after which only No.3, the southernmost one, remained. On 18 January 1988 the single line was diverted into No.2, the opposite face of the same platform, where the line had been shortened by two chains.

Source: Cooke’s Diagrams, Section 11, Third edition (2019).

 

[Brush 4]

You would have thought relaying the track on the other side of the platform would be the preferred option, returning it to an island platform. Satellite shows a private car park, then a line of bushes up to the buffer stops.

 

[fgwrich]

You would have thought relaying the track on the other side of the platform would be the preferred option, returning it to an island platform. Satellite shows a private car park, then a line of bushes up to the buffer stops.

It was considered then decided against due to the summer Saturday traffic. If you’ve got a platform full of people with large luggage waiting to join an IET to Padd, then that narrows the platform for those using the Cornwall Metro Service.

 

[Requeststop]

Just wondering as to why there are not any runes from Falmouth Docks to Par and back, presently maybe even on a say 2 hourly basis, to try out what is to come when the Newquay branch is ready and possibly iron out problems in the future?
Is it lack of stock? I've not seen any 175's running down here as yet but saw some runs during November and December. Are 175's due to run on the 'Metro'?

 

[dciuk]

Just wondering as to why there are not any runes from Falmouth Docks to Par and back, presently maybe even on a say 2 hourly basis, to try out what is to come when the Newquay branch is ready and possibly iron out problems in the future?
Is it lack of stock? I've not seen any 175's running down here as yet but saw some runs during November and December. Are 175's due to run on the 'Metro'?

My understanding is 2 x 150 units will be released from the Okehampton branch when it goes over to 175 running allowing these 150's to be used for the Cornish Metro, but when I recently asked in the 175 thread if the 175's had been cleared for Okehampton, apparently not yet. I think they are also planning to clear 175's to Falmouth and possibly Newquay, but not sure they will reguarly be seen on these branches

 

[3RDGEN]

RTT data for the Summer timetable shows the Par - Newquay local service running approx. hourly but there's no trains to Falmouth. The Mid Cornwall Metro website confirms 2026 for the hourly service with the comment "extending to St Austell, Truro, Penryn & Falmouth in the future" which was always the plan. GWR may not be that confident of resourcing two extra units for May 26.

 

[Eoch]

On the May 26 timetable provided by RTT, one unit runs Par-St Columbs Road(x)-Quintrell Downs-Newquay shuttles, and one unit runs Par-Luxulyan(x)-Bugle(x)-Roche(x)-Quintrell Downs-Newquay shuttles, on alternate hours during midday. This is a a bit unfortunate, as customers between the two request stop groups must wait an hour for the next train.

 

[Kite159]

On the May 26 timetable provided by RTT, one unit runs Par-St Columbs Road(x)-Quintrell Downs-Newquay shuttles, and one unit runs Par-Luxulyan(x)-Bugle(x)-Roche(x)-Quintrell Downs-Newquay shuttles, on alternate hours during midday. This is a a bit unfortunate, as customers between the two request stop groups must wait an hour for the next train.

How much demand is there between St Columbs Road & the other request stops (i.e. Bugle?)

 

[Eoch]

According to the origin-destination matrix(ODM),demand between St Columbs Road and the other three request stops for the last FY, 2024-2025 are 85(Bugle)+52(Roche)+3(Luxulyan) = 140 passengers. From https://railalefan.co.uk/labs/flowstats/SCR/.

 

[Farigiraf]

On the May 26 timetable provided by RTT, one unit runs Par-St Columbs Road(x)-Quintrell Downs-Newquay shuttles, and one unit runs Par-Luxulyan(x)-Bugle(x)-Roche(x)-Quintrell Downs-Newquay shuttles, on alternate hours during midday. This is a a bit unfortunate, as customers between the two request stop groups must wait an hour for the next train.

To add to the inconvenience, most of the off-peak Newquay trains have 15-25 minute connections at Par to/from Penzance services. So from Truro, Falmouth, St Austell etc, the train still won't be a suitable alternative to the bus even after the frequency increase. A through service would certainly improve things.

 

[Starmill]

To add to the inconvenience, most of the off-peak Newquay trains have 15-25 minute connections at Par to/from Penzance services. So from Truro, Falmouth, St Austell etc, the train still won't be a suitable alternative to the bus even after the frequency increase. A through service would certainly improve things.

Even with a through service it will still be very slow at an hour for Newquay to St Austell. I really don't think it's wise to be getting your hopes up!

On the May 26 timetable provided by RTT, one unit runs Par-St Columbs Road(x)-Quintrell Downs-Newquay shuttles, and one unit runs Par-Luxulyan(x)-Bugle(x)-Roche(x)-Quintrell Downs-Newquay shuttles, on alternate hours during midday. This is a a bit unfortunate, as customers between the two request stop groups must wait an hour for the next train.

Barely anyone uses those stations to go anywhere, let alone between two of the villages. Realistically this isn't going to be changing any time soon either as the villages aren't growing very much.