Issue 20, Summer 2005
Table of Contents
Editorial
Editorial The ‘Tarka Special' visit to the line on 25th June
A Poignant Occasion Chairman's Report
Here we are with another issue and it was only about three or four weeks ago that I was trying to gee up the rest of the committee members to produce content for the magazine, because I could see problems filling it. However I underestimated the effect of my words in the last editorial, for in a short space of time contributions have been coming in from everywhere, and it has now been the case of what to leave out! (hence the shortened editorial).
Rovers and Rangers
Much of this issue's content is a heavier read than usual, and details of this are in the Chairman's report, but this is due to the amount of activity occurring over the past few months, and our concern that all members should be able to see the content of our correspondence with various organisations.
The Green Goddess visits Barnstaple
Interspersed with the heavier items there are those where members have been able to share their rail related experiences with us, and we will always find room for these to ensure that the overall content is a suitable and varied mix.
Readers Write
Please make a special note in your diary of the details of the AGM, which I hope many of you will be able to attend, and in the meantime enjoy the summer, and please try and make use of the line as much as you can.
News from along the Torridge A European Perspective Annual General Meeting 2005 Greater Western Franchise Stakeholder Consultation Document Jazz Train to Eggesford Bikes on Trains News Update and Miscellany The Tarka Line Working Party Report Background to proposals for Devon and Cornwall branch line blockades 2005/06 Type of Work Done in Blockades
Launch of Eggesford Area Partnership Leaflet and Website Membership Matters New Members Committee Meetings (Members Welcome)
Andy Hedges
A Poignant Occasion On Saturday 25th June on platform 2 at Exeter St Davids, First Great Western HST power car no 43139 was named "Driver Stan Martin 25th June 1950—6th November 2004" in memory of the driver who lost his life in the level crossing accident at Ufton, west of Reading, last year. Alan Wilkinson
Chairman's Report Since the last edition of the Magazine, our work has been dominated by two issues – the new Timetable and the new Franchise. The new Timetable is a major step forward towards our goals as set out in our Policy Document – Securing the Future, which, it will
be recalled, was sent to and endorsed by members. The principles that it contains – morning and evening stopping commuter trains in both directions, an hourly off peak service stopping at "Railhead" stations, evening trains serving certain smaller stations when no buses run – were adopted by Wessex Trains and endorsed by the Exe Rail Partnership. The new timetable meets many of our aspirations, albeit that two of the railheads – Copplestone and Yeoford – have very long gaps in the afternoon and the weekday service does not yet apply on Saturdays, although the Committee are working to achieve this. The Committee were very actively involved in the launch of the new service, producing summary Timetables and posters and also a connections poster giving details of onward connections available at Exeter to a wide range of destinations. The new railhead at Copplestone was given a rousing send off by a party of schoolchildren from the village Primary School who then enjoyed a ride to Barnstaple and back. One of the benefits was a morning arrival at Exeter Central sufficiently early for city centre employees to reach their place of work – the train also connects well with Paddington and Waterloo services at St Davids. However, there remains some concern that there is no early service connecting into the Golden Hind and giving a London arrival by 1000. As regular passengers will know, the Devon and Cornwall Rail Partnership recently carried out a week long survey to find out traveller's views about the timetable and also their attitude to the fares charged. The outcome of the survey, which produced a very high number of comments, will form the basis for further discussions for the future. The future is what the new Franchise is about. It will last for up to ten years and so it is absolutely vital that our voice is heard. I should like to pay tribute to the Committee who, on your behalf, have been working very hard in this regard over recent months. The Strategic Rail Authority (SRA) issued a "Stakeholder Consultation Document" setting out their views on what the new franchise should and should not include against a background of the Government wishing to save money. Some of the issues raised have been widely reported – such as the possible withdrawal of the overnight sleeper service to and from Penzance. What was not reported was that the off peak service on the Tarka line was restricted to two hourly, calling only at Crediton and Eggesford, totally ignoring all the hard negotiations we have had with Wessex Trains resulting in the railhead timetable, and particularly the fact that all trains now once again call at Umberleigh during the week. Consequently an emergency interim response was sent to the SRA, which can be read on page 8, followed more recently by a full response and the full text of this can be seen on page 11. Against this background we have been very fortunate in being able to meet each of the three short-listed franchise bidders. These are Stagecoach Rail (who presently operate South West Trains and hold a 49% stake in Virgin Rail), First Group (who presently operate First Great Western and Great Western Link) and National Express Group (the current operators of Wessex Trains as well as a number or franchises elsewhere). To assist our discussions we produced a briefing paper that was sent to each of the bidding teams prior to the meetings. A copy is on page 25. We were listened to in considerable