When it was announced that electrification would only come as far as Newbury we wrote to both Claire Perry (MP that covers Bedwyn) and Richard Benyon (MP that covers Hungerford and Kintbury) asking them to investigate how this affects our stations. They both received the same reply from the Minister Transport, Theresa Villiers – after the year 2016 the diesel Turbo trains will not be allowed to run between Reading and Paddington. This means that Kintbury, Hungerford and Bedwyn would be on a diesel Turbo shuttle service to Newbury or Reading.

Since then we have met with the DfT and have managed to move the conversation on. The DfT are now saying that bidders for the forthcoming Great Western Franchise need to make robust proposals of how Kintbury, Hungerford and Bedwyn will be served post electrification.

We responded to the DfT Franchise Consultation with the following document:  BTPG Franchise Consultation Response

The DfT are proposing that through services to Exeter will be in two categories – (i) A fast service between Paddington and Exeter (first stops Reading and Taunton) using the existing HST trains and (ii) A semi-fast service, using new IEP trains (these are bi-mode trains that can run under the wire to Newbury and then diesel thereafter), between Paddington and Exeter (stopping at additional stations such as Newbury, Pewsey and Westbury). Further details of this proposal, along with a complete review of how we see the future of services on the Berks & Hants line, are in our keynote document A Review of Train Services On The Berks and Hants Line

We are running a campaign to get our frequency of service and stops at Kintbury, Hungerford and Bedwyn on all the semi-fast IEP Paddington to Exeter service, included in the forthcoming franchise document for the Great Western route. Both Clair Perry and Richard Benyon are fully supporting us.

If you support us please let us know on the following email address:

Please include your name, address and the station you use (Bedwyn, Hungerford or Kintbury). We’ll then write to the MP covering your station stating you support our proposal.

Alternatively you can write direct to your MP at “House of Commons, London, SW1A 0AA” and ask them to continue to petition the DfT to include this proposal in the forthcoming franchise document for the Great Western route.

The following are further background arguments against the affects of electrification:

• For many years trains described as ‘Paddington to Bedwyn Turbo semi-fast’ have operated over the 66 mile route. The proposed ‘Bimode semi-fast trains’ will operate over a distance of 173 miles (including the current 66 miles). The use of 125mph trains along with a likely reduction in station dwell times (compared with the HST) should ensure that stops at Kintbury, Hungerford and Bedwyn do not impact upon the timing of longer distance services. Additionally stations such as Pewsey, Westbury and Castle Cary would enjoy a greater frequency of service so any increase in travel time (due to adding stops at Kintbury, Hungerford and Bedwyn) would be offset.  Therefore BTPG can see no valid reason why these trains should not take up the same stopping pattern as far as Bedwyn (i.e. Paddington, Reading, Theale, Thatcham, Newbury, Kintbury, Hungerford and Bedwyn).Passenger numbers for stations from Bedwyn eastwards are already well established (and also likely to be under-reported due to poor revenue collection), so omitting these stops would actually be counter-productive.

• If an hourly off-peak service is to be maintained any omission of stops west of Newbury would require the provision of a Turbo shuttle, at least to and from Newbury and, as being pointed out by Theresa Villiers, more likely to and from Reading. This would considerably increase costs and may also be difficult to operate due to the lack of a west-facing bay at Newbury. BTPG would accept some Turbos (as far as Newbury or Reading) to operate additional peak and some late evening services (to maintain and hourly service off peak and half hourly at peak times) where it’d be impractical to have that level of service going on to Exeter.

• There is a real fear that the rail operator might be tempted to also serve Aldermaston, Midgham and Newbury Racecourse on a diesel shuttle service between Reading and Bedwyn; giving Kintbury, Hungerford and Bedwyn an even slower service to and from Paddington.

• 66% of passengers that board at Bedwyn travel to Paddington. It makes no sense to remove the direct Paddington trains.

• Bedwyn has 22/23 weekday calls in each direction at present giving an hourly service for most of the day, with roughly two trains an hour during the peaks. Therefore, any specification which significantly reduces calls or frequency will simply not be acceptable for station users. Of these calls, 12 trains in each direction (just over 50%) run through to and from Paddington. Again any significant reduction would be unacceptable. If implemented this would inevitably lead to large numbers of passengers driving to stations such as Newbury or Andover (this has previously happened).

• At present Bedwyn has four trains a day to the west which would be lost under the proposals as they currently stand. Experience shows that going east to connect with a westbound train (e.g. at Newbury) has poor connection times where the timetable is geared to connect to an eastbound train to Paddington. Therefore allowing Kintbury, Hungerford and Bedwyn stops on the ‘Bimode semi-fast trains’ would resolve this issue and give the region excellent commuter possibilities to such places as Exeter, Bath, Bristol, Cardiff, Salisbury and Southampton.

• BTPG would also oppose any suggestion that these semi-fast trains should only stop at ‘larger’ stations such as Hungerford. Bedwyn in particular acts as a railhead for Marlborough and a wide surrounding area, and there would still be a need to run an additional shuttle to cover Kintbury and Bedwyn.

• At peak times passengers who change trains at Reading find it notoriously difficult to find a seat. Terminating all services at Reading will disadvantage all passengers from Bedwyn, Hungerford and Kintbury.

• Passengers have deliberately moved into the area for the direct Paddington service. Any change may force passengers into costly house moves and would likely cause a general reduction of local house prices.