5th May 2026
The Langport Transport Group were delighted to read of the success of the Charfield Station Project in Gloucestershire, which can be seen at the link below. But what about Somerset?
Charfield shows what can be achieved – so why is Somerset still waiting for Somerton & Langport?
The announcement that the new £41.7 million Charfield Station is under construction and due to open in Spring 2027 is excellent news for South Gloucestershire. It demonstrates what can be achieved when there is a clear regional rail strategy, backed by political commitment and long-term investment.
However, it inevitably raises an important question for Somerset.
A tale of two stations
Charfield is a village of around 2,500 people, with nearby communities increasing its catchment to fewer than 10,000 people. The business case forecasts approximately 87,000 passenger journeys in its opening year, rising to around 154,000 annually by 2042.
By comparison, the Restoring Your Railway Strategic Outline Business Case for Somerton & Langport identified a catchment of approximately 53,000 people—many times larger than the population directly served by Charfield. More importantly, the business case forecasts around 253,000 passenger journeys in the station’s opening year, with demand expected to continue growing thereafter. That is almost three times the number of journeys forecast for Charfield in its first year, underlining the strength of the case for restoring rail access to one of Somerset’s largest communities without a railway.
The difference is striking.
* Charfield serves a relatively small rural community and surrounding villages.
* Somerton & Langport would serve two historic market towns and a much wider rural population across Mid Somerset.
* The Somerset proposal has the potential to connect tens of thousands of people with employment, education, healthcare and leisure opportunities across Taunton, Yeovil, Castle Cary, Bristol, Exeter and London.
The evidence is compelling. The challenge is turning that evidence into delivery.
More than just population
Charfield has not succeeded simply because of its size.
The project has benefited from being part of the West of England’s MetroWest programme, where new stations are viewed as part of a long-term integrated transport strategy. The station supports housing growth, provides bus and cycle interchange, reduces road congestion and is treated as essential transport infrastructure rather than a stand-alone railway project.
Somerton & Langport offers many of those same opportunities.
A new station could:
* Reconnect one of Somerset’s largest communities without a railway.
* Reduce dependence on the A303 and A37 corridors.
* Provide sustainable access to employment and education.
* Improve access to healthcare.
* Strengthen tourism across the Somerset Levels and surrounding market towns.
* Integrate with local and inter-urban bus services.
* Support planned housing and economic growth.
A question of vision
Perhaps the biggest difference is not the business case.
It is the strategic vision.
The West of England has spent more than a decade developing MetroWest, identifying new stations, protecting rail corridors and integrating rail investment with housing, employment and wider transport planning. New stations such as Ashley Down, Portway Park & Ride and now Charfield have all emerged from that long-term commitment.
Somerset has ambitions for better transport, but it has yet to produce a comparable long-term rail strategy that identifies where new stations should be delivered and how they fit into future economic growth.
The result is that neighbouring areas continue to move forward with new railway infrastructure while Somerset risks falling behind.
What happens next?
The comparison with Charfield should not be about asking, “Why them and not us?” Instead, it should encourage Somerset to ask, “What do we need to do differently?”
The campaign for Somerton & Langport Station must now move into its next phase.
Firstly, we must continue to build political support across Somerset, ensuring that local communities, businesses, parish and town councils, Somerset Council, MPs and transport partners speak with one voice. A united campaign will carry far greater weight with Government and the rail industry than isolated voices.
Secondly, the proposed station must become firmly embedded within Somerset’s emerging Local Plan and other strategic planning documents. It should be recognised as essential infrastructure that supports sustainable housing growth, economic development, education, healthcare and tourism. Every significant development in the catchment should be planned with future rail connectivity in mind, strengthening the case for investment.
Thirdly, Somerset should align its transport thinking with the ambition being demonstrated by its regional neighbours. The West of England has shown what can be achieved through MetroWest, with a pipeline of new stations and integrated transport investment. Somerset now needs an equally ambitious programme that identifies where new stations, improved rail services and better bus connections can unlock economic growth and create better-connected communities.
That vision should not stop at Somerton & Langport. It should embrace opportunities across the county, including Wellington, the Taunton–West Somerset corridor, Bridgwater and Gravity, improved connectivity through Castle Cary, enhanced rail access across South Somerset and stronger integration between bus and rail. Public transport should be planned as a single network rather than separate modes, making journeys easier, more reliable and more attractive.
Finally, Somerset should develop a robust, evidence-based Rail and Bus Transport Strategy that aligns with neighbouring authorities, national transport priorities and the county’s ambitions for housing, employment and sustainable growth. Investment increasingly follows places that have a clear vision, supported by credible evidence, strong partnerships and deliverable plans.
Charfield shows that new stations are no longer just aspirations—they are being delivered.
If Somerset is to secure the transport infrastructure its communities deserve, it must demonstrate the same level of ambition, strategic planning and partnership working.
The case for Somerton & Langport has already been made. A catchment of around 53,000 people and forecast demand of 253,000 passenger journeys in the first year provide a compelling case for investment. The challenge now is to ensure the station becomes an integral part of Somerset’s long-term transport strategy, backed by a clear delivery plan and a county-wide commitment to creating a modern, integrated rail and bus network.
The real question is no longer whether Somerset needs new railway stations.
It is whether Somerset has the vision and determination to deliver them.
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Draft quote from Phil Edge, Chair of the Langport Transport Group
“Charfield demonstrates what is possible when there is a clear vision backed by long-term commitment. The evidence supporting a new station at Somerton & Langport is strong, with a catchment of around 53,000 people and forecast passenger demand significantly higher than many new stations currently being delivered. Our campaign is not simply about reopening a station; it is about giving communities the transport connectivity they need to support jobs, education, housing and sustainable growth. We look forward to working with Somerset Council, the West of England and Government to ensure Somerset develops the same ambition for integrated rail and bus transport as our neighbouring regions.”
Issued by:
Langport Transport Group
Campaigning for a new railway station serving Somerton & Langport and better integrated public transport across Somerset.
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