detail by each of the teams and discussions ranged over other issues such as fares, revenue protection, evening services and so on. The preferred bidder should be known by the end of the year and the new Franchise will start next April. We are fortunate in that the Tarka Line is proposed to be designated as a Community Railway. This will give us all (the new operator, the Devon and Cornwall Rail Partnership, Devon County Council and ourselves) the opportunity and a few years to demonstrate that costs can be reduced and passenger numbers increased sufficiently to give the line a secure future. Our speakers at the AGM (see Notice on page 7) will be addressing the issues of costs, but increasing the number of users is in large part down to us. Thus it is vitally important that we all use the line as much as possible and urge our friends and families to do so as often as they can. How about two or three trips during the summer holidays using the new range of Ranger and Rover cards? John Phillips Chairman
Rovers and Rangers
Wessex Trains have introduced an excellent range of Rover and Ranger tickets but none extend to the Sunday Exeter to Okehampton service. The Tarka Line Day Ranger costs the same as a Barnstaple to Exeter day return ticket but can be used for unlimited travel on the day. Similar tickets exist for all Devon and Cornwall branches except for Exmouth and St Ives although one is expected for the latter. It is difficult to know in what circumstances this will be used on our line except possibly for the Rail Ale Trial and comments would be welcome. At a cost of adult £14, child £7 and Railcard holder £9.25, the Devon Day Ranger gives excellent value, as besides all Devon stations it also includes Gunnislake and Taunton. This ticket is available on the 9.01 from Barnstaple and all day at weekends. Members might like to put forward ideas for bargain trips; a shopping/sightseeing day to Taunton is simple. A trip to Paignton and then by steam train to Kingswear and boat to Totnes can also be done in reverse.The journey to Totnes and steam trip to Buckfastleigh on the South Devon Railway is another possibility. Provided one does not mind a mile and a half walk each way from Calstock station a visit to the National Trust property at Cothele is possible. Alternatively a trip to Calstock can be done from Plymouth one way by boat and the other by train. The Cornwall Day Ranger operates on the same principle and with the same price as a Devon Day Ranger. The Freedom of Devon and Cornwall is not available before 9 a.m but includes Taunton, Axminster and all station at the West, for 3 days travel in 7 it costs £40 or £26.40 for children and Railcard holders; there is also an 8 day out of 15 Rover. Curiously the most innovative Rover ticket only appears on a separate leaflet which is not yet available in Barnstaple. This is the Cornwall Passport to Freedom. Any 3 days in 7 at £40 and £26.40 for children and Railcard holders this ticket gives discounts at National Trust properties and the Eden Project and is also valid on Truronian and Western Greyhound buses. The big breakthrough is that it is also valid on First buses and Cornwall and Devon. Thus anyone living miles from a railway can for example catch a First Bus from Barnstaple to Plymouth at e.g. Meeth 8.01 Hatherleigh 8.11 Okehampton 8.35 and Lydford 9.00 and arrive at Plymouth railway station at 10.21. This very welcome innovation will hopefully be extended by the new franchisee, as it opens up many possibilities throughout Devon and Cornwall and could bring awareness of railway journeys to many areas where people have long forgotten them. Finally why are these tickets not widely advertised and sold through tourist information centres and other distribution points; after all visitors to our area will be keen to make use of them if only they knew about them. Hugh Butterworth
News from along the Torridge The Bideford and Instow Railway Group's annual open day will be held on Sunday 14th August from 10am until 5pm, with the main theme being "VE/VJ celebrations " and "Bideford at War". In this connection we would welcome participants who are prepared to attend in appropriate services/civilian outfits, or who are prepared to bring any appropriate memorabilia for display. The 3 day "Bideford 150" event held at the end of May was a great success with the Sunday featuring a re-enactment of the 1855 event. The mayor of Bideford, Councillor Mrs Marion Sankey, welcomed the "first train" which was played into the station by the Bideford Youth Pipe Band. Following appropriate speeches, the mayoral party boarded the train, formed of Hibberd Planet diesel loco "Kingsley" plus BR standard goods brake van, for two return journeys. During the day visitors were treated to entertainment by the pipe band and the Phoenix Morris Dancers, and were able to inspect the new carriage (former electric DTC No 76350) still undergoing preparation for operations, together with the group's heritage displays. Sunday's event formed part of the annual Bideford Combined Transport Event with appropriate displays on Brunswick Wharf and Bideford Quay Alan Wilkinson Bideford and Instow Railway Group
A European Perspective
I recently visited relatives in Belgium, and decided to use Eurostar and Belgian railways. Also, there was a good connecting train from Exeter to Waterloo. The Waterloo service would benefit considerably if it didn't have to stop at so many minor stations, two hours from Exeter to Salisbury really is too long to be competitive. But the single track infrastructure does not allow different markets to be served by different trains. This is a shame because it would appear that this line would carry far more traffic if it could develop more appropriate services to serve different travel needs. I am sure that the very few Waterloo bound passengers joining at Pinhoe wouldnt mind switching to a fast train at Honiton, if that train didn't also have to stop at the likes of Tisbury. And why, oh why, does the one through service from the South West to the Solent area have to get there via Westbury? A huge potential market for rail is being ignored because the investment for re-doubling the track is not forthcoming. If Exeter-Waterloo is a tale of under investment and short sightedness, then surely the Channel Tunnel Link is the antithesis. When soaring oil prices and the need to rein in the profligate pollution caused by short haul air flights causes the economy flight bubble to burst (and that may be sooner than many believe), then surely high speed links like this will come into their own. Shame we have only got the one. To travel in comfort and safety at 180 mph may seem an extravagant demand, but this is the 21st century, and we either ration travel or find alternatives to motorways and short haul flights, or the 22nd century will be one I am glad I have no chance of witnessing! Western Europe, apart from the UK that is, is busily supplementing its 19th century rail network with modern High Speed Links. Not only that, but the old network is being upgraded and improved, and giving value for money. It seems in the UK we are afraid of change and afraid of big decisions as being far too expensive. Yet we contrive to waste huge sums on admistrative changes and excessive bureaucracy At my relatives village, on a busy branch line, I found out that my return train to connect with Eurostar at Brussels was at 11.25. I decided to spend a bit longer in Brussels on the way back, and asked them when might an earlier train run. "10.25 and 9.25, of course" was the answer. The fact that these people, who are not regular travellers, added the "of course" as if I was being somehow disingenuous, speaks volumes as to the difference in culture and expectation. Trains that run on time to a regular clockface pattern are taken for granted in most of Europe. I live in hope that one day that may be the case here, but first we need to learn some simple lessons. User friendly timetables, efficient use of resources, simpler fare structures (no family railcard in Belgium, but accompanied children travel free) and above all investment to bring services into line with potential demand. In Belgium, over the last 15 years I have seen electrification, track capacity increased, new lines being built, and good services taken for granted by the travelling public. But one thing they certainly wouldn't do over there is build a new shelter and disabled ramp at a station used on average by just one person a day. Perhaps its because they have compulsory voting and proportional representation, but I shouldn't stray into the realm of politics now, should I? Patrick Adams
Annual General Meeting 2005 Please don't forget that the group's AGM is to be held on : Thursday 27th October The Old Town Station. Barnstaple 6.30 pm We shall be pleased to see as many existing members as possible on the night, and will be especially pleased to welcome any new members. Full details will be posted to you nearer the date
Greater Western Franchise - Stakeholder Consultation Document Exeter – Barnstaple line We propose submitting a full response to this consultation in due course. However, we feel that it of the utmost importance to write to you now, because of the tight timescale and a fundamental flaw in Section 6 relating to the proposed timetable in respect of the Exeter Barnstaple line. Firstly, however, I should like to say that we very much welcome the proposal that the line should become a Community Railway and look forward to its designation as such. We already have one station fully adopted by the local community and will be taking the next step in involving local people in a station gardens competition next year. Secondly, we acknowledge and welcome the commitment to absorb the RPP and Devon County Council funding for the service into the Franchise and this will remove a considerable amount of uncertainty. However, this combined funding allows for twelve trains per day and yet the proposals set out in the document specify a two hourly off peak service with hourly peak frequencies. We produced a carefully researched document entitled "Securing the Future" which assessed the needs of existing and potential passengers. The biggest potential market is the growing greater Barnstaple area (Including places such as Bideford and Braunton) and also towns such as Ilfracombe. For the train service to be attractive as a link to the County town (especially bearing in mind that there is no effective alternative bus link) and access to the wider rail network, it needed to be as fast and frequent as possible. On the other hand, recognising social inclusion and the need to serve the rural communities through which it passes, a way of serving them had to be devised. Thus we came up with the proposal for an hourly service stopping at a limited number of "railhead" stations, which would serve a wider catchment area and be provided with car parking. The stations that have finally be chosen are Barnstaple, Umberleigh (capable of serving South Molton and Torrington as well as the rural settlement in the area), Eggesford, Copplestone (in view of the considerable housing development currently taking place and also the confluence of the A377 and A 3072 roads), Yeoford (because of its isolated location with very poor road access) and Crediton. This proposal was eagerly supported by both Wessex Trains and the Exe Rail partnership of local authorities, which is led by Devon County Council. The new Monday–Friday timetable introduced on 12 June is the first important step towards realising these aims. Although not yet hourly it will be seen that the railheads are all enjoying an enhanced service with Umberleigh now served by all trains. There is a long afternoon gap at Copplestone and Yeoford due to infrastructure constraints, but we are hopeful that these could be at least partially be overcome in the reasonably near future in consultation with Wessex Trains and Network Rail, with both of whom we have built excellent relationships. Having fought long and hard for these improvements, we would be horrified if the service were to revert to what you are specifying with off peak trains stopping only at Crediton and Eggesford. As a matter of urgency, we would ask you please to reconsider this and amend the specification to the Franchise bidders accordingly. I turn now to the question of hourly trains. In order to achieve this it would require the provision of three additional return journeys per day, and you would obviously need to be satisfied that their provision would represent value for money. In support of this I would suggest the following: Other similar lines (eg the Bittern Line) have an hourly service and which have produced significant increases in usage. The potential market, especially in greater Barnstaple is capable of being exploited, especially with serious and growing road congestion, particularly in and around Exeter. This will require a carefully targeted marketing campaign coupled with the provision of attractive fares offers – work on which is currently underway by the Devon and Cornwall Partnership and Wessex Trains. A combination of a clockface hourly service with reasonable fares would be a very marketable product. It would also generate
additional worthwhile business from intermediate stations. Loadings surveys are showing a growing use of the line echoing the situation nationally. The new Barnstaple Western By-pass will mean that all buses from the Bideford direction (including town services) will directly serve the station (with the potential to further develop through ticketing initiatives). As these operate at standard times each hour, the certainty of an hourly train connection will make this a very attractive proposition. The By-pass will also ease access from places such as Braunton. An hourly service is seen as essential by all stakeholders – Wessex Trains, Devon and Cornwall Rail Partnership and the County and district authorities as well as ourselves. Although many of the above cannot be expressed in strict financial terms, we are firmly of the view that the package would lead to an overall increase in use, more than justifying the cost of the additional trains. Finally, you may like to know that we are in the process of meeting the Franchise bidders and, in view of the tight timescale, to whom we are sending a copy of this letter.
Jazz Train to Eggesford Following previous successes, the first of this year's series departed from Barnstaple on Friday 10 June at 1800, formed by a fully loaded 153 single car unit, and including the Steve Tucker All-Stars jazz band. The party de-trained at Eggesford for the short walk to the Fox and Hounds country hotel followed by about two hours of music, drinking, and dining. Returning to the station in time for the 2116 to Barnstaple formed by a more spacious 150 two car unit we found the train already fairly full of weekend passengers who appeared surprised at least that their journey should be literally ending on such a high note Alan Wilkinson
Bikes on Trains I've just returned from a week of cycling and camping on the Hebridean islands of Coll and Tiree in Scotland. As usual I went by train with my bike including doing the Caledonian Sleeper (Euston-Crianlarich and Fort William-Euston. Whilst loading my bike with all its luggage onto the various Wessex, FGW, and Scotrail trains, I reflected the ease/ordeal of taking one's bike by rail nowadays. This article notes a few of my own experiences of bikes on trains over the years. Back in the good old 1980s when old first generation DMU's and loco hauled trains reigned supreme it was so easy to take the bike on the train. As a railway enthusiast I often knew of the train formation as the train came into the station and I was usually able to find the brake van or half brake easily. No reservations were required and it was free to take one's bike anywhere and almost at anytime. By the 90s a cycle fee and reservation was required as most areas were now using ‘Sprinter/Express' DMU's or some restricted space at the end of the train within a DVT or HST guards trailer coach. I found difficulty on occasions particularly with the 158 units. Inter-City trains were no problem providing you had booked. Rarely a guard asked if I had a reservation. No one ever put labels on their bikes and there were no hooks or straps provided to secure your bike. Also I recall there were few if any cycle labels externally on the train adjacent to the space available. My most regular trip with the bike (as well as Barnstaple-Exeter) was over to Ireland via Fishguard or Holyhead. HST's were fine on most of the boat trains but I recall a tricky occasion once at Fishguard when the guard forced off a Cl.150 the 3rd cyclist (who hadn't booked). With only 2 trains a day on that line the poor chap was faced with a long ride to Haverfordwest or a long wait – hardly good customer relations! Now in the 21st century all these new trains are not so cycle friendly. At least the FGW HST's remain and there are now free reservations. On the Tarka line at least our refurbished Wessex Cl.150s have some space but I always question the seating layout at ‘the luggage end'. Bikes have to be angled across with the front wheel poking out into the aisle or the vestibule. The removal of a couple of seats would alleviate this. Tip up seats are a good idea for use when no bikes are in this area. On Virgin Voyagers my first ‘bike experience' saw an unnecessary dash from one end of platform 5 to another as I was unsure which end to go and there was no external cycle label at the standard class end (where the bikes do in fact go). Finally my trip to Scotland went off fine even with the Scotrail staff moving my bike with luggage from one van to another at 0400 !
This took place at Edinburgh whilst the sleeper train divided up and the seated coaches including the brake van for the Fort William portion was added. On the Scotrail 156's I was required to remove my luggage from the bike and hang it from the special hooks due to the sheer number of passengers, their luggage and another bike. Personally I feel that more consideration should be made by the ‘whizz kids' aircraft (sorry train!) designers in their provision for cycles and luggage. Not every train passenger is a commuter just with a briefcase, laptop and mobile phone. Provision should be made for the increasing leisure market particularly on our routes in the S.W. Otherwise the only holidaymaker touring cyclists you'll see are the ones who have brought their own bikes on the back of their cars. Nigel Thompson
News Update and Miscellany A Grand Day Out: Children from Copplestone Primary School meeting the train that would take them on a trip to Barnstaple and back after the launch of the improved service to Copplestone that started in June. Photo courtesy of Rachel Griffiths, Image Rail Ballast trains have been running again since April on Tues, Weds and Thurs from Westbury to Meldon Quarry, returning at about 10.30 to Westbury/Oxford worked by Freightliner Heavy Haul. Unbelievably these trains reverse and the loco runs round in St Davids station to avoid the costs of using Exeter Riverside Yard operated by EWS! Further displaced, but not life expired, rolling stock has arrived at Meldon Quarry for storage; recent arrivals being 8 Mk III coaches made redundant from West Coast Expresses now worked by Pendolinos. Present Meldon/Okehampton/Sampford Courtenay trains are worked by a 2 car Hampshire diesel unit. The Mk III sleeper coach at Meldon is being refurbished for use in connection with wine and dine evening trains for overnight accommodation. For full details of times and for 'Dartmoor Belle' luxury trains telephone 01837 55637 or visit www.dartmoorrailway.co.uk Nearby Okehampton Army Camp will be staging a Military weekend on 10/11 Sept and the annual Winkleigh Airfield Bus collection open day is on Sun 2 Oct. The revived Lynton and Barnstaple Railway at Woody Bay station continues to establish itself as a popular and growing tourist attraction in the North Devon area. Steam loco worked passenger trains returned to the line on 20 March for the first time since closure in 1935, and trains are now regularly worked by steam. For full details telephone 01598 763487 or visit http://www.lynton-rail.co.uk . Wessex operated local services in Devon continue to struggle to meet their punctuality target of 92% arrival at destination on time or up to 5 minutes late. Latest 4 weekly period for May was 87% for Devon, 88.4% for Bristol and 97% for Cornwall, and the previous 12 months for Devon was 90% against the target of 92%. From observations there are numerous reasons for the poor performance of Wessex Devon services, which traditionally were 90-95%. These reasons include slack station work due to poor supervision (principally at Exeter St Davids), tight and unrobust timings, temporary speed restrictions, such as the 10 mph on Pill Bridge near Barnstaple due to rotten timbers (the track is at last scheduled to be switched to the former Up line part of the bridge on 17 July), and also wear and tear mechanical problems with the extensive fleet.
Tony Hill
The Tarka Line Working Party Report 100,000 copies of the new line guide have been distributed. The guide covers the Tarka, Avocet( Exmouth) and Riviera (Paignton) lines. Funding was provided by the Exe Rail partnership. New rail ale trial leaflets have also been launched, funded by the Countryside Agency, which now lists 19 pubs. Now that the Sunday service has been improved why not visit some of the pubs for Sunday lunch? The Eggesford Area Partnership is now working well, funded jointly by Forest Enterprise and the Countryside Agency. A leaflet promoting Eggesford and public transport to it has been prepared, and preparations are also being made for a web site. Eggesford is increasing in importance as it is now a rail head for a wider area. Details of forest walks from the station are also being prepared. Members will recall that shopping trips both to Exeter and Barnstaple, and late evening shopping nights were made available during the run-up to Christmas. This resulted in 229 Devon Evening Out tickets from Barnstaple being sold, cheap day returns were up by 690 compared with the previous year, and 67 Devon Evening Out and 144 cheap day returns were sold at Exeter. The negotiations concerning Barnstaple stationmaster's house have fallen through, we asked that the County Council revive its offer to draw up plans not only for the house of also for better lavatory facilities. First Bus are providing buses from the station to the bus station which can be used by disabled travellers who will then be able to use the shop mobility facility. Passenger numbers from January to April were 67,700 compared with 66,000 in 2004 and only 47400 in 2001; was the line affected by flooding into 2001? a once regular occurrence which now happens only rarely. A Plus Bus scheme for Barnstaple is being launched; this means that for a slightly increased rail fare the ticket may be used on buses in the Barnstaple area. We await further details. The new timetable was discussed and we referred to the rail head stations and asked for information as to how these stations, Umberleigh, Eggesford, Copplestone, and Crediton were to be promoted, also what effect the over 60s free bus passes announced in the budget will have on the train service. Hugh Butterworth
Background to proposals for Devon and Cornwall branch line blockades 2005/06 The principal benefit of these blockades is the ability to free up weekend and midweek access for the mainline and BAE. These lines have very limited maintenance access and it is important to make the most of these opportunities. There is, therefore, a very significant advantage if the work on the branch lines is not competing for the same time and resources. Barnstaple Branch The line has a particular issue with longitudinal timber bridges, where there is an imminent need for extensive replacement of timbers. This work actually commenced in 2003/4. The nature of this work is such that it makes very good sense to do this in blockades, as the setting up and post-possession ‘making good' renders normal weekend possessions inefficient, particularly in view of the limited number of road/rail access points on the line. The consequences of not doing this work are likely to be Temporary Speed Restrictions (TSRs) over the bridges. There is also a need to maintain the momentum of pro-active sleeper replacement initiated with the recent mechanised re-sleepering project. Although that project has removed most immediate concerns, there will be a definite need for further sleeper changing in two
years time. A major element of this will include large numbers of sleepers which are not suitable for the mechanised system due to clearances or isolation, which will need to be replaced using conventional means. Although rail depth and sidewear are not immediately urgent problems at the time of writing, they will start to become an issue in 2005/6. A programme of work will need to be started in 2005/06 to prevent a ‘bow wave' building up and causing backlogs of work and the imposition of TSRs in the future. Routine maintenance activities such as fishplate oiling are also done much more effectively in blockades. For example the spring fishplate oiling on the Barnstaple branch would normally take 8 weeks, this is done in less than half this time when blockade working is possible. Similarly vegetation management (including flailing) is done in less time and thereby ensures compliance with PWSI 9 and improved visibility for signals and crossings. We believe there is a good case for the 4 weeks of blockades on the North Devon line in 2005/06, which can be tailored to coincide with school holidays. This could be arranged to take place either side of each week-long blockade on the Paignton branch. The absolute minimum requirement is for a total of two weeks of blockades, without which we believe that TSRs for longitudinal timber bridges and rail condition will be inevitable. It is understood that in the event of blockades being arranged. Wessex would favour a '24 hour a day' policy on this line, rather than ‘off-peak' hours only. In general the benefits are a more efficient use of resources, which means higher work output on the branches, resulting in fewer TSRs and attaining compliance with Group and Line Standards. As a result, it is important to note that a policy of blockade working on branch lines offers significant advantages for maintenance on the main lines. Efficiency is achieved by reducing the amount of setting up, reinstatement and clearing away time compared to actual working time. In a typical 6 hour possession less than 50% is spent doing actual work. This is definitely the most efficient way to tackle the larger jobs. Where work is done during daylight hours there is a greater level of safety and efficiency, no artificial lighting required and lower resource costs. More efficient working on the branches results frees up funding and resources for work on the main lines. Mid-week access on branches for the bigger jobs releases more resources for weekend work on the main lines, which is when better maintenance access is normally available. Using resources on day shifts for branches results in more productive rostering and consequently better resource provision for midweek night work on the main lines, including work which requires planned single line working. Blockade working has enabled the maintenance contractor to compensate for certain practical limitations caused by the introduction of RIMINI. As a result of the recent blockade policy, the maintenance contractor has been able to exceed the Annual Plan targets. However, the Asset Teams, which have to work under normal maintained access arrangements, have struggled to meet targets for mandatory work. Efficiency in blockades is further enhanced where this is combined with other works, such as track renewals and/or structures work. Where resource prioritisation means that track renewals on branch lines have to be deferred, enhanced maintenance access will be required for work such as reballasting, mini relays, palliative lifts etc. on the branch lines concerned. This is optimised when done in ‘blockade' format. In the event of budgetary limitations in 2005/06, the provision of more efficient maintenance access should see more output for a given level of funding. The maintenance contractor has proposed a policy of double crewing of On-Track Machines - by day on branches and by night on the mainline. This would increase the amount of tamping achieved at the cost of fuel and crew only. However, the volume of work needs to be sufficient to pay for cost of additional training of crews, etc.
Type of Work Done in Blockades Work Rerailing IRJ Replacement
.. Reason for work and benefits Remove/prevent rail defects, broken rails, sidewear etc. Improve track circuit reliability, address rail end problems
SandC components Welding type repairs SandC welding and grinding Fastening replacement Repadding SandC refettling Resleepering Eradicate wet beds Reballasting Regulating Tamping and stoneblowing Level Crossing Longitudinal Timbers Tree felling Flailing
Remove/prevent rail defects Remove/prevent defects, broken rails, rail end dip Improve/restore switch and crossing profiles Remove obsolete, broken or loose fastenings with consequent better performance Prevent track defects and improve track circuit reliability Prevent/rectify loose rails, ensure satisfactory track quality Remove defective sleepers, prevent gauge widening Remove wet beds, twist, top alignment – improve ride quality Remove clogged ballast, ensure compliance, improve ride quality Remove excessive ballast, covered sleeper ends Improve track and ride quality Inspection - ensure compliance and satisfactory track condition – avoidance of possible future defects Renew timbers, ensure good track quality over bridge Remove dangerous trees – benefits during adverse weather Remove vegetation encroachment, better signal sighting etc.
Some of the above items will also include work to remove non-compliances and/or maintain compliance with standards. Network Rail
The Green Goddess visits Barnstaple The headboard carried by the Hastings DEMU formation After coming down from Hastings to Exeter, on the W.R mainline the Green Goddess, a seven car formation of preserved Hastings DEMU stock, ascended the bank to Exeter Central and dropped off tourists wishing to visit the city centre. After returning to St David's she was berthed in platform six on the far side of the station and was nearly empty when I joined just after one o'clock for the 13.26 run to Barnstaple. In the next half-hour the train filled up with some of the enthusiasts who had come down from Hastings and London on the train named the 'West Country Cruiser' together with local enthusiasts such as myself who were just riding the Tarka Special. A special headboard was placed on the front of the train and the power car 'Mountfield' led the seven car formation north out of platform six a little late at about 13.40. There were stops at Crediton and Eggesford for operational reasons, at Eggesford before and after the level crossing, where we crossed the regular service train. Our stop at Barnstaple was very brief of necessity, as there is no loop or siding in which to park an excursion train. We returned after about 15 minutes with the two power cars on the other end of the train now leading, 'Hastings' carrying the driver and headboard with its passenger accommodation locked out of service isolated from the rest of the train by the non-gangwayed front of 'Tunbridge Wells'. We had a photo stop at Eggesford where we crossed another regular service train. Being now at the rear of the seven car formation I was off the platform here, but at a second longer photo stop (and longer platform) at Crediton I was able to get out, and noticed that the refreshment room in the old station building did brisk business. Then with arrival back at Exeter St Davids it was all over. This time we came into platform one nearest the road and the Goddess waited there for about 20 minutes. More or less on time at 16.26 with 'Mountfield' leading she proceeded northwards over the Red Cow level crossing, and snaked over the crossovers outside St Davids to rejoin the London bound W.R mainline and start her circuitous route back to Hastings. The sun didn't shine on the day, but the rain didn't fall either, the trip was pleasant, and refreshments were served from a buffet car and from a trolley as on a mainline train. Perhaps something that we as a society should consider in the future is promoting the idea of a siding or run round loop in Barnstaple so that any future excursion train could stay a little longer to allow passengers to go into
the town. William Davies
Launch of Eggesford Area Partnership Leaflet and Website On a drizzly Thursday in June the Enjoy Eggesford leaflet and website were launched with a whistle stop tour of some of the places to visit in Eggesford. Guests included members of the press, business information and local councillors. NDRUG was represented by Hugh Butterworth. The day started at the station (where else!) where a 1950s bus, that used to run between Exeter Central and Exeter St David's Station, met the trains from Exeter and Barnstaple to take invited guests to the Fox and Hounds Country House Hotel. Here the chair of Eggesford Area Partnership, Nigel Skinner, from Eggesford Airfield, and the Forestry Commission's Head Ranger, Graham Dallyn, gave an introduction into how the group started and details of the leaflet and website. The website has been put together by local web designer Dick Fulcher and includes photos from local photographer Alan Jacobs. The new publications and the hotel facilities were available for viewing and then it was off on the bus again, back to the station. Here Lyn Winter, from Devon and Cornwall Rail Partnership, told guests about Wessex Trains ‘adopt a station' plans and how people can get involved with their railway station. The leaflet and website projects have been funded with help from the delegated fund from the Countryside Agency that the Rail Partnership administers. Then it was time to head off to the Forestry Commission's Hilltown site, and the Queen's Stone, where our Queen planted a tree back in 1956. Here we were also introduced to Taw Valley Ventures, a new adult education enterprise teaching rural skills and environmental appreciation, set in this beautiful forestry site. Hilltown is just one of several Forestry Commission sites for walking at Eggesford with picnic and toilet facilities. Back across the railway crossing to All Saints Church with it's stunning monuments. Here we were treated to a very interesting potted history of the Earls of Portsmouth and the local landowning Chichester and Fellows families. On then, to Eggesford Gardens for lunch with Pixie Maynard and Jonathan Parish. More than just a garden centre, with its restaurant serving delicious homemade fare and a gallery showcasing the work of local artists. Then it was back on the bus for a final photo call and trip back to the station for the train home. Thanks must go to vintage vehicle collector, Colin Shears, for helping transport us around the area. Despite the variable weather, the morning showed just some of the range activities that can be enjoyed at this lovely site in the heart of Devon's rural countryside. You can get a copy of the leaflet at staffed stations and information centres or visit the website at http://www.enjoyeggesford.co.uk and start planning your trip to enjoy Eggesford! Lyn Winter Rural Transport Partnership Officer Devon and Cornwall Rail Partnership
Readers Write
This article from the North Devon Journal of 25th March 1909 may be of interest to readers.
Geraldine Sainsbury
From the Reverend Dr Peter Long There used to be 11 stations between Barnstaple Junction and Halwill Junction, three stations between Barnstaple Town and Ilfracombe, and 13 stations between Barnstaple Victoria Road and Taunton. The SR and GWR did not envisage them just as neighbourhood stations and halts, even pre-nationalisation there were bus links (e.g.: Southern National), taxi, walking, and cycling links. At Barnstaple town pre-war there was even the Lynton and Barnstaple narrow gauge interchange. All the evidence based research confirms that passengers do not change public transport modes when railway lines close, this is also the danger of lengthy network rail blockades on the Tarka line. Just look at the numbers carried daily on the Devon bus routes 307 and 86 plus several of the coach operations during the last Tarka blockades. Private transport clearly steps into the breach! What about the current 11 stations between Barnstaple and Exeter? Do any of them need to be renamed in order to serve their potential area through linked other modes? What needs to be done to widen their
penetration into the hinterland by numerous transport modes, including fare cars etc? Despite the current inadequacies of the franchising system someone needs to be visionary to push the agenda ahead! (The Reverend Dr Peter Long is so old that he travelled from Halwill to Ilfracombe to Yeoford by steam train! Since 1997 he has been the ecumenical theologian in the UK rail industry.)
Dear Editor, As a new member I enjoyed reading the spring NDRUG magazine, and have sent some thoughts for members to discuss and debate. I read about a new station for Barnstaple and also a tram service to Bideford etc, and I hope in years to come they might come to fruition, but I also think there might be ways to improve the line now. How about the present 16-38 Exeter Central to Barnstaple leaving later say 17-10 would this create more commuters. Also a through Wessex morning train from Barnstaple to Bristol Temple Meads and early evening through train back, it perhaps could be a single rail car and join another single rail car from Exmouth at Exeter St Davids before continuing on its way to Bristol. It would give passengers a chance to go through to Taunton. Bridgwater, Weston Super Mare and Bristol without changing at St, Davids, a big plus for the elderly. Another thought is Umberleigh, perhaps a once a day bus service from Bideford via Torrington, High Bullen, Atherington Umberleigh connecting with a morning train to Exeter and connecting with a evening train from Exeter back to Bideford. Yours sincerely J. Kift.
Membership Matters If you know someone who you think might like to join NDRUG please contact the Membership Secretary.
New Members We welcome: Mike Day and Mrs Janet Day Northam
Committee Meetings (Members Welcome) Wednesday, 14th September; 19.00 Rising Sun, Umberleigh (Further meetings will be advised with the AGM mailing